2025 Volkswagen Jetta GLI review: Mandatory manual

One of the few new cars you can still buy with a stick shift, don't bother with the auto

2025 Volkswagen Jetta GLI review by The Road Beat

Words and pictures: Mitchell Weitzman

Let Me Start With the Obvious

This Jetta here does not have the manual transmission. Tragically. Unfortunately. Equipped instead with a highly functional and efficient DSG automated dual-clutch gearbox, a car like this yearns for a do-it-yourself game of Ro-Sham-Bo. As dismayed as I was upon opening the door and discovering the plastic paddle shifters mounted between the steering wheel at nine and three o'clock, the rest of Volkswagen's most aggressive sedan is pretty terrific. Ironically, it's the supposedly superior automatic that holds back its potential.

Picks

My personal car is a Nissan Silvia Spec R, a two-door coupe powered by Datsun's - I mean Nissan's - legendary turbocharged SR20DET motor. It weighs several hundred pounds less than the Jetta GLI while also boasting an additional 20 horsepower on the Grant Turismo spec sheet. Yet, despite the superior power-to-weight ratio of my 25-year-old Nissan, it's the modest Jetta that absolutely blitzes it for punch and thrust, owing to the substantial gains of modern turbocharged engineering. Lag is mostly irrelevant, thanks to its quick-spooling turbocharger, direct injection, tight automatic gear ratios, and higher compression ratio. It’s one of the quickest cars possible for a mere 228 horsepower.

Even with power sent exclusively to the front wheels, there’s hardly any torque steer or traction compromise, and the the Jetta can scoot from 0-60 MPH in just 5.5 seconds. The top end doesn’t sparkle as much as it could, but the usable mid-range is merrily meaty—and on real-world backroads, that’s what matters most. I also came to appreciate the relative smoothness of Volkswagen's latest 2.0-liter engine, with a deeper growl compared to the strained and scratchy tones from Toyota's less refined offerings. Fuel economy impresses, too, averaging a stout 28 MPG over a week of mixed driving conditions.

Tossing the Jetta GLI around with intent and vigor is a joy, thanks to a malleability often absent in standard commuters. Direction changes are sharp, and the grip from the 225-section Hankook tires is stupendous, resisting understeer so well that you might forget it’s front-wheel drive. While it lacks the razor-sharp handling of a Civic Type R or Elantra N—evident in the increased body roll—the trade-off is a more comfortable ride on most road surfaces. The body roll is easily manageable, however, and thus helps communicate its limits effectively, making for a surprisingly balanced driving experience that combines everyday comfort with its capable affordability. Not the best handling car in the world, but really, really surprising.

Speaking of comfort, the Jetta GLI is a hospitable car and makes for an excellent daily driver. It’s reasonably quiet on the motorway and spacious to boot with a massive rear seat. Speaking of boot, the trunk is massive, and the rear seats fold down for even extra versatility. I tested this by fitting a giant 72 x 30-inch floor mirror in the back after a scoring a sale on a display model from West Elm.

Nicks

The main issue lies with the DSG (dual-sequential gearbox) transmission. Revolutionary upon its debut during the Bush years, it hasn’t seen meaningful improvements since. While it shifts quickly and smoothly—avoiding the hiccups and jerkiness of older single-clutch systems like SMG—it lacks the involvement that makes driving fun. The cheap plastic paddle shifters don’t help; they feel more like toys than a tactile connection to the drivetrain. In fact, the paddle shifters on actual toys, like a Logitech wheel for your PlayStation, have better paddles.

Upshifts and downshifts happen with impressive speed, but what was once a standout feature is now merely average. Worse still is the complete lack of engine braking when downshifting. In spirited driving—or even when descending a decently steep hill—it’s common to drop a gear or two to help control speed and maintain stability. In this DSG offering, however, downshifting to third or even second gear above 50 MPH results in almost zero deceleration. Instead, the car coasts as if still in top gear. This puzzling quirk undermines the DSG’s credentials as a sporty alternative because downshifting for fun actually has no point. rifle-crackling downshifts, typically the one highlight of automatic sports cars, are reduced to a dull and uninspiring experience here. VW, why no engine braking?

Interior Annoyances

The rest of the interior is decent for the price—around $35,000 for a compact sporty sedan—but there are some drawbacks. The touch and slider controls for primary functions are annoying and tiresome. Thankfully, Volkswagen seems to be phasing them out, and I can’t wait for that day. The instrument cluster is also overly complex, with crowded switches for scrolling both vertically and horizontally through endless information. Add another control for 'view' to go with the already ridiculous scrolling, and the experience feels like searching for a book in an unorganized library, often going in circles to find what you're searching for. It’s clunky and unnecessarily complicated.

The automatic does not do the GLI justice

As written, the main criticisms center on the DSG transmission. For some, that might be increasingly unfair because maybe that's all you're considering, but why? If you want an authentic and actually involving sports and performance experience, you should go with the stick shift just on principle. While the DSG offers fast, smooth shifts, it lacks the engagement and enjoyment of a manual and third pedal, while the flimsy plastic paddle shifters and complete absence of engine braking further diminish its sporting credentials. Though manuals are becoming rarer, skipping it in a performance car and classic sports sedan like the GLI feels like a mistake. For a car that caters to driving enthusiasts, the manual should not only be encouraged, but mandatory.

There's another issue, too: I drove the latest Honda Civic Si right after this, and with its brilliant six-speed manual transmission, it's the more fun of the two on a daily basis with similar cornering and handling characteristics. The Jetta GLI is more powerful, but not by much. Manual vs manual could be different, but the stick shift Civic Si - a direct competitor - proves how much can be added by technically regressing.

2025 Volkswagen Jetta GLI DSG

Price as-tested: $35,045

Pros: Strong power; Entertaining chassis

Cons: Crappy plastic paddle shifters; No engine braking for spirited driving

Basic Jetta GLI specifications:

Powertrain & Performance

• Engine: 2.0L turbocharged inline-4

• Horsepower: 228 hp

• Torque: 258 lb-ft

• Transmission: 7-speed dual-clutch automatic (DSG)

• Drivetrain: Front-wheel drive

• Limited-Slip Differential: VAQ electronically controlled

Fuel Economy

• EPA Estimates: 25 mpg city / 35 mpg highway / 29 mpg combined

• Fuel Tank Capacity: 13.2 gallons

• Road Beat MPG: 28

Dimensions & Weight

• Overall Length: 187 inches

• Width: 71 inches

• Height: 57 inches

• Wheelbase: 106 inches

• Curb Weight: Approximately 3,300 lbs

Wheels & Tires

• Wheels: 18-inch alloy wheels

• Tires: 225/45R-18 all-season

Interior & Technology

• Infotainment: 8-inch touchscreen with wireless Apple CarPlay and Android Auto

• Audio: BeatsAudio premium sound system

• Climate Control: Dual-zone automatic

• Seating: Heated and ventilated front sport seats with leather upholstery

Safety & Driver Assistance

• Forward Collision Warning with Automatic Braking

• Blind-Spot Monitoring with Rear Cross-Traffic Alert

• Adaptive Cruise Control

• Lane Departure Warning and Lane Keeping Assist

• Rearview Camera

Pricing & Warranty

• Starting MSRP: $33,940 (Autobahn trim)

• Warranty:

  • Basic: 4 years / 50,000 miles

  • Powertrain: 4 years / 50,000 miles

  • Corrosion: 7 years / 100,000 miles

  • Roadside Assistance: 3 years / 36,000 miles

  • Complimentary Maintenance: 2 years / 20,000 miles