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The fully independent setup is lifted wholesale from the GTI, right down to the springs and front sway bars, though the diameter of the rear anti-roll bar is up by a skosh to GLI is available with no-cost summer rubber.

The variable-ratio steering system is also up for your favorite winding road, with a quick 2. The GLI also gets While I didn't have a racetrack or a convenient mountain roads to fling this car around during my week with the car, suffice it to say that this car had plenty of consistent and easy to modulate stopping power. While my very reasonably priced tester went without this feature, I didn't miss it. The base passive system is well sorted -- it doesn't beat you up on bumpy roads particularly important to me, as that's the only kind of surface greater Detroit offers , yet it still handles keenly if you happen to luck upon a piece of spaghetti tarmac.

DCC-equipped GLIs also get an additional drive mode, Comfort, on top of the four settings of my S model: Normal, Sport, Eco and Custom, the latter of which allows the driver to tune the steering, throttle, differential, engine sound and climate control settings to suit their preference.

You likely won't feel the need to monkey around with the settings much, and frankly, even with the exhaust note turned up, the GLI still sounds a bit too reserved for its own good. Just like my old Mk2, that makes today's GLI the cheapest German sport sedan you can buy in America today by a country mile. It was also much smaller and only had horsepower -- enough to hit 60 mph in about 11 seconds.

And that's before taking into account all of the new Jetta's advanced safety and convenience features. VW's cost cutters have gotten their way a bit too much in the cabin, which is missing sport seats and richer plastics.

Even by VW's own generally reasonable pricing standards, the GLI seems like a suspiciously good deal. That's a startling cost delta, especially when you consider that despite its age, today's GTI still doesn't feel like a bad deal in and of itself.

As you'd expect, though, there are significant downsides. Most of them take place in the cabin, which can only be described as a victim of The Cheapening. Even the base GTI hatch is a delight, with its trademark plaid-insert sport seats, golf-ball shift knob and pleasingly textured plastics. Performance disc brakes. Paddle shifters. Standard on auto transmission. Design and Comfort. This is how we roll. Black Package styling. Join the dark side. Rail 2 Rail sunroof. See the light.

LED lights. On the brighter side. Ventilated and heated front seats. With heated rear seats. Front Assist. Adaptive Cruise Control. Lane Assist. Light Assist. Light Assist Automatic high beam control. Wireless Charging. Wire-free, stress-free.

USB C-port and power outlet. A super charged drive. Rearview camera. We feel confident that these additions would make it a more enjoyable car in the long run. New Cars For Sale. Used Cars For Sale. Sports Cars.

Used Cars. Vehicle Care. Ford Edge vs Ford Escape. Toyota Highlander vs Toyota 4Runner. Kia Telluride vs Hyundai Palisade. Honda Pilot vs Toyota Highlander. Toyota Camry vs Honda Accord. Toyota Avalon vs Toyota Camry. Toyota Tundra vs Ford F Ford F vs Chevrolet Silverado Back To Forbes. View Photos According to its interior measurements, the GLI is only 1.

The front-seat space feels about the same as the GTI's, but stretch out in the rear seat—which has nearly two inches of additional legroom—and you'll be convinced that someone measured it wrong. Overall length is nearly a foot and a half longer, and most of that added length goes to the huge trunk.

Like the interior, the cubic-foot trunk appears far larger than the spec sheet indicates. The Civic Si is smaller, has less power, isn't as quick, and comes only with a manual transmission.

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