November 15, 2006 - Like those who have earned the right to affix a PhD, MBA or HRH after their proper names, adding the correct set of letters to the nomenclature of a car can set up a certain set of expectations. Add the letters AMG to a Mercedes-Benz, M to a BMW or S to an Audi and driving enthusiasts will expect cars that go faster, handle tighter and steer quicker than their non-letter counterparts.

Although Volkswagen's Rabbit -- nee Golf -- and Jetta can be had for considerably less of your hard-earned cash than those premium German letter cars, expectations are just as high when you find a GTI or GLI, respectfully, affixed to these compact rides.

You probably already know that the new 2007 three-door- hatch GTI is a winner. Smooth, swift and solid, it has quickly become a favourite for those looking for a fine-driving German machine at a reasonable price.

But among VW nutters, the lesser-known troika of letters -- GLI -- is held in equally high regard.



The first car I bought that possessed any semblance of "handling" was my charcoal grey 1986 Jetta GLI. Two years into its second generation and not overly powered by its 105-horsepower, 1.8-litre four, it was the poor man's BMW 318i. If I had waited a couple of years, I could have had what some call the pinnacle of the early GLIs: the 1990 2.0L DOHC 16-valve four rated at 134 hp. The next year, the GLI gave way to the luxury- oriented, six-cylinder GLX. It wasn't until 2003 that the vaunted GLI badge returned. And, in an attempt to remind us of the GLI's sporting heritage roots, in 2004, VW offered a 20th-anniversary limited-edition model with a 180-hp, 1.8L turbo four, six-speed stick, a stiffer and lower suspension, larger brakes and Recaro bucket seats.

The new larger and more refined, fourth-generation four-door Jetta -- especially the mild- mannered 2.5-litre five-cylinder model -- introduced last year didn't exactly light any fires for enthusiasts.

So, do the three additional letters make the new-for-2007 GLI worthy of its heritage?

As per script, the GLI transformation over a cooking Jetta 2.5 means more power, tighter suspension and subtle exterior touches such as the blacked-out honeycomb grille.



Like the difference between the rascally Rabbit and the GTI, the more obvious upgrades are a tilting and telescoping three-spoke, leather-wrapped, multi-function flat-bottom steering wheel, aggressively bolstered eight-way adjustable front sport seats and aluminum trim and pedals shared with the GTI.

Standard is a six-speed manual transmission, but the test car came with an optional six-speed manumatic, side curtain and rear side air bags and a luxury package that pushed the already well-equipped Jetta GLI's $33,395 base price to $36,455.

As in the GTI, the GLI comes standard with the corporate 200-horsepower, 2.0-litre turbocharged four-cylinder engine also found in Audi A3s and A4s. As in its application in these other cars, the turbocharged four is sublime in its smoothness and lack of turbo lag.

Peak torque is available early at 1,800 rpm, and it stays there to nearly 5,000 rpm, which means it's easy to squeal the standard 225/45R17 Michelin Pilot HXM HM4 all-season rubber when launching from a stoplight. On the road, the new GLI feels safe, solid and, well -- big.

Compared with the last-generation 2005 GLI or even the five-door GTI or Audi A3 2.0T, the new GLI is less of an urban attack vehicle.

The new suspension isn't as low to the ground, so the 2007 GLI doesn't corner as flat. But take it out of town, find a back road with high-speed sweepers -- maybe a road that mimics Germany's Black Forest -- and the new GLI starts to show its new mission of taking on Volvo S40s and Acura TSXs.



Compared with the Jetta 2.5, on-centre feel and accuracy are much improved with the electrically assisted rack-and-pinion steering. Turn-in is quick, but it still can't hide the GLI's high centre of gravity and extra mass.

The Michelin all-seasons were designed to deliver decent handling with good ride and noise comfort, i.e. a compromise. (The $900 225/40R18 Bridgestone RE050A tire and wheel upgrade shown in the photographs seems like a steal.)

Despite the conservatively performing tires, the smooth, front-drive sedan's handling is still predictable and composed, even more so at high speeds, with the tight, controlled feel that's idiosyncratic to sedans that were developed on the autobahn.

The GLI's manumatic is a bit of a compromise as well. Left in Drive, it doesn't take full advantage of the turbo-four.

You will need to slot the shifter over to S or access the paddle shifters.

Although this transmission has been lauded by most, its application in the GLI seems a bit dimwitted compared with those I've tried in Audis.

With its newly added refinement contrasting with its legacy, instead of screaming "GTI sedan!", feel free to label the 2007 Volkswagen GLI as the A3 sedan Audi never built.

- John LeBlanc, Publisher, www.straight-six.com



Just the facts…

Build quality
Features
Performance
Fun-to-drive
Overall value

TYPE OF VEHICLE Front-wheel-drive, compact sedan
ENGINE Turbocharged 2.0L four-cylinder
POWER 200 hp @ 5,500 rpm; 207 lb-ft of torque @ 1,800 rpm
TRANSMISSION Six-speed manumatic
BRAKES Four-wheel ventilated disc with ABS
TIRES 225/45R17
PRICE: BASE/AS TESTED $33,395/$36,455
DESTINATION CHARGE $695
FUEL ECONOMY L/100 KM 10.1 city, 6.8 hwy.

© National Post 2006. This article originally appeared in The National Post's Driving.