Test Drive: 2003 Volkswagen Jetta GLI

One of the most interesting things I’ve ever heard about the Volkswagen Jetta was blurted out by a slightly exasperated executive at the design forum at last February’s Toronto auto show. “What is it about Jettas,” he asked the gathered crowd of largely twenty-something car-design students, “that you keep buying them? What is it that makes them the car to have for you guys?”

I could understand the frustration of this exec, himself the designer of more than a few really attractive cars, a few of which have been ostensibly pitched at young, urban youth but have instead sold in huge numbers to audiences older and less hip than he and his bosses would perhaps have liked. What made the whole Jetta situation all the more frustrating for him seems to be the fact that VW seems to reach young drivers without any apparent effort; that its cars, despite not being specifically designed for extra-active lifestyles, and supported by advertising that’s as simple as it is cool, just seem to “get” their difficult-to reach target audience better than anything else.

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Being one of the slightly cynical twenty-somethings populating the audience at Callum’s presentation, I wanted to blurt out that it was exactly that effortlessness which distinguishes VW from the pack and gains it real currency with a demographic that generally despises being overtly marketed to; that Volkswagen has some kind of innate understanding of what young urban drivers want, but isn’t so cocky to actually preach about it.

VW gets that most urban-dwellers could care less about snowboards, ski pass-throughs, and hose-down interiors; instead, its cars seem perfectly designed to look good stuck in downtown traffic or parked in front of nightclubs, and their stereos always pack more power and more speakers than the competition. To the MP3-player-toting, stylish-dressing, Euro-sunglass-wearing generation, it’s as simple as looking good and sounding good.

Take this bright-red Jetta GLI, for example (outfitted here with some commemorative badges to celebrate VW Canada’s 50th year in this country). It has some of the cleanest, most attractive lines of any small car, its sharp edges, carefully managed shutlines, jewel-like headlights, and gleaming 17-inch alloys giving it an upscale, tailored look in a sea of generally blob-like competitors; its sculpturing looks tailored and neat under neon lights when most other cars’ sheetmetal, attractive under changing daylight, undulates and looks messy in comparison. Its Monsoon stereo powers eight thumping speakers and produces sound that’s clean, clear, and undistorted. And the GLI’s VR6 engine, now fortified to 200 horsepower, produces a snarly, sharp-edged roar that draws attention with every blip of the throttle.

Could there be a more ideal four-door for around-town running? Maybe, but the Jetta’s right up there. The 2.8-litre narrow-angle V6, one of the revviest, most responsive little motors I’ve driven, is backed up by a slick six-speed shifter, making blasting in and out of holes in traffic easy. Its brakes are strong but easy to modulate. Outward visibility is excellent thanks to a high seating position and big glass. And the steering is light as well as lightning quick; it and the tight turning circle make maneuvering around alleys, one-way streets, and tight parking spaces a breeze.

Given how much urban driving is actually just urban sitting, the Jetta’s elegantly-executed cabin is one of its primary attractions. While the confining and extra-grippy sport seats may be a bit much for commuting, they’re supportive and widely adjustable; the dash, backlit in blue and red, is great to look at and the switches all have a well-damped, quality feel to them. When the current Jetta was introduced four years ago, its level of quality – the matte-lacquer finish on the plastics, the classy control layout and tilt-and-telescope steering – set a new standard for small-car cabins. And while many competitors are a lot closer now than they were back then, this interior still feels a cut above (as well it should; though you can get into a four-cylinder 115-hp Jetta for about $24,300, a GLI will set you back $30,000 and a leathered-up GLX can top $35,000).

If you ever do get an urge to haul some serious lifestylin’ gear, the Jetta proves a surprisingly versatile and roomy little truck, too. Though rear-seat space is tight, the trunk is positively massive and the seats split-fold to expand it into the tall passenger compartment. A Golf may offer even more versatility and carrying capacity than this, but only if you’re willing to pile stuff up past the window line.

The Jetta’s not quite as happy out in the country as it is in the city, however. Those steamroller tires may suggest a sporty drive, but they’re teamed with a relatively soft suspension, which makes not only for a ride that’s a curious blend of floaty and harsh, but also means tire-squealing understeer and lots of body lean during cornering. And when the pace is a bit higher, the clutch, gearshift, and brake pedals all take on a slightly wooden, uncommunicative feel; the GLI is a tough car to drive smoothly, especially because the steering doesn’t get any heavier, or offer more feel. Torque steer is present in the lower gears, no surprise given the big power being pushed through the front wheels. Nevertheless, on a winding road, those tires still offer big grip, so your pace is still high, and all the body movements and steering corrections make for an involving drive.

While there will be a new Jetta along shortly – the new Golf platform on which it’s based will probably debut early next year in North America, and already forms the basis of the new Audi A3 in Europe – there’s little that VW can do to increase this small car’s desirability, a fact reinforced by its continued success in our market despite premium pricing. If it can make it as great a car out in the country as it is in the city, the company will have a true small-car champion on its hands.

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