The 2.0-liter turbocharged four-cylinder engine in the 2025 Volkswagen Jetta GLI is the Generation 3 of the brand’s venerable EA888 powerhouse that’s been around for some time. It’s not the more updated and modern Generation 4 version found in most other contemporary Volkswagen models
In the Jetta GLI Autobahn we have here, output is rated at 228 horsepower at 5,000 rpm and 258 pound-feet of torque from 1,500 rpm. Though we have a 6-speed manual model here, it’s available with six-speed DSG automatic also.
The EA888 engine construction still starts with an iron block that pays off in the noise, vibration and harshness department. It has thin-wall casting that allows sections of the block to be less an an eighth of an inch thick.
The cross-flow cylinder head is cast aluminum with dual overhead cams, both with variable timing capability and variable valve lift. The exhaust manifold is cast into the the head, allowing its turbocharger to bolt directly to it.
Exhaust thus benefits from water cooling which lowers temperatures by up to 160 degrees, allowing for a leaner fuel mixture. This and a shorter route to the compressor gives the engine has less turbo lag and better fuel economy. Maximum boost pressure is 36 psi.
Following the air flow, the intake charge comes in through a wide intake plenum across the radiator support them into a filter box up front on the driver side. From there it heads over to the turbocharger at the rear of the engine easily seen from above.
From there it travels up front to an air-to-air inter-cooler ahead of the radiator down below the front bumper and then up to a drive-by-wire throttle body and composite intake manifold at the front of the engine.
There it’s mixed with fuel from direct-injection, injectors hidden down below that plastic intake manifold. Injecting the fuel directly into the cylinders, the system operates at extremely high pressures of 2,900 psi to assure optimum atomization.
If you have had your head under the hood of any 2.0-liter Volkswagen in the past decade this should look familiar as the engine bay hasn’t changed much at all. Servicing the engine is actually pretty straight forward in spite of the fact this is one tightly packed engine compartment.
DIY maintenance starts with the windshield washer fluid which is at the driver side front of the engine bay in plain sight, bright blue cap. The air filter is also right up front though you will need tools to get into the filter box, no easy pop-clips here.
The brake fluid reservoir is found at the driver side firewall as expected and atop a conventional master cylinder instead of the more modern electronically controlled brake pumps of late. The 12-volt batter is just ahead, the ECU next to that and then the main fuse block. Opening that up is easy peasy and a fuse removal tool can be found under the lid.
On the passenger side your will find the oil fill cap at the left end of the engine, the bright yellow oil dipstick just ahead of that. My favorite part is that changing its cartridge style oil filter is also easy, as it’s located right on top of the engine in plain sight. Lastly, the coolant reservoir is at the left just ahead of the shock tower.
