2015 Volkswagen Golf GTI

2015 Volkswagen Golf GTI

Episode 3343
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This year marks the 40th anniversary of the Volkswagen Golf, the most popular VW of all time. While we knew it as the Rabbit back in 1974, like the rest of the world, we grew up to love these compact two and four-door hatchbacks for their combination tidy looks, oodles of interior space, and no-nonsense driving enjoyment. And what better way to celebrate then with an all-new Golf. So, happy anniversary to us!

We didn’t expect a big physical change for the 2015 Volkswagen Golf. So, we weren’t disappointed to find that the 7th generation only improves on Golf’s basic formula that, while slightly larger, is still “so right” even after four decades.

While all powertrains are more efficient, even the base TSI Golf with a 1.8-liter turbo I4 feels peppy and very refined. Ratings are 170-horsepower and 200 lb-ft. of torque. And the top-line GTI comes in at 210-horsepower and 258 lb-ft. of torque with a 2.0-liter inline-4 turbo.

A late arriving Performance Package holds peak torque longer and boost horsepower to 220. The Performance Package also includes a torque sensing, electronically controlled limited-slip differential, a first for a front drive car. It can transfer up to 100% of torque to either front wheel to help eliminate both torque steer and understeer.

A 5-speed manual is standard in the TSI, with an optional 6-speed automatic. TDIs and GTIs can be fitted with a 6-speed manual or DSG gearbox. 

There’s even a very well done new eGolf. It’s super quiet even for an EV, and has some of the best feeling EV brakes. Range is EV typical at 70-90 miles. 

But, during our early San Francisco drive time, we focused on the hot-hatch GTI, as it is the first model to the market, and along with a Golf Sportwagon due next year, is a key to growing Golf sales in America.

Yes fans, that means the GTI is going more mainstream. Both two and four-door hatchback bodies strike us as less visually distinctive than the previous GTI. Even the rear spoiler is subtle. Stance is noticeably improved, however, as the Golf’s new front-wheel-drive MQB chassis is stretched in every dimension.

Having been on sale in Europe for over a year, U.S. buyers had to wait for Golf production to start over here down Mexico way.

But drivers should not notice that transatlantic transformation, as the new GTI has all of its spirit plus a new level of sophistication. There’s a slightly heavier German feel; very solid, almost like driving a small bank vault around. It’s a more agile yet nailed down car than the Jetta.

Even without the Performance Package, all GTI’s sport VW’s updated XDS traction system that monitors suspension load to help contain understeer. Standard too is selectable drive mode with Normal, Sport, and Individual settings.

Even in Normal, the GTI corners great and feels nice and compact, and while steering feel is not all there, it’s better than the Audi A3 that uses the same chassis. 

The GTI’s interior was already a step above most of its competition, and it still outshines them with improved material quality and simplicity. GTI highlights include color stitching, paddle shifters for the DSG, and a sweet flat-bottom steering wheel.

All trim levels have touch screen audio and connectivity, with similar controls to the rest of the VW lineup, only the screen is now larger. A backup camera is oddly not standard, while Forward Collision Alert and Park Distance Control are also options. GTI convenience upgrades include Fender Premium audio, automatic climate, and pushbutton start.

The new Golf adds to its already plentiful rear seat space, while low load floor cargo room now rivals many mid-size cars with station wagon-like versatility.

Government Fuel Economy Ratings for a GTI with an automatic are 22-City, 33-Highway, and 28-Combined; an overall gain of one. That makes for a good Energy Impact Score of 11.8-barrels of annual oil use with 5.3-tons of CO2 emitted. 

More features for less money is always a good recipe for success, as a base GTI 2-door hatchback begins at $25,215. The story is even better for the TSI with a sticker drop to $18,815, both partially due to a new entry level S-trim.

Except for the new electronic diff, the 2015 Volkswagen Golf projects little wow factor. Rather, it adheres to a “more of the same but better” approach. Still, we are wowed that VW can build such an affordable small car that is rock solid and totally entertaining to drive. And that makes the 40th anniversary of the Golf a milestone we’ll not forget.

Specifications

  • Engine: 1.8-liter/ 2.0-liter
  • Horsepower: 170/ 210
  • Torque: 200 lb-ft./ 258 lb-ft.
  • EPA: 22 mpg city/ 33 mpg highway
  • Energy Impact: 11.8 barrels of oil/yr
  • CO2 Emissions: 5.3 tons/yr

Long Term Updates

Mileage: 6,082

Well, that was fast…after a short 3 months, and enjoyable 6082 miles, our Volkswagen GTI is rolling off the MotorWeek lot. Our SE 4-door hatch was well equipped, with back up camera, leather seats, and a quick revving 210 horse 2.0-liter with slick shifting 6 speed DSG transmission.

Final fuel economy was 28.7 miles per gallon. That beats the gov’s Combined Rating of 28, but keep in mind it does require premium.

A small price to pay, though, for the sheer fun that the GTI brought to everyone on the staff. Plus with generous cargo space, it’s just a great all-around car.

Now, if we don’t sound too torn up over losing the GTI so quickly, it’s because another one is taking its place!

This 4-door, base GTI drops the backup cam and leather seats, but gains a third petal. That’s right, a proper 6 speed manual trans is how we roll now. Fuel economy jumps one, but we think the fun factor will go up much more over the next 90 days.

Mileage: 1,000

Does the weather cooling down have you feeling down? Not us! We’re pumped up from taking delivery of this 2015 Volkswagen GTI for our Long Term test fleet!

The 7th gen GTI already won us over during our initial test, and we just had to have more!

The 2.0 liter turbo inline four only puts out 210 horsepower; but with the GTI’s lightweight design and spot-on setup, that’s plenty. Through just over 1,000 “break-in” miles, we’re seeing an average of 30.9 miles-per-gallon, already above the government combined rating of 28.

Our GTI came well equipped in 4-door mid-level SE trim; with added features like Fender premium audio, a power sunroof, leather seating, and backup camera, among others. The optional Lighting package brings Bi-Xenon headlights and LED runners, while the Driver Assistance Package adds front and rear proximity alerts, and Forward Collision Warning.

All that, plus 52.7 cu. ft of cargo room makes it a great staff support vehicle.

Easy to drive; even easier to live with- that was our first take away from the all-new GTI. So we’ll see if some extended seat time keeps that feeling alive.     

Mileage: 2,340

With just 2,340 miles added to the odometer, we’re still in the honeymoon phase with our 2015 Volkswagen GTI.

So naturally, we’re still in love with just how fun and easy it is to drive. Even a quick trip to lunch can be entertaining. More often than not, our staffers keep it in “Sport” mode, which tightens steering nicely.

But like any relationship, we’re discovering a few flaws as well. Nothing that’s a deal breaker, just minor annoyances. Some with longer legs are getting bruised knees from the steering column protruding too far into the driver knee area. And the requirement for premium fuel has fooled a few of us, who’ve put in regular grade, and noticed some engine sputtering and delayed throttle response as a result.

Fuel economy gets no complaints from us at all, as we’re averaging just over 35 miles per gallon after some long highway commutes and work-related road trips. We don’t expect the numbers to stay this high from the 210 horsepower turbo I4 and 6 speed DSG transmission, though, especially as fall turns into winter.

Mileage: 6,000

“Row, row, row your gears…” That’s what’s been going through our heads driving our long term Volkswagen GTI.

The 210 horsepower turbo 4 and 6 speed manual combo still charms us. As we’ve finally thawed out from our winter freeze, the GTI has too. And it’s no worse for wear, as we’ve had no mechanical issues. 

After 6,000 miles, fuel economy has settled to 28.1 miles per gallon of Premium, right on its Combined government rating. 

For $26,000, you’d be hard pressed to find a car that delivers this much fun, functionality, finesse and funk. The GTI does it all, without being pretentious. And that’s the way we like to roll.   

Mileage: 4,000

A six speed manual is where it’s really at, right?! And we’ve found our first 4000 miles in the 2015 Volkswagen GTI S to be a perfect cure for the winter blues.

Call it “Easy Rider”, as this base model 4-door hatchback provides an effortless driving experience from the 210 horsepower turbo 4 and slick shifting manual combo. Great bolstered seats and a solid chassis up the fun factor on otherwise boring commutes.

During a 1,300 mile round trip down to Savannah, the GTI was a compliant highway cruiser.

Things can get uncomfortable on bumpy streets, however, as it is a tightly sprung little car.   

But being small has its benefits. Namely, for fuel economy. We’re seeing 28.3 Combined miles per gallon of Premium; just above the government rating.

2025 Subaru WRX tS 11

2025 Subaru WRX tS

Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech

Episode 4427
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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.

2025 Subaru WRX tS 22
2025 Subaru WRX tS 23
2025 Subaru WRX tS 24
2025 Subaru WRX tS 25
2025 Subaru WRX tS 27
2025 Subaru WRX tS 26
2025 Subaru WRX tS 28
2025 Subaru WRX tS 29
2025 Subaru WRX tS 21
2025 Subaru WRX tS 222025 Subaru WRX tS 232025 Subaru WRX tS 242025 Subaru WRX tS 252025 Subaru WRX tS 272025 Subaru WRX tS 262025 Subaru WRX tS 282025 Subaru WRX tS 292025 Subaru WRX tS 21

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.

2025 Subaru WRX tS 12
2025 Subaru WRX tS 15
2025 Subaru WRX tS 20
2025 Subaru WRX tS 19
2025 Subaru WRX tS 13
2025 Subaru WRX tS 16
2025 Subaru WRX tS 17
2025 Subaru WRX tS 14
2025 Subaru WRX tS 18
2025 Subaru WRX tS 122025 Subaru WRX tS 152025 Subaru WRX tS 202025 Subaru WRX tS 192025 Subaru WRX tS 132025 Subaru WRX tS 162025 Subaru WRX tS 172025 Subaru WRX tS 142025 Subaru WRX tS 18

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
2025 Porsche 911 Carrera 23

2025 Porsche 911 Carrera

Ever Evolving 911 Reaches New Heights

Episode 4426
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Porsche 911 has existed for 60 years now! Amazing! And, you could argue that major changes over all those years have been relatively few, as constant incremental improvement is more the way that Porsche does business. With that in mind, let’s hit the track in the latest 911 and see what constant improvement means for 2025.

We’ve driven so many 911s here at MotorWeek, each seemingly more special than the last, so it’s a bit refreshing to be ripping around Savannah’s Roebling Road Raceway in a 2025 Porsche 911 that’s about as close as you can get to base these days. And the fact that it’s just as fun as all those exclusive pieces says a lot about how far the 911 has come. Perhaps it also speaks to how much a base 911 will set you back today as well; more on that later.

For now, we’re just thinking about the next apex, holding steady throttle as we approach, and getting on it way sooner than you’d expect without upsetting anything, as the 911 rockets off the corner thanks to tremendous grip and a PDK trans that finds the perfect gear before we even gave it a thought. Even with very cold track temps, we never struggled for grip or battled any wheelspin coming off of corners. And trying to land it in that perfect spot in braking zones is easy with strong brake performance that was predictable and consistent lap after lap; no wandering, and great feedback too.

2025 Porsche 911 Carrera 1
2025 Porsche 911 Carrera 2
2025 Porsche 911 Carrera 10
2025 Porsche 911 Carrera 11
2025 Porsche 911 Carrera 3
2025 Porsche 911 Carrera 9
2025 Porsche 911 Carrera 4
2025 Porsche 911 Carrera 5
2025 Porsche 911 Carrera 6
2025 Porsche 911 Carrera 8
2025 Porsche 911 Carrera 7
2025 Porsche 911 Carrera 12025 Porsche 911 Carrera 22025 Porsche 911 Carrera 102025 Porsche 911 Carrera 112025 Porsche 911 Carrera 32025 Porsche 911 Carrera 92025 Porsche 911 Carrera 42025 Porsche 911 Carrera 52025 Porsche 911 Carrera 62025 Porsche 911 Carrera 82025 Porsche 911 Carrera 7

Yes, even the standard 911 is near pure perfection on a racetrack. It gives you all the right feedback, stays incredibly flat through corners, makes you always feel totally in control, and again is just plain fun. Unless you’re chasing lap times, there’s really no need to head further up the 911 tree. Though it is worth noting the few upgrades that were on our Carrera did help the situation a little. The 20- and 21-inch Carrera S wheels enabled plenty of grip from the 305 Pirelli P Zero tires, the Sport Chrono Package allows 0-60 sprints of 3.7 seconds, an extended range fuel tank meant we could lap all day without having to fill up, and the fantastic Sport Seats provided great support and better comfort than we remember experiencing in a 911. The Sport Exhaust system didn’t add anything to performance, but made things sound a whole lot better, and the oval silver tips look great too.

We never struggled for grip or battled any wheel spin coming off of corners.

Our track time got cut short thanks to a rare snowstorm in Coastal Georgia, but the white stuff and blue sky made the perfect backdrop for our Guards Red Carrera. Exterior tweaks for what is officially the 992.2 include a reshaped front fascia with improved aerodynamics. All front lighting is now contained within the Matrix Design LED headlight housing. The rear fascia has also been smoothed out, the license plate moved higher, and Porsche 3D block lettering spelled out across the back beneath the active rear spoiler and new decklid grille.

2025 Porsche 911 Carrera 19
2025 Porsche 911 Carrera 21
2025 Porsche 911 Carrera 17
2025 Porsche 911 Carrera 12
2025 Porsche 911 Carrera 14
2025 Porsche 911 Carrera 18
2025 Porsche 911 Carrera 13
2025 Porsche 911 Carrera 16
2025 Porsche 911 Carrera 15
2025 Porsche 911 Carrera 20
2025 Porsche 911 Carrera 22
2025 Porsche 911 Carrera 192025 Porsche 911 Carrera 212025 Porsche 911 Carrera 172025 Porsche 911 Carrera 122025 Porsche 911 Carrera 142025 Porsche 911 Carrera 182025 Porsche 911 Carrera 132025 Porsche 911 Carrera 162025 Porsche 911 Carrera 152025 Porsche 911 Carrera 202025 Porsche 911 Carrera 22

Even without Turbo in the name, the standard 911 engine is indeed a turbo these days, a 3.0-liter flat-six twin-turbo delivering 388 horsepower and 331 lb-ft strictly to the rear wheels in the Carrera Coupe.

Inside the cabin, the 911 continues its slow crawl towards the modern, now including a 12.6-inch fully digital gauge display and a start button located on the left side of the steering wheel, with drive modes easily accessible on the wheel itself. In another no brainer move, Porsche now makes the rear seat a no cost option, so you can choose if you want it or not.

Government Fuel Economy Ratings are 18 City, 25 Highway, and 21 Combined. That’s only slightly worse than average for the Energy Impact Score; 14.2 barrels of annual oil consumption with 7.0 tons of CO2 emissions.

The good news is this 911 had the fewest number of options of any Porsche that we’ve tested in some time, and it was still plenty awesome; the bad news is, a base Porsche 911 Carrera Coupe now starts at $122,095.

But can you really put value on “the force,” this mythical power that Porsche seems to have, that somehow turns average drivers into great ones? It’s useless to resist as far as we’re concerned, as it only gets better with the 2025 Porsche 911 Carrera.

Specifications

As Tested

  • Engine: 3.0-liter twin-turbo flat-6
  • Transmission: 8-speed PDK
  • Horsepower: 388
  • Torque: 331 lb-ft