Like The Standard Jetta Before It

What we've really been waiting for is this, the 2012 Jetta GLI. Packing VW's ubiquitous turbocharged 2.0-liter four-cylinder, a six-speed manual or optional DSG and an independent rear suspension, the GLI is here to assuage enthusiasts' fears that VW has lost the plot in its relentless pursuit of global market dominance. Just as Porsche hasn't given up on sports cars as it expands into un-Porsche-like segments, neither has VW in its efforts to appeal to more people. But unlike Ferdinand's second child, we still have the nagging sense that Volkswagen is leaving something on the table - despite the GLI's potential on paper. From a far, it's hard to tell the GLI apart from a standard Jetta. Get closer and even the deeper front spoiler, honeycomb grille and vertical fog lamps pulled from the GTI do little to convey the same racy presence of its hot hatch stablemate. The standard 10-spoke, 17-inch wheels even look a little small in their wheel wells, despite the red brake calipers.

Thankfully, an optional set of 18-inch, split five-spoke rollers up the aesthetic game and come coated in 225/40 R18 Dunlop SP Sport 01 AS rubber that makes for a worthy upgrade over the standard 225/45 R17 all-season Continental ContiProContacts. The Jetta's tune changes on the inside. And to excellent effect. But this isn't a story about a reworked interior on a Jetta. This is about how the GLI holds up as a GTI sans-hatch. And to that end, it's exactly what you'd expect. Power from the 2.0T is unchanged for sedan duty, with 200 horsepower coming on at 5,100 rpm and peak torque - 207 pound-feet - flowing from 1,700 rpm and up. But as per usual, the manual is the driver's choice - even in start-and-stop traffic. Clutch take-up is on the high and light side, so puttering around town doesn't require a Tour de France-honed left leg. The shifter standard VW fare, with an enlarged knob and slightly long throws providing a choice of six forward ratios.

Braking is handled by 12.3-inch vented front discs and 10.7-inch solid rear rotors, all of which add up to a predictable, linear pedal feel that only began to fade after two particularly torturous runs. While the 2.0T continues to gain accolades for its linearity and tunability, VW's tried-and-true turbocharged four-pot is starting to show its age, despite a recent reworking. The other added benefit of swapping the GTI's drivetrain directly into the Jetta is the inclusion of the XDS cross differential that's engineered to reduce torque - and thus, wheelspin - to the inside wheel through a corner. As with the GTI, the ABS-based system works, but constant flogging means brake fade comes on stronger than in something with a mechanical torque-vectoring diff. We also experienced momentary traction control engagement with the left front loaded and the right coming over a crest. That's more a product of an uneven (and likely untested) surface than an engineering fault, but considering there's no off switch for the traction control, it's worth noting. The other core driver bits, specifically the electrically assisted steering, 15mm lower ride height and bolstered seats, are more tuned to around-town runs and freeway cruising than all-out tarmac assaults.

Feel from the wheel is above-average, if not overly communicative, and the seats do their best to hold you in place, unless your personal curb weight is on the malnourished side. On the topic of tonnage, the GLI with the six-speed manual comes in at 3,124 pounds, with the DSG-equipped model slipping in just over 3,150 pounds. Compared to the GTI organ donor (three-door manual at 3,034 pounds and up to 3,160 pounds for the five-door automatic), the weight increase is negligible. Driving the GTI and GLI back-to-back, the suspension work performed on the Jetta combined with the extra 2.9 inches of wheelbase (101.5 vs. GLI the more comfortable cruiser - but at the expense of engagement. What we're left with is an overall impression that Volkswagen has made the 2012 Jetta GLI for people who just want more. More power, more flash, more amenities and an interior that doesn't make you wretch. In that, they've succeeded. But what VW hasn't made is a real sports sedan. For those people, the Golf R - despite its hatchback - is the what they're after. Yet for the masses, the Jetta GLI fits the bill. Like the standard Jetta before it, the GLI seems to leave some of what we appreciate on the table, but in exchange nets a total package that's more endearing to the average buyer. While the GLI is closer to what we want than the standard Jetta, it's still at least 20 horses and a stiffer suspension short of ideal. And what bothers us more than anything is that we know VW can deliver it.

It likewise has a consistent ride and appears to totally protect inhabitants from street and wind commotion, even at motorway speeds. The staggering all-round perceivability, consolidated with light controls, make the Ford Galaxy a delight to drive. Then again, there's no denying that the huge MPV measurements do make it harder to nip around in movement. The Galaxy has heaps of airbags on-board, including front and side airbags for the two front seats alongside window airbags for the front two lines. There's likewise a knee airbag for the driver as well. Component in standard footing and solidness control and a five-star Euro NCAP accident test rating for grown-up wellbeing and you've got an exceptionally protected MPV. Wellbeing for youngster travelers was recompensed a robust four stars. It ought to be really dependable as well. Passage completed mid-table in the 2014 Driver Power manager fulfillment study, and the Galaxy did shockingly well.