2023 Volkswagen Jetta GLI First Test: The High-Performance Jetta

We last tested a Volkswagen Jetta GLI in 2019 when the (current) seventh-generation model debuted. We praised the Mk7's 228-hp 2.0L turbo I-4 (then the same engine used by the GTI hatchback), its DSG dual-clutch automated manual transmission, and its grip and balance in the corners. Much of that last praise was owed to no-cost optional summer tires. We called it the best GLI ever, coming the closest any Jetta had come to the legendary GTI's performance.

For 2023, the Jetta GLI receives a mid-cycle update that includes subtle styling changes; a new 10.3-inch digital gauge cluster and improved 8.0-inch touchscreen featuring Car-Net telematics with Wi-Fi capability; and Volkswagen's IQ.DRIVE driver assistance technology. Its adaptive cruise control and lane-keeping system is quite effective. Only on occasion did I have to wrest control of the steering wheel. Unlike previous laggy-to-the-touch VW screens, the crisp graphics are matched with crisp response.  But the GLI drops the summer tire option. Of course, it's a similar story with the updated GTI, but its engine (also coded "EA888") gets a 14-hp bump over the Jetta's and maintains the summer tire option. These changes have once again expanded the performance gap between the sporty siblings, but that doesn't make the 2023 Jetta GLI boring.

Other things being essentially equal between the 2019- and 2023-model-year Jetta GLIs, without summer tires the latter's maximum lateral grip falls from 0.91 g to 0.86 g, and braking distances from 60 mph extend from 109 feet to 126 feet. Combined, the Jettas' lap times around our figure-eight course widened by a full second, from 25.6 to 26.6 seconds. Those are differences a driver can feel at the test track, where we needed to be mindful of the substantially longer braking zone and lower cornering speed.

In terms of acceleration, the new Jetta GLIs launches similarly, with 2.6- and 2.7-second sprints from 0-30 mph, yet the older summer-tired GLI opens that lead to 0.3 seconds by 60 mph (6.1 verus 6.4 seconds). Proving that identical horsepower and nearly identical weights provide nearly identical quarter-mile results, they turn in 14.6-seconds at 98.8 mph (summer tires) and a 14.7-seconds at 99.7 mph bests.

Okay, so the absolute limits of performance are lower with all-season tires, but how does that translate in the real world, and a twisty road? Barely. Tire noise and ride quality are quite pleasant, especially in the Comfort drive mode. This is the first generation of Jetta or Golf where the wind noise from its side mirrors is hushed. What took so long, VW? And, for the best and sportiest version of VW's compact sedan, the Jetta GLI can entertain as it should.

There are four driving modes available: Eco, Comfort, Sport, and Custom. Anyone who doesn't like heavy steering can go with the Custom mode, and opt for Sport Driving Dynamics, Comfort Steering, and Sport Drive System. The ride quality firms up appropriately, but the transmission didn't seem to get the memo. Sure, it drags upshifts closer to redline, but when braking hard, it doesn't downshift early enough or to a low enough gear to keep the turbocharged engine in the fun zone. Thankfully, the transmission responds to wheel-mounted shift paddles quickly and decisively in either direction between gears.

The shortcut from L.A. to the high desert where we conduct our instrumented testing includes Angeles Crest and Angeles Forest Highways, a 34-mile two-lane rollercoaster frequented by well-oriented residents and weekday commuters looking to avoid bumper-to-bumper traffic on the freeways. Unlike some of the erratic weekend users, Monday-through-Friday folks know these mountain passes, drive with gusto and confidence, and most importantly actually use the slow-traffic pull-outs and observe lane discipline in passing zones.

It is not surprising for a work truck, SUV, or uneasy driver to allow us by when it is safe to do so. A late model BMW 3 Series doesn't seem as convinced a VW Jetta is quicker, so for a few miles, we hang back, waiting for a passing zone, then pass. They try to stay in tow, but a couple of corners later, the Bimmer disappears from our rearview mirror. Consider us as surprised as them with the Jetta GLI's composure under braking, stability and neutral attitude in the corners, and overall effortless pace. However, while peak engine torque (258 lb-ft) may technically arrive at 1,500 rpm, real scoot and uphill pull doesn't happen until the tachometer swings past 3,000 rpm.

According to Google maps, the mountain pass should take 45 minutes from freeway to freeway. Instead, it takes just 30 minutes in the VW. Yeah, we drive lots of cars on this familiar route, including dedicated sports cars. This Jetta GLI, though not the fastest nor most thrilling, is certainly capable of producing a grin, and a "win" when driven with purpose.