Three engines, five trims, and one very forgettable face: the Volkswagen Jetta is a study in ho-hum competence. But in a boisterous class filled with more exciting, better-selling, and more striking compact sedans—a long list that runs from the Honda Civic to the Toyota Corolla—it still deserves consideration. Despite an exterior that looks nearly unchanged since the launch of the current generation in , the Jetta benefits from the capable German engineering, composed ride and handling, and excellent turbocharged powertrains that we’ve come to expect from Volkswagen.
What's New for ?
Volkswagen shuffled the Jetta lineup and upgraded its infotainment system but left the car otherwise unchanged for The nine trim levels that existed in have been consolidated to five, but the feature-heavy SEL and the sport-minded GLI remain. Volkswagen’s new MIB II infotainment system is available in all but the base trim and adds improved touchscreen functionality.
- Jetta S: $18,
- Jetta SE: $21,
- Jetta Sport: $22,
- Jetta SEL: $25,
- Jetta GLI: $28,
Engine, Transmission, and Performance
All three of the Jetta’s powertrains are turbocharged four-cylinders. They're all refined, but only one is close to being exciting. The standard Jetta comes with a hp turbocharged liter inline-four and a five-speed manual transmission; a six-speed automatic is optional. The uplevel SEL and Sport models are motivated by a hp turbocharged liter inline-four that pairs with a six-speed automatic transmission. The hp turbo liter inline-four in the sporty GLI is gutsy and quick. A six-speed manual is its standard partner, and a six-speed dual-clutch automatic is available. In tests of the base engine paired with a five-speed manual, we found that keeping the engine spooled up above rpm allowed us to make the most of the abundant torque (the and the optional liter engine offer the same lb-ft of torque). Drivers who plan to spend a lot of time on the highway will appreciate the tall sixth gear of the optional automatic transmission, which keeps the engine revs lower and quieter. Volkswagen has been improving the Jetta’s driving dynamics since it launched this generation in An independent rear suspension is now standard for every model, contributing to the supple ride. Test numbers don’t prove dominance in any one area, but the balance of ride, handling, and adept steering make the Jetta satisfying to drive.
EPA fuel-economy testing and reporting procedures have changed over time. For the latest numbers on current and older vehicles, visit the EPA’s website and select Find & Compare Cars.
Interior, Comfort, and Cargo
The Jetta’s interior is comfortable but sparsely appointed. To its credit, it has significantly more space in the back seat than several competitors, and outward visibility is good. The available automatic dual-zone air conditioning is a plus point in this segment, though it’s only available on the SEL and the GLI. Few other creature comforts are on offer—only the top GLI even has the option of a power driver’s seat. Ironically, VW engineers must hate the cold because heated front seats are available even on the base S model. The Jetta has the largest cargo hold among a number of compact sedan rivals, which helps boost its overall utility.
Infotainment and Connectivity
Volkswagen introduced its new MIB II infotainment system to the Jetta for USB connectivity is also new this year, a crucial update. We like Volkswagen’s new infotainment setup, but its responses are slow, and we’d appreciate more power points in the cabin. The Jetta’s entry-level S trim has a inch screen with the MIB II infotainment system, while other models have a inch screen. Navigation is standard in SEL, GLI, and Sport trims. Every model except the S comes standard with VW’s Car-Net system, which brings Apple CarPlay and Android Auto into the mix and gives drivers access to an app from which they can view a diagnostic report, find the car’s most recent parked location, and check to see whether the doors are locked. GLI models have a standard nine-speaker audio system designed in collaboration with Fender; it’s not available in any other trim. The single USB port is an important addition to the Jetta this year, but two would be even better.
Safety Features and Crash Test Ratings
For more information about the Volkswagen Jetta’s crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites.
Some older vehicles are still eligible for coverage under a manufacturer's Certified Pre-Owned (CPO) program. For more information visit our guide to every manufacturer's CPO program.
Volkswagen Jetta GLI: The Jalopnik Review
I’ll go straight out and say this: the current Volkswagen Jetta GLI has one big problem, and it’s called the Golf GTI.
Like the black sheep in the family, Volkswagen’s compact sports sedan only wishes it was as competent and versatile as its beloved hatchback sister. But with solid new contenders from Honda and even Hyundai now, compact sport sedans seem to be doing alright at the moment! As long as automakers can convince people to buy them amid all this crossover mania.
Sporty little Jetta, now’s the time to show the entire world that you still got it.
(Full disclosure: Volkswagen Canada dusted off a GLI it had lying in its garage, washed it, filled her up with gas and threw me the keys for a week.)
What Is It?
Originally introduced as a sedan alternative to the Golf, aimed specifically at North Americans who love cars with trunks, the Jetta grew rather successfully alongside the Golf over six generations, and in some cases, even outselling its hatchback brethren.
But just before this current generation Jetta was launched way back in , Volkswagen had proclaimed that it was aiming at becoming the world’s largest automaker. To achieve this, it meant cutting back on production costs for their little sedan in order to better compete against the Toyota Corolla, Honda Civic, and Nissan Sentra. The Jetta suffered from this—the multi-link rear suspension was replaced with a torsion beam setup, which significantly impacted the car’s handling.
Volkswagen learned a viable lesson with the Jetta: don’t take the VW faithful for granted. After many complaints from both customers and automotive journalists that the car had lost its nerve, Volkswagen urgently face-lifted the Jetta in by throwing the Golf’s independent rear suspension back into it, reworking its interior and exterior, and developing an all-new liter turbo specifically for the car.
It’s still old, though. The current Jetta doesn’t yet use Volkswagen’s magic carpet new MQB platform, the one that also underpins several Audi vehicles as well as the current Golf.
Luckily the GLI always had the better performance parts, notably an independent rear suspension. It also got the same liter turbocharged four as in the GTI, as well as Volkwagen’s Porsche-like six-speed dual-clutch automatic.
Since the current Golf GTI is arguably the best hot hatch currently available, it would only make sense for the GLI to be an impeccable sports sedan as well.
Why Does It Matter?
There are plenty of small fun cars to choose from now. There’s the new Hyundai Elantra Sport. The Ford Fiesta and Focus ST are still around and kicking ass, and Nissan now sells a hardcore version of its lamentable Sentra, the Nismo.
Also, Honda’s about to elbow-drop the entire segment with an all-new Civic Si coupe and sedan.
You may think the Golf GTI would be enough to take them all on. It kinda is. But America prefers sedans over hatchbacks unless those hatchbacks get a couple inches of ride height and are called “crossovers.” We still bought , Jettas last year. So if there’s a small car in Volkswagen’s lineup that deserves a hot version, it’s definitely the Jetta.
And, just between you and me, in a world of soul-sucking crossover domination, the simple fact that Volkswagen offers not one, but two pocket rockets in its lineup of cars is seriously cool. I’m not complaining.
To be fair, the GLI’s performance proposition is still attractive. Power is claimed at horsepower and lb-ft of torque, 51 lb-ft less than the hot Golf though. Volkswagen claims a time of seconds, significantly slower than its sister, but still in the same ballpark as the Elantra Sport, Sentra Nismo, and Focus ST.
Your GLI can either be equipped with a six-speed manual, or Volkswagen’s excellent six-speed dual-clutch (DSG) automatic.
Unlike the GTI, however, which gets an optional Performance package that adds more power and a fancy electronic limited slip differential, the GLI gets none of that stuff. While the GTI is qualified as a separate vehicle from the Golf in Volkswagen’s lineup, the GLI is the Jetta’s top trim level. So there’s only one GLI available, and it’s the one you see here.
To distinguish a GLI from a standard Jetta, Volkswagen adds a set of very pretty inch Mallorywheels, a reworked front fascia with the signature GLI red grille trim, a more aggressive front bumper, darkened headlights, a subtle decklid spoiler, GLI badging, and a slightly lowered, sportier stance.
My tester was painted in the White Silver paint job, which has a subtle shade of baby blue in it. I gotta say, the standard ho-hum Jetta isn’t much of a looker. But dressed up this way, the GLI is very attractive, properly German and also well stanced, looking almost like an Audi. It’s a clean and understated car the GLI, just the way I like my sport compact cars.
Volkswagen went through great lengths to make this feels like a GTI, even if it doesn’t share the same platform. And it works, mostly. If you don’t spend a lot of time driving a lot of different cars, except for maybe a noticeable drop in torque, you might even have a hard time finding an appreciable difference between the two.
One thing that remains constant between each car is the excellent liter turbo. It’s a punchy and silky smooth little mill, one which offers a solid wave of torque all the way to redline once boost is kicking hard. The lower torque figures in the GLI do make it feel somewhat slower. It simply takes more work to get the Jetta to actually get up and go, you sorta need to manhandle it.
But that doesn’t stop the GLI from being immensely fun. Stomp the accelerator from a standstill, and thanks to a traction control system that can be completely turned off now, those front tires instantly start spinning as you grasp the steering wheel to control torque steer. Fun? Damn right. Efficient? Not exactly.
That’s the first indication this isn’t the same wonderfully tuned chassis as in the Golf, or that the GLI’s suspension wasn’t developed by a Porsche engineer. The GTI would have spun its wheels alright, but would also have tugged forward while doing so. The GLI just squats there and spins when giving it too much power upon takeoff.
Granted, my GLI had winters on. But so did the GTI when I reviewed it. Trust me when I say this: the GTI handles its power much better than the GLI does.
As for the DSG gearbox, it remains quick, precise, and, well fun to operate. You can either leave it in automatic and let it do all the work for you or go ahead and shift for yourself using the steering-wheel-mounted paddle shifters. Unfortunately, the system in the GLI is geared more toward efficiency than the GTI’s, so shifting speed feels somewhat diluted in comparison. It is, however, excellent for daily driving.
But frankly, you’ll be happier if you get your GLI with a stick.
The fake Soundaktor engine sound remains one of my biggest gripes with recent Volkswagen performance vehicles. But in the GLI, it’s the weirdest one I’ve experienced so far. They’ve tried to tone it down for the Jetta, to make it sound more mature - I guess - but it ends up sounding like a Subaru Boxer engine humping Volkswagen’s five-cylinder.
Urgh, this car sounds totally wrong.
Then there’s the fact that although Volkswagen completely overhauled the Jetta’s interior during the last update, material quality is still not quite up there compared to the Golf. Door inserts and some dashboard components are still plastic intensive.
Also, tire roll and wind noise are considerably louder in the GLI compared to its overachieving sister. Finally, the entire car remains Volkswagen rock solid, but you do sense that this is an aging platform with occasional unwanted chassis quibbles when driving over the hard stuff. In some cases, I actually missed that Hyundai Elantra Sport.
On the road, the GLI remains compliant, comfortable, and buttoned down. The DSG automatic gearbox proves to be a charm when left on its own to do all the shifting when stuck in heavy traffic, and those leather seats remain one of the most comfortable in the class.
This Jetta also comes standard with enjoyable creature comforts such as heated seats, a sunroof, Android Auto/Apple Carplay compatibility, and a dual-zone automatic climate control. It’s a compact sedan, meaning the rear seat and trunk space are acceptable for the occasional family-haulin’ duties. My only two gripes for daily driving are a somewhat cramped rear seat compared to the Elantra, and the fact that the GLI requires premium gas to achieve its claimed power and torque figures.
It really is a driver’s car, this racy Jetta, much more than the Elantra Sport, but it still lacks some of the GTI’s near perfect poise and balance over changing surfaces. It’s a bit of a mouthful sometimes, but for an aging platform though, it’s still up to the task.
Volkswagen gave the GLI softer front springs and dampers and a substantially firmer rear to adapt to the Jetta’s inch longer wheelbase and added heft. The end result is noticeably more body roll in the twisties, and less feedback from the front. The lack of an LSD differential does mean the GLI will tug forward when power is applied upon corner exit, unlike the GTI which somehow soaks it all up. But this is still far more manageable than in the Elantra Sport.
The car simply doesn’t give enough feedback to the driver, so you’re never as confident as in a GTI. This is the inevitable outcome of almost an entire decade in chassis development.
Overall though, you can still drive the GLI like a hero. The steering is perfectly weighted for an electric system, and there’s still the usual sense of a rock-solid German construction overall. That being said, everything feels somewhat dialed back and diluted in the Jetta compared to the Golf, but maybe this was done on purpose by VW to give it a more Grand Tourer feel?
The Jetta GLI’s Achilles heel really is its price. Somehow, it kicks off at $2, more than a five-door GTI, and unfortunately doesn’t feel any superior. It’s also far less practical, being a sedan.
Luckily, it does come totally loaded at $27,, with Volkswagen’s latest semi-autonomous tech such as adaptive cruise control, lane keep assist and a collision mitigation system. But since these features can be had in a Honda Civic for far cheaper now, it’s not enough to justify the somewhat high sales price.
The GLI is also uncomfortably close to a Mercedes-Benz CLA and Audi A3 in terms of pricing, two cars that both look and feel far more premium than the hot Jetta, and offer an all-wheel drive option.
Finally, after sampling that solid Elantra Sport, it’s hard to justify paying almost $7, extra for the VW. Here in Canada there’s a $10k difference between the two, which doesn’t really make sense. The Jetta GLI is a great little sports sedan alright, don’t get me wrong, but unfortunately, it’s too expensive for a car built on a decade old chassis. You also get a hell of a lot more, from power to all-wheel drive, in a Subaru WRX for about the same amount of money.
As far as delivering a GTI sedan, Volkswagen has sorta hit the mark considering what they had to work with for the GLI. Most people will never really notice the difference between the two, because at the end of the day they do feel very close in the areas that matter.
But if we were to really dig deeper, we’d quickly realize how much better the GTI really is in every category, and not really that much more expensive. Finally, the arrival of equally competent small sedans that offer a lot of performance and athleticism for far more affordable prices, such as the Elantra Sport, Focus ST or the upcoming Civic Si, which definitely looks promising if we base ourselves on the solid Civic LX, Volkswagen’s hot sedan is somewhat outplayed by the segment at the moment.
Let’s hope the next Jetta, expected early next year, and presumably built on the same platform as the Golf, will stop being the black sheep of the VW family and finally shine over its sister.
William Clavey is an automotive journalist from Montréal, Québec, Canada. He runs claveyscorner.com
Volkswagen has a history of trendsetting design. While some reviewers say the brand’s current lineup is too conservative or boring, I think time is going to be far kinder to VW’s current designs than those of some of its competitors. In other words, as I said in my review of the Jetta, I think VW has picked designs that will age gracefully.
The GLI takes everything I liked about the Jetta and puts a little more attitude into it
The GLI takes everything I liked about the Jetta and puts a little more attitude into it. Lower body moldings make the car appear lower and more aerodynamic. Tasteful red accents outside (GLI badges, grille opening, brake calipers) and inside (dashboard accent, steering wheel stitching, door trim pieces) make it clear to keen observers that this is no ordinary Jetta.
Up front, the GLI has some GTI styling cues. The fog lights are surrounded by aero strakes, and the grille openings are filled with honeycomb plastic instead of VW’s usual horizontal bar motif. From the side, the GLI has all of the elements that make the Jetta pleasing to the eye, with additional ground-effects that make it look more speedy. At the rear, a subtle trunk lip spoiler, dual exhaust tips, and a small GLI badge tip off educated viewers to its performance credentials.
Bridgestone Potenza /40R18 Y-rated directional performance tires might also communicate the GLI’s intentions, for folks who take notice of things like that.
The Volkswagen GLI takes everything I liked about the Jetta SE and dials it up with slightly nicer trim and finishes. There was soft-touch injection-molded plastic in several places where the cheaper Jetta SE had hard-touch, scratchy plastics. The V-Tex leatherette seats were accented with sporty red stitching. In some places where the Jetta SE had piano black plastic trim, the GLI had metal trim — most notably, the bottom spokes of the steering wheel, which itself was laced with red stitching.
Controls are simple and purposeful, and the design of the interior doesn’t try to distract the driver
Everything else is a case of “if it ain’t broke, don’t fix it.” The Jetta remains roomy inside, with 41 inches of legroom for front occupants and 38 inches for rear passengers. Controls are simple and purposeful, and the design of the interior doesn’t try to distract the driver — something that should be a priority for anyone claiming to build a “driver’s car.”
If you’re like me, with two small kids to tote around in the back seat, you’ll appreciate the space the GLI offers for wee ones who are still traveling in car seats. Think of it as a GTI with more room in the back seat. The trunk is pretty huge too, at cubic feet — plenty for toting travel supplies for the wee ones and a week’s worth of groceries at the same time.
Sporting the liter TSI turbocharged four-cylinder gasoline engine from the GTI, the VW GLI is making about 60 more horses than that liter turbo in the Jetta SE I tested earlier. Output is listed at horsepower at 5, RPM (on premium fuel) and pound-feet of torque at just 1, RPM.
Shifts were crisp when accelerating briskly
In my test car, this smooth, torque-happy engine was paired with VW’s six-speed DSG dual-clutch automatic transmission. Shifts were crisp when accelerating briskly — which I did, a lot. But the transmission also proved smooth as silk during run-of-the-mill commuting while hauling the kids to school or doing the weekly grocery run. Admirably, there was no noticeable shuddering or clutch-slip feeling at low speeds — a problem that affects some dual-clutch automatics, in my experience.
A six-speed manual transmission is available, and to be honest, I would have preferred that. A car with the great engine and chassis of the GLI begs for it. I’m not saying the DSG was bad. It’s just not got enough pedals for me.
The car uses VW’s XDS brake-based system that will selectively apply a little brake pressure to the inside wheels in a turn as weight transfers off of them
Volkswagen does not include a true limited-slip differential in the GLI, but the car uses VW’s XDS brake-based system that will selectively apply a little brake pressure to the inside wheels in a turn as weight transfers off of them. This feels a little like a limited-slip diff to those of us driving well below the chassis’ limits on public roads, but would probably show its shortcomings on a track when compared to a true limited-slip or locking differential, where you want to save your brakes for, you know, braking.
The Volkswagen GLI is a little heavier, with a little longer wheelbase than its GTI cousin, but the powertrain and VW’s excellent chassis tuning make it a lot of fun in the twisty stuff.
The Volkswagen GLI is a little heavier, with a little longer wheelbase than its GTI cousin
Steering feel is a notch above the already-excellent feel offered in the Jetta SE I drove previously, with a little more heft and feedback. However, the car will break traction a bit on the inside front wheel when cornering hard and hitting the gas with aggression. With traction control switched off, the steering wheel will fight you a little if you mat the skinny pedal. But for the majority of my spirited backroad driving, the GLI remained a courteous dance partner.
Those horses are ready to gallop at a moment’s notice
When I had my wife and kids in the car, no one complained about a harsh ride or road noise. That can be a challenge for hotted-up family sedans, in my experience. It’s all the more laudable because of those /40R18 Bridgestone Potenzas.
Acceleration and braking were, of course, excellent. Those horses are ready to gallop at a moment’s notice. They put a grin on my face a lot during the test week.
Nissan Sentra NISMO
Nissan decided to get into the hot compact sedan game with two models in the last year: First, the Nissan Sentra SR Turbo, which gave the Sentra the horsepower turbocharged heart of the Nissan Juke along with some suspension and chassis tweaks to stiffen the car. Then they tweaked the suspension tuning and chassis bracing a bit more to give us the Sentra NISMO.
The NISMO’s primary differentiating factor from its SR Turbo sister is its borderline tacky body trim. If the folks in Yokohama really wanted to compete with the GLI, they should have given the Juke engine the same horsepower tune found in the Juke NISMO RS. As it is, the GLI is much, much more powerful both by the numbers and by the seat of your pants. Let’s not even talk about the Xtronic CVT in the Sentra NISMO. It can’t hold a candle to the driving feel offered by the DSG automatic in the GLI, for those who choose shiftlessness.
If the folks in Yokohama really wanted to compete with the GLI, they should have given the Juke engine the same horsepower tune found in the Juke NISMO RS
There are good things to note about the Sentra NISMO. Alcantara NISMO sport seats are excellent, and Alcantara on the steering wheel feels great. Like the GLI, backseat legroom is prodigious, and the trunk is cavernous. It’s a good choice for those who have a family but don’t want to drive one of the many numb, uninspiring entries in the compact or midsize sedan segments.
The primary advantage the Sentra NISMO holds over the GLI may be real-world transaction prices. Nissan has always prided itself on offering a strong value quotient, and the Sentra NISMO is no exception. A base Sentra NISMO starts at $24,, which undercuts the base GLI by nearly $3, before dealer discounts. Usually, it will be easier to get a Nissan dealer to discount the Sentra NISMO than it will be to get a VW dealer to discount the GLI.
It bears mentioning the GLI has more standard equipment, including Android Auto/Apple CarPlay compatibility that is not available in the Sentra NISMO at any price.
Read our full review on the Nissan Sentra NISMO.
Hyundai Elantra Sport
The Hyundai Elantra Sport is Korea’s take on a hot compact sedan. Its horsepower liter turbocharged engine is plenty strong, but lacks the GLI’s refinement. The Hyundai’s engine sounds thrashy and unpleasant at higher revs.
Where VW’s DSG is silky smooth at all speeds, the Elantra Sport’s transmission exhibits plenty of clutch-slip at low speeds
Hyundai falls short on its dual-clutch automated manual gearbox, too. Where VW’s DSG is silky smooth at all speeds, the Elantra Sport’s transmission exhibits plenty of clutch-slip at low speeds. I noticed that a lot when parking or backing the Elantra Sport, making parking lots and parallel street-parking spaces a chore.
The Elantra Sport also tended to plow into turns more than the GLI, and its ride was harsher. All in all, it felt like a good effort, but lacked the polish of the VW GLI.
Where Hyundai beats VW is, of course, warranty. The Elantra Sport gets a year, ,mile powertrain warranty just like all Hyundais. Hyundai also offers real leather, if VW’s V-Tex leatherette bothers you.
Hyundai also beats VW and even value-oriented Nissan on pricing, with Elantra Sport ringing in at $21, for a well-equipped base model. While it’s a little less rambunctious than either car, it’s also a lot cheaper.
Read our full review on the Hyundai Elantra Sport.
Ford Focus ST
The hottest competitor in this race may be Ford, whose Focus comes in both ST and RS flavors. The RS really is a trackable car, ready to take to the autocross or your local track day at the weekend. But the ST is the livable, street performance car — and it’s putting down a lot more power than the VW GLI, at horses and pound-feet of torque.
The caveat: Ford only offers the Focus ST in hatchback form, so it’s kind of the oddball in terms of styling, among this group. But in all other ways, it’s clearly aiming for the GLI and its cohort — right down to its starting price of $24,
Its legroom is a far cry from the GLI, at just inches in the rear seat.
What may hurt the Focus is its tight interior confines. Its legroom is a far cry from the GLI, at just inches in the rear seat. So if your passengers are on the taller side, your front-seat room may be compromised.
If passengers aren’t a priority, however, the Focus ST offers decent cargo space — with cubic feet behind the second row, and cubic feet behind the first row with the back seats folded. It would be a fun way to get to band practice.
Read our full review on the Ford Focus ST.
I’m the perfect candidate for these cars. I’m married, I’m past the age where insurance would kill me if I owned a “performance” car, and I have two fast-growing kids. But I don’t want to get a fun car only to have to feed it copious amounts of unleaded. These relatively fuel-efficient cars with warmed-up powertrains and nice handling offer a good combo of practicality and driving engagement that hits me right in the bullseye.
The GLI made a strong play for my emotions
The GLI made a strong play for my emotions. It returned just shy of 30 MPG even though I drove it pretty hard and did a lot of idling during photos. It made me happy just to drive my kids to school and do random errands for the family. Need milk? Sure! No problem! I’ll drive to the next town — it’s cheaper there!
I admit, I’m a Nissan fanboy, and the Sentra NISMO makes me swoon a little, even though I’m not crazy about the boy-racer body trim. But the fact that Nissan could have easily tuned the engine for GLI-competitive power frustrates me as an enthusiast.
I’ve also owned Fords, so I have a soft spot for the Focus ST. But There’s so much I don’t like about the Focus. I feel like it’s a compromised choice, for me. The interior feels too claustrophobic. I detest Ford’s distraction-filled interior design, too.
The Hyundai Elantra Sport doesn’t do much to stir my blood compared to the GLI, Sentra NISMO, and the Focus ST, but I admire its warranty and value.
I place the GLI at the top of the segment
I place the GLI at the top of the segment. Its combination of refinement and user-friendliness is unmatched, even if the Focus ST is faster, the Sentra NISMO is flashier to look at, and the Elantra Sport has a longer powertrain warranty and cheaper price.
Disclosure: Volkswagen provided the vehicle, insurance, and a tank of fuel for this review.
Read our full driven review on the Volkswagen Jetta SE T
Read our full review on the Volkswagen Jetta.
Read more Volkswagen news.
Ass and checking the inner surface. Everything is fine, I go in easily and freely, just as easily I go back, you already calm down and do not feel the tension of the procedure. Take a lubricated thermometer and easily insert it into the ass, turning halfway towards the navel.
Volkswagen review 2017 gli
They drew lots and began to eat in turn, and then all at once. Finally, I passed out. Despite the virtuality of what had happened, the psychologist told A. that he was very surprised, because for the first time he saw a man (me) with signs of stress, which usually happens to raped girls.2017 Volkswagen Jetta GLI: Quick Drive
Quite a bit of time passed when I turned him over on his back. and it was my turn. Raising his long beautiful legs higher and spreading them apart, I pressed his knees to his chest and saw an almost.
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The panties were a little small, from which his cock tensed even more, funny looking head out. The guy went to the mirror. Carefully assessing himself, he felt overexcited testicles ache, and lubricant drips from the head of a colorless sticky liquid.