Living in a shadow isn鈥檛 easy. It鈥檚 a thankless existence, typically spent trying to stand out and get a little bit of the limelight so constantly poured on the one blocking the sun. And friends, the Volkswagen Jetta GLI has spent a long time living in the shadow of the legendary Golf GTI. Since its birth, the GLI has carried a GTI engine, a GTI transmission, and GTI-inspired styling. It鈥檚 had the same heavily bolstered seats and steering wheel. Aside from its three-box shape, the hottest Jetta has been nothing more than a GTI with a trunk for its entire existence. Yet, saying the 2019 Jetta GLI is a GTI with a trunk sells this compact sport sedan short. Because it鈥檚 based on a newer vehicle, with more modern styling, and smarter technology than the current Golf, this hot Jetta feels distinct from the GTI. And while there鈥檚 a lot of GTI in the GLI鈥檚 mechanicals, there鈥檚 also bits of Golf R sprinkled in, like coarse grains of salt on a German pretzel. And with a price that undercuts the GTI, the Jetta GLI finally has enough going for it to seize some of its five-door sibling鈥檚 fame.
And to prove that, Volkswagen took us to the famed Tail of The Dragon, a legendary, 318-turn, 11-mile piece of heavenly tarmac draped across the Great Smoky Mountains on the Tennessee-North Carolina border. Let鈥檚 talk about that price, because it really is the most compelling argument for a GLI, particularly if you鈥檙e considering a base model. 800 on the GLI. Of course, once you get away from the pricing, the GLI delivers a GTI-like driving experience. The 2.0-liter turbocharged four-cylinder is a likable engine. Hell, I鈥檓 not sure if VW has ever built a 2.0T that wasn鈥檛 a joy to drive. All 258 pound-feet of torque arrive at 1,700 rpm, so the engine is almost always able to pull the compact body out of corners with verve. The addition of a VAQ limited-slip differential on the GLI only enhances this attribute, curbing wheel spin during overambitious throttle situations. Even at moderate engine speeds, the 2.0T has the goods to go.
Even at moderate engine speeds, the 2.0T has the goods to go. Serving alongside the 2.0-liter engine is the driver鈥檚 choice of a standard six-speed manual or an optional seven-speed dual-clutch automatic. The seven-speed automatic, a member of Volkswagen鈥檚 DSG family, does its job well. In automatic mode, it swaps cogs and does its best to blend into the background of the car鈥檚 operation. Slot the gear lever into manual operation mode and switch the transmission鈥檚 tuning to Sport mode, though, and the DSG comes alive, thanks to sharper upshifts and more immediate downshifts. The stick shift option, meanwhile, is a joy to work, from its progressive, predictable clutch to its perfectly sized shift lever and appropriate throw. This transmission begs for heel-toe downshifts and rapid-fire upshifts, but it's set apart by its notchiness. Normally a problem, the small amount of rubbery resistance at each gate gives this transmission substance and makes it feel real and unsanitized. There are practical reasons to grab this gearbox over its dual-clutch counterpart.
Along the Tail of the Dragon, the six-speed stood out as the more involving choice. Shocking, I know. But fun as the sensation of physically managing a gear lever and three pedals is, the six-speed鈥檚 gear ratios make the drive easier, too. The Dragon is a notoriously technical, relatively low-speed road where gearing can make or break your run. Switching between the GLI鈥檚 two transmissions is a stark reminder of that fact. The manual's smart gear ratios make a road that鈥檚 already physically demanding just a little less so. The dual-clutch transmission鈥檚 problems on a road like the Dragon are twofold. First, while shifting requires less thought, the shorter gear ratios require far more shifting. Second, the transmission will occasionally overrule the driver and won鈥檛 downshift, because it鈥檇 kick the engine speed up too high. Too often, these traits conspire to leave me flat-footed trying to exit one of the Dragon鈥檚 many bends.
Put simply, the six-speed is more fun and better suited for twisty roads. Also better suited to twisty roads is the GLI 35th Anniversary Edition鈥檚 adaptive suspension. Only available on the middle-spec model, the Dynamic Chassis Control (DCC) dampers are a highlight that I wish VW would offer across the GLI range. On the roads from Knoxville to the Dragon, the DCC-equipped car is more comfortable, better managing undulations and imperfections. The gap between the two cars in these conditions is small, but it expands rapidly on the Dragon. In general, the DCC-equipped GLI feels more planted and composed through the Dragon鈥檚 fast and slow corners. The body motions are tight and linear, with a neutral feel when pushed. The outright handling limit from the multi-link rear and strut-type front suspension is higher with the adaptive dampers, too -to the point that it highlights the shortcomings of the standard all-season rubber.
