As it was, this is a great model for someone with tuner intentions. I lost count of the number of times I started shopping other cars and
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| I lost count of the number of times I started shopping other cars and thinking if those 18-inch wheels would be a good fit, or imagining what a good skirt package would do for its looks. (Photo: Jonathan Yarkony, Canadian Auto Press) |
thinking if those 18-inch wheels would be a good fit, or imagining what a good skirt package would do for its looks and what dropping it an inch on some Enkei springs would do for the handling in corners. The GLI is more for the guy or girl who says, "I want the whole package, and I want it right now!"
What the GLI shares with the Jetta 2.0T is one jumpy little engine. Its turbo comes on so quickly that I could hardly ask for much better. Horsepower maxes out at an even 200 at 5,100 rpm, but torque is up to 207 as early as 1,800 rpm, meaning the only thing hanging you up off the line are those rather skinny, squeamish tires. You have three options
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| Horsepower maxes out at an even 200 at 5,100 rpm, but torque is up to 207 as early as 1,800 rpm. (Photo: Jonathan Yarkony, Canadian Auto Press) |
with the transmission: D for drive; +/- for manual shifting; and S for sport.
My personal favourite was actually S; the car figures out which gear it should be in, but rather than optimize fuel economy it keeps it one cog lower and by so doing maintains higher revs, up in the neighbourhood of the 3 and 4 on the tach and therefore always ready for immediate action with a little extra dab at the throttle. It also downshifts a little early when slowing down, for a bit of engine braking, which I always like. Obviously, leaving it in D is a better option in stoplights and traffic, because with either of the other two it tends to lead to a rise in blood pressure and anxiety - as in "why, oh why won't these people move faster or get out of my way?" - which is a very bad thing when driving. Never drive angry!
