2012 Volkswagen Jetta GLI: Car fans know what a “sleeper” is.

It’s a car that hides excellent mechanics under an inconspicuous exterior. Basically, it’s the polar opposite of a tuned car!

The brand new version of the Jetta, the GLI, fits the definition of a sleeper to a tee. The keen eye will notice that the suspensions are 15 mm (9/16 inch) lower, the brakes  are bigger and feature red callipers, and special rims and a rear air diffuser have been added. But that’s about it. There’s nothing flashy about this car!

• Also: Volkswagen Modernizes The 2016 GLI

The changes are a little more noticeable in the passenger compartment. Like all Volkswagen GLI and GTI products have for years, this one features very nice red stitching. What’s more, if you’re a freak about finish you’ll be delighted to learn that the dashboard is decked out with a covering that’s soft and smooth to the touch. Yet again, the designers put function ahead of extravagance. Unless you consider the optional Fender audio system extravagant, that is!

GLI and GTI: One vision

The GLI is to the Jetta what the GTI is to the Golf, meaning the mechanics remain the same, much to the delight of people who appreciate an inspired ride. It has a 2.0-litre four-cylinder turbocharged engine with fuel injection and developing 200 horses between 5,100 and 6,000 rpm and 207 lbs-ft of torque between 1,700 and 5,000 rpm. Even with the mechanics, the engineers don’t try to wow the crowd with all kinds of impressive numbers. But since the horsepower and torque are delivered over a broad range, they make it one of the most pleasant cars to drive on the road and on the track.

A nice engine is all well and good, but the transmissions paired with it have to be up to snuff. And are they ever in the GLI (and the GTI as well)! It comes factory standard with a six-speed manual that shifts with precision, a clutch that’s just firm enough and pedals designed to make life easier for fans of the heel-toe technique. The bigwigs at VW predict that only 30% of those who opt for the GLI will prefer to change gears themselves. The remaining 70% put their trust in the six-speed dual-clutch automatic, known as DSG. I had the chance to try both gearboxes at the Mosport Driver Development Center and I have nothing but praise for the automatic, which is better selected for sport driving. Indeed, picking up speed coming out of curves, this transmission, was always in the right gear in “S” mode. With the manual, you have to play with the stick, losing precious tenths-of-seconds (note that in my case, a few tenths or even full seconds doesn’t make much of a difference in the long run). Also, during the launch, the DSG versions were fitted with optional 18-inch tires (Dunlop SP Sport 01 A/S 225/40R18) while the manuals had Continental ContiProContact 225/45R17 tires, which had a definite impact on the car’s performance.

Although we were on a track, we were able to get our 0-100 km/hr time, but I imagine that it would be between 7 and 7.5 seconds. With a DSG, the fuel consumption was 8.6 l/100 km on the road, if memory serves. Of course, after a few laps, this figure skyrocketed! Since it’s a turbo, the GLI requires super gasoline.

GLI and balance

Despite its power, sent to the front wheels, torque effect is almost nil, making it more fun to drive. While the regular Jetta has a very ordinary rear torsion bar suspension, the GLI has entirely independent components. We weren’t able to drive on roads that were in very bad condition so it’s very hard for me to evaluate the work of the suspensions in “Québec” conditions. However, I get the feeling that they’re a tad firmer. On the track, weight transfers were very well controlled and the Jetta never felt like the sedan it is. The brakes are excellent and it takes several laps for the pedal to start to tire. The steering is as lively as it is precise but it doesn’t offer that feedback that you’d expect in a sporty car. The lateral stability control system (ESP) that can’t be deactivated is even more disappointing. That’s no problem with a regular model that won’t be pressed into sport driving situations, but the same can’t be said for the much more inviting GLI. Then again, at one point during our afternoon test drives, this system saved a colleague from certain humiliation.

Well designed

As for the rest, the GLI is as Jetta as Jetta can be. The passenger compartment is big and practical, the materials are good quality and are well put together, the seats are hard but comfortable, the trunk is the largest in the category and, under the rug, there’s a real spare tire. Thanks to the engineers for having resisted the temptation to include a compressor so as to save a few kilos that they surely were able to use elsewhere. Prices range from $27,475 for a manual GLI or $28,875 for the automatic version. A few options packages can be added to that (Luxury Leather Package, $2,100 – leather seats and sunroof; Technology Package, $1,290 – navigation system and 400-watt Fender audio system). As for the 18-inch Bathurst wheels, they cost $975.

What about the competition?

Strangely, the Jetta GLI has no real direct competition. You can compare it to the Honda Civic Si sedan or the Nissan Sentra SE-R Spec V but very few fans of Japanese cars appreciate German sobriety. And just the thought, even for a fleeting moment, of a VW fan at the wheel of a Honda or a Nissan smacks of pure madness! During the presentation of the GLI, the VW directors were also talking about the Mitsubishi Lancer Ralliart and the Subaru Impreza WRX sedan but since both of these cars have all-wheel drive, they’re hard to compare. They also mentioned that the Suzuki Kizashi could be in the race, if only Suzuki made some sales! As a colleague noted, the competition may very well be the BMW 323i or Mercedes-Benz C250, even though they’re rear-wheel drives and are more expensive. In fact, maybe it’s those two cars that now have competition!