The enthusiast car segment has yet another compact sports car to celebrate. The year of 2022 is renewed Volkswagen GLI didn’t get any meaningful mechanical upgrades, but as we learned from VWbe overhauled GTIA full redesign could be a mixed bag.
Based on Jetta GLI has always played the second game with its Golf-based cousin, GTI. Despite using the same chassis for most of its existence, the GLI has always been seen as the inferior, Americanized choice. A car with a “wart” (trunk) at the rear and a more overall length would be considered appropriate for a model enthusiast.
The fifth generation looks like a Corolla Jetta we hit ’05 which is probably its stylistic low point, but even then, the GLI hasn’t terrible, per accession; it’s not just GTI. That was also the last time it resembled the GTI except for its trunk. It is therefore the last generation that many enthusiasts seem to care about. When the next Jettas separate from Golf in terms of size, platform and cheap price, so is the GLI from GTI.
Now then both sedans and hatchbacks are going the dodo’s way, the GLI’s plight is even more obvious. It still has its fans, but VW certainly won’t try to please them. Thanks to the overseas popularity of Golf, GTI remains a more attractive investment target for VW parking lots than its sibling. So while the Golf remains tight and “European” and continues to have the first study of performance and VW’s latest interior technology, the Jetta has diverged, becoming a larger, soft option. cheaper, more “American” and have to wait around for Golf leftovers. Great stellar, huh?
Yes and no, believe it or not, but probably not for the reasons you’d expect. For 2022, the GLI gets a moderate refresh that includes some aesthetic updates and a packaging overhaul. It’s more expensive because the base model no longer exists – it’s Autobahn now or whatnot – and if that package doesn’t work for you, too bad. There are basically no options; even the 10-inch navigation system, which is included in the Autobahn package on the GTI, is fully MIA on the GLI.
And yes, that’s good news. See, our 10-inch Discover Pro infotainment suite and various related controls go further and further away. at least favorite ingredients of the new VW ID.4GTI and CHEAP Golf. There’s no dancing around it; they simply suck. The only part of that mess to switch to the GLI is the clumsy steering wheel control setup; other major consoles will migrate from 2021 Jetta and GLI. That’s right, honey; There are knots here.
However, that is not all good news. Along with “de-contenting” the navigation system, VW has retained the GTI’s 12-way power-adjustable seats (the GLI has six-way), three-zone climate control (dual only), heated rear seats and some Other interior and exterior bits – oh, and 13 hp. The GLI also gets a front differential based on the old XDS brake in place of the GTI’s VAQ system, which uses a mechanical limited-slip differential. So the GLI is just “loaded”, but in this case it’s obviously relative.
The GLI doesn’t just have buttons and knobs really for it. It still has VW’s excellent Dynamic Chassis Control (DCC) adaptive suspension (Honda’s motobike put Civic Sisame pasture-raised suspension for the new generation) and a six-speed manual transmission as standard. DSG is optional, but you’ll have to pay close to $35,000 (assuming no markup or other gimmicks) to have the pleasure of letting the computer do the work for you.
GLI’s 228 horsepower just looks bad on paper when compared to the GTI’s 241; neither VW is as powerful Elantra WOMEN or Women’s Veloster (275 & 276 ponies respectively) but both beat the cheaper, more accessible Hyundai N Line models (201 hp) and Civic Si (new or old).
Admittedly, the GLI looks half-baked on paper. But luckily, it’s much more than its spec sheet sums up. The GLI can be a bit underwhelming if you don’t mind getting past its strides, but I challenge anyone to call it boring or inadequate after giving it a proper fix. Both throttle and suspension response are so sharp that I completely forgot I was driving a sedan that was pushing the modern definition of “compact”.
It’s fun, the full stop – in fact, everything is as explosive as the GTI. Its strengths are only relevant if you are really pushing the car. Whether in the middle of the clutch or on the road, a limited-slip differential makes a meaningful difference in the ability to apply power from tight corners without needing to brake hard. On the road? You won’t notice a difference, I promise.
In fact, the GLI has surprised me so much that I tend to rank it second among VW compact sports cars – right behind the GTI and ahead of the GTI. CHEAP Golf – if we’re talking about the fun factor right. The GTI’s bad UI/UX situation diminishes its day-to-day utility but doesn’t make it any less. The Golf R’s extra four-season utility with all-wheel drive is certainly a plus, but it makes for a very expensive Golf, and in addition to winning headlight races in wet weather , there isn’t much of a giggling element in the Golf R. It’s the kind of car that would almost like to be equipped with DSG, at which point I’ll start looking into it. Audi S3.
I didn’t drive New Honda Civic Si, but my time at the wheel on the GLI made me even more excited. The Elantra WOMEN Both the Line and N models offer more value and much better technology (and in the case of the Elantra N, more power as well), but their styling isn’t for everyone. I admit the GLI isn’t a stunner (seriously, what’s going on with that c-axis?) but it’s much more subdued than the brilliant Hyundais. The Kia Forte GT dividing the difference is pretty unique, but I still think I’d rather drive a VW.
If we’re talking driving enjoyment and nothing else, the GTI is still the go-to answer, but it’s hard to recommend that car to people who need a convenient, friendly daily driver. user-friendly – and that’s half the recipe that made GTI so compelling. Formerly a jack of all trades, the GTI is now merely a jack. There’s certainly a chance someone would be willing to forego the GTI’s superior dynamics for the extra 2.4-inch rear legroom or the GLI’s 14.1-cubic-foot rear trunk, which is longer and might actually benefit. more for some people than the GTI’s technically larger volume of 19.9 blocks.
The compact sports landscape has changed dramatically over the past decade. Amidst the thirst of the industry crossovers and SUVsGiven both the long-term price escalation and inflationary pressures, and the dearth of young enthusiasts with spare money, the segment (with the exception of Hyundai perhaps) has largely matured from the bombardments of luxury. for the boy as affordable as Fiesta Stand Mazdaspeed3. The GLI never leaned too much in that direction but being half a step behind the GTI, it’s cheaper at least.
With the departure of the base GLI version, that is no longer the case. At $32,685 (including destination), it’s a much more expensive car than the base GTI, not to mention significantly more expensive than the base GTI. Mazda MX-5, Subaru BRZ or Toyota GR 86. It’s a tough pill to swallow, even if it’s more liveable than its hatchback sibling.