Volkswagen's mission has long been to deliver affordable fun. This playful ethos is evident throughout the lineup, from the vast number of Golf GTI models to the wacky retro EV minivan that is the ID.Buzz. Even the bare-bones Jetta sedan gets a hit of this exuberant energy when adorned with a GLI badge. Combining a detuned version of the newest generation EA888 turbocharged inline-four, choice suspension modifications, and a bucket of red trim, and the result is a sport sedan that holds up its Eighties ancestral heritage.
However, the 2025 Volkswagen Jetta GLI Autobahn's watered down road presence suggests that this practical GTI sibling missed the cut by one metric alone: passion.
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The Lowdown
The Volkswagen Jetta GLI has been around for a surprisingly long time. First introduced to the U.S. in 1984, its moniker stands for Grand Luxury Injection, which first noted the introduction of fuel injection but now serves primarily to distinguish it from the much more popular GTI hatchback sibling. The GLI has long been thought of as a replica of the GTI in sedan form, and this was indeed correct for many years.
But as the Golf entered its eighth generation, the Jetta GLI diverged from the equivalent GTI. The GLI is the only Jetta model to dodge the use of a basic torsion beam rear suspension, using a more complex multilink setup in addition to MacPherson struts at the front. Power figures for the GLI are down slightly on those of the GTI, with a peak of 228 hp representing a loss of 13 horses, and the maximum 258 lb-ft of torque being 15 lb-ft less. But the GLI does come with the enthusiast plus of being the only Volkswagen product in the U.S. still to offer a six-speed manual transmission, although our test car had the seven-speed DSG dual-clutch.
Only one trim level is available for the GLI, the speedy-sounding Autobahn, and it starts at a reasonable $34,440. While not much is new for 2025, beyond additional color options and infotainment upgrades, the continued existence of accessible performance cars like this is something to celebrate.
Vehicle Tested: 2025 Volkswagen Jetta GLI Autobahn
Base Price: $34,440
Price as tested: $34,590
Location: Dutchess County, New York
More Specs:
Powertrain: 1984-cc turbocharged I-4
Power: 228 hp @ 6700 rpm
Torque: 258 lb-ft @ 1700 rpm
0-60 mph: 6.0 sec
Transmission: 8-speed dual-clutch, front-wheel-drive
Weight: 3537 lb
EPA MPG: 30/26/36 (combined/city/highway)
How Does It Drive?
The core of Volkswagen's performance products is the latest evolution of its long-lived EA888 turbocharged 2.0-liter inline-four, an engine with strong rational appeal. Day-to-day use is characterized by competence rather than extravagant emotion, the engine’s peak torque delivered at a dowdy 1700 rpm. But pushing the throttle to its stop unlocks a new personality.
It feels more enthusiastic than the previous versions of the turbo four, the smooth low-rev personality transformed with a hit of power at the upper reaches of the range. The snappiness of the top-end response encouraged me to stay hard on the gas, with the swiftness of the seven-speed dual-clutch transmission delivering a briskness that felt impressive for the segment. As the owner of a Mk6 Jetta GLI, I'm familiar with low-rev muscle tapering to an anemic top-end, but Volkswagen has managed to fix that.
When it comes to dynamics, the 2025 GLI still shows a fundamental softness. Addressing the positive first, the Jetta's brake hardware and tuning is praiseworthy. Pedal travel is limited, with strong retardation available right at the top of the travel, yet Volkswagen has still managed to make it easy to modulate between hard braking and a gentle stop.
But the chassis lacked the focus enthusiasts expect in performance Volkswagens. The DCC adaptive dampers should make the GLI as much fun to throw into corners as its hatchback sibling, but something is definitely missing in terms of high-load enthusiasm. I found the GLI felt happier when switched back to its Comfort mode, the instrument dials shifting from aggressive red to soothing blue. Choosing the Sport mode added too much weight to the steering, put the throttle engagement on a hair trigger, and hardened the ride. But it felt like an act rather than the car's true personality. I spent a day in New York's Dutchess County, counting farm stands as I wound around wooded back roads. The GLI got cozy with every apex I pointed it at but came back into its own when it returned to the gentler demands of urban sprawl.
What's It Like to Live With?
Volkswagen has gone through a roller coaster of interior design over the past five years, one that has lost many of the friends it previously earned. The eighth-generation Golf and GTI switched to awkward haptic buttons and a clunky touchscreen interface for nearly all infotainment and climate functions. Newer models such as this year's GTI and the ID.Buzz are now on a correction course, but the Jetta GLI is sticking with shiny-black plastics and compromised usability.
While the 10.3-inch digital gauge cluster and 8.0-inch infotainment touchscreen were both perfectly acceptable, especially considering the addition of a volume-control knob, I couldn't get on with the climate-control panel, which requires fingers to slide over the plastics. The haptic touch points were slow to respond, and the materials seem designed to harvest fingerprints. Not good.
Other negatives include the Beats Audio sound system, which sounded hollow in my test car, especially compared to my decade-old Jetta GLI and its rich Fender audio system. The same haptic buttons from the climate quadrant are carried over to the steering wheel, meaning more fingerprint marks and laggy responses. The non-circular steering wheel is strangely shaped and wrapped in a disappointingly soft-feeling leatherette material unworthy of a sport sedan.
That said, much of the interior is commendable. The GLI manages to feel larger than it really is for front- and back-seat passengers alike. The driver-angled orientation of the display screen works well, the Vienna leather upholstery was comfortable, and aluminum pedals were a nice touch.
Should I Buy One?
The sport-sedan segment isn't particular large these says, but it is deeply competitive. The Honda Civic Si ($31,400), the Acura Integra ($34,195), and the Hyundai Elantra N ($35,595) all price within spitting distance of the Jetta GLI. All three of them also outplay the Volkswagen in different ways. The Honda has the best manual shifter and a simple, serene cabin, even more so in the plusher Integra version. And the Elantra N is a dynamic hoot—lift-off oversteer a beautifully well resolved part of its chassis behavior—while offering a class-leading 276 hp and 289 lb-ft of torque.
The Jetta GLI feels more like an upscale version of an economy car than a sedan-shaped GTI—it isn't bad, but it just isn't all that sporty. Like a candidate who shows up for a job interview knowing they're not qualified for the position.
Highlights and Lowlights
We Love:
Punchy powertrain and manual transmission option.
Strong braking hardware.
Good cabin space for driver and passengers.
We Don't:
Lack of dynamic focus when pushing hard.
Piano-key plastic everywhere and control ergonomics.
Feels like the runner-up in a competitive segment.
Favorite Detail:
Volkswagen has history when it comes to hiding dynamic settings in hard-to-reach menus—the Mk7 Golf required a three-deep menu exploration to turn off traction control. The GLI puts most stuff in easy reach, with altering suspension settings or turning off traction control as easy as pushing a physical button.
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