2015 Volkswagen Golf SportWagen
By now you’ve heard all the Volkswagen turbo diesel fiasco. Residual values, VW stock prices, and brand image have all taken a beating over recent months. But, what’s been lost in all of the hubub is that there’s a new Golf Sportwagon. And, despite the diesel disaster, the Sportwagon deserves it’s time in the spotlight.
For those fans that were upset over the demise of the Jetta SportWagen, we have great news. It’s hasn’t really gone away, it’s just been re-designed, and renamed, as the 2015 Volkswagen Golf SportWagen.
And that means it is now using VW’s fantastic MQB architecture, and the benefits of that are almost endless. It weighs less, is more economical, and despite shifting from Jetta to Golf nameplates, it even has about the same amount of space inside.
We’re certainly okay with the expansion of the Golf lineup, as it has always been one of our favorite cars. But what we’re not fine with of course, is the recent news regarding Volkswagen’s deceptive practices when it came to getting their TDI diesel’s emission’s certified.
We spent time in a urea-injected TDI equipped SportWagen back in the summer, before all of this came to light. And averaged 37.0 miles-per-gallon, which is actually better than the Combined Government Fuel Economy Rating of 35, to go along with 31-City, and 42-Highway.
We’ve always been huge fans of the TDI and have always gotten exceptional fuel economy results, but perhaps in retrospect we should have known it was almost too good to be true. It’s not a total disaster however, as independent testing has concluded that with a software fix, fuel economy might decline as little as 5%.
Ultimately it will be the consumers that will decide the TDI’s fate when and if Volkswagen gets things sorted out.
We also drove a TSI-equipped gasoline fueled SportWagen; and here we also bested expectations, averaging 33.3 miles-per-gallon of Regular. The official Combined is only 29, with 25-City and 35-Highway. Its legitimate Energy Impact Score comes in at 11.4 barrels of oil consumed yearly with CO2 emissions of 5.0-tons.
The 1.8-liter I4 in the TSI is rated at 170-horsepower and 199 lb-ft. of torque and is available with either a 5-speed manual or 6-speed automatic transmission.
Compared with a Golf 5-door, there’s 12.0-inches of additional length, yet it rides on a wheelbase that’s actually been shortened by a bit. Overall length, however, is almost exactly the same as the departing Jetta SportWagen.
As far as design, there’s only so much you can do with the two-box wagon shape, the Golf’s take is without a doubt more purposeful and less bloated than the Jetta’s.
The forward portion of the interior doesn’t depart at all from the simple Golf theme, and we’re just fine with that. Material quality is good, and seat comfort better than expected.
Cargo capacity in the hold is down slightly to 30.4 cubic-ft., but after dropping the rear seat backs, the space expands to 66.5 cubic-ft. And that’s much more space than all of the rapidly growing subcompact crossovers have to offer.
And it’s much more fun to drive as well. Here at the track, it was as capable as we hoped, and handles way better than a car this big should. The extra 100-pounds or so of weight over the hatchback did nothing to compromise handling here; or ride quality on the way back to the office.
0-60 times were quicker in the TSI, as you would expect, though not by much. 8.7 TSI, verses 9.0-flat for the TDI. Both are a little sluggish off the line, while they wait for their turbos to spin up the boost.
So naturally, the TSI completes the 1/4-mile more quickly as well; taking 16.2-seconds to trip the lights at 88 miles-per-hour. Stops from 60 averaged a good 125-feet. Brake feel was great and fade was minimal.
With all of the pricy cars we test these days, at $22,215; the Golf SportWagen packs about everything you could want in a tidy, highly affordable package. 2016 editions tack on only a couple hundred dollars more. For the time being, the TDI is not available pending recertification. Expect about a three grand premium when it returns.
So, while VW’s deception has certainly tempered our enthusiasm for the 2015 Volkswagen Golf SportWagen, and it’s in fact difficult for us to recommend any Volkswagen at the current time, the SportWagen is still a good idea. But even good ideas need the proper timing to be great ones.
Specifications
- Engine: 1.8 liter I4
- Horsepower: 170
- Torque: 199 lb-ft.
- 0-60 mph: 8.7 seconds
- 1/4 mile: 16.2 seconds @ 88 mph
- EPA: 25 mpg city/ 35 mpg highway
- Energy Impact: 11.4 barrels of oil/yr
- CO2 Emissions: 5.0 tons/yr
2025 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft