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.

2023 GMC Canyon 1

2023 GMC Canyon

Canyon Goes Bigger

Episode 4303
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Most people know the GMC Canyon as the Chevrolet Colorado’s professional grade cousin. And while that sounds like just marketing speak, with an all-new design of GM’s midsize truck platform comes more genuine brand separation. So, let’s see what the third-gen GMC Canyon delivers in real time!

Small trucks are once again a big deal, and part of the reason is that they are no longer small. There’s not much about this 2023 GMC Canyon that resembles the ¼-ton Sonomas, S-10s, Rangers, and Datsun trucks that were wildly popular in the 1980s.

Of course, then, people were willing to sacrifice certain “big-truck” things for an easier to use and more economical pickup experience. Well, we don’t seem to be big on compromise for much of anything these days, and the current midsize crop of trucks deliver more than ever. So fittingly, the 2023 Canyon will be available as a Crew Cab only with a 5-foot bed. No more extended cab or long bed options. Wheelbase is about 3-inches longer than before, with the front wheels pushed more towards the front. It definitely looks tougher, and they’ve even eliminated the much-hated front air dam that protruded well below the front bumper.

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The Canyon also comes exclusively with the high-output version of GM’s 2.7-liter turbocharged I-4, with a stout 310-horsepower and 430 lb-ft. of torque. At times it feels even more powerful than those numbers would indicate, with its diesel-like torque delivery enabling a best-in-class max tow rating of 7,700-lbs. No choice of transmission either, strictly 8-speed automatic, but you can still decide whether you want rear or 4-wheel-drive.

At minimum, ground clearance is 9.6-inches, which is more than an inch taller than last year, and almost 2-inches over Chevy’s base Colorado. And since it’s all about the off-road packages these days, our AT4 tester comes with 4-wheel drive, off-road suspension, locking rear diff, 2-speed transfer case, hill descent control, and 18-inch wheels with all-terrain tires.

And that’s just where things get started, as at the top of the heap, there’s a new AT4X with 10.7-inches of ground clearance, enhanced front and rear e-locking differentials, 33-inch mud terrain tires, Multimatic dampers, and an additional Baja Drive Mode. We’ll have more on the AT4X real soon.

But for all Canyons, including this AT4, GMC went tech-heavy, as all get 11-inch infotainment screens and a fully digital driver display in either 8 or 11-inches. Plus, an available head up display comes with most trims, and there are even optional underbody cameras.

Unique AT4 features include a Jet Black and Timber interior motif with stitched logos on the leather front seats. Those seats are definitely comfortable, and it feels maybe a tad roomier than before, but still well shy of the sprawling space in a full-size truck. It’s even more noticeable in the rear, though there are more practical storage options back here.

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The AT4 gets a sliding rear window, along with a tailgate storage system to complement the integrated ruler, and bed side-mounted 120-volt power outlet. The Canyon already delivered one of the best rides in the midsize class, and the taller suspension seems to only improve on that; it’s not quite crossover plush, but certainly great for a body on frame truck.

Though the higher ground clearance and off-road emphasis kept it from being a track star. Indeed, healthy amounts of understeer and body roll greeted us in our handling course. It was a little hesitant off the line in speed runs, but once rolling, power poured on steadily. 0-60 in only 7.5-seconds, and through the ¼-mile in 15.6-seconds at 91 miles-per-hour.

Government Fuel Economy Ratings for the AT4 are 17-City, 21-Highway, and 19-Combined; we averaged an acceptable 18.2 miles-per-gallon of Regular. Pricing starts with a 2-wheel-drive Elevation at $38,395. That puts it at midlevel Chevrolet Colorado, with is consistent with the mission of the new Canyon. All other trims come with 4-wheel drive, this AT4 starting at $45,395, and the AT4X now eclipsing Denali as the highest offering at $56,995.

So, as small trucks have grown, so has the price of entry. But if that doesn’t scare you off, there is no denying the 2023 GMC Canyon is yes bigger, but also bolder and badder than before. Does that necessarily make it better? We say positively yes!

Specifications

  • Engine: 2.7L Turbo-4
  • Horsepower: 310
  • 0-60 mph: 7.5 seconds
  • 60-0 Braking: 121 feet (avg)
  • MW Fuel Economy: 18.2 mpg (Regular)
  • Transmission: 8-speed auto
  • Torque: 430 lb-ft.
  • 1/4 Mile: 15.6-seconds at 91 mph
  • EPA: 17 City / 21 Highway / 19 Combined
2024 Jeep Wrangler 8

2024 Jeep Wrangler

The New Wrangler Crawls Its Way Towards Modernization

Episode 4302
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Jeep Wrangler has been an affordable rugged launching pad for backroad exploring for almost four decades. And while constant updates have made the current Wrangler more modern and capable than ever, a lot has changed since the JL model first arrived for 2018. So, Jeep engineers did their thing again, handing us yet another, better Wrangler for 2024.

To most people, the Jeep Wrangler is all about tradition, a craggy aging dinosaur among the smooth fleet-footed crossovers of the modern era. But the Wrangler has come a long way with modernization in recent years, and takes another big step for 2024.

Side curtain airbags for the first and second rows are now included in all but the base Wrangler Sport, and Uconnect 5 with 12.3-touchscreen is now standard across the board. And since the 4xe plug-in hybrid powertrain has proven so popular, Jeep has made it available in more trims, including all the way down to Sport S, which means an even lower entry price point for what has quickly become the best-selling PHEV in America.

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So, the 4xe has truly brought the Wrangler into the modern era in more ways than one, and it was also what we chose to spend the bulk of our Southern Utah drive time in. It still delivers the same impressive, combined output of 375-horsepower and 470 lb-ft. of torque, with the added bonus of 21-miles of EV time.

The 4xe is just one of many engine options however, including a 270-horsepower 2.0-liter I4 turbo and the monster 470-horsepower 6.4-liter V8 exclusive to the Rubicon 392. Standard engine remains the 285-horsepower 3.6-liter V6, which is the only way to go if you want to shift your own gears, as the rest are all 8-speed automatics.

Speaking of the Rubicon, they’ve made it even more capable for ’24, with a new Dana 44 HD full-floating solid rear axle which should hold up better when you stuff bigger tires in there, plus boosts towing capacity from 3,500 to 5,000-lbs. And a factory-installed 8,000-lbs. Warn winch is now available as an option.

Off Road+ drive mode makes its way into 4xe models for ’24 too, optimizing throttle, traction control, and transmission parameters to maximize off-road performance whether rock crawling or doing high-speed desert runs. And since people really can’t get enough of Rubicon, Jeep has added a new Rubicon X model with 35-inch tires on beadlock-capable 17-inch wheels, integrated off-road camera, steel bumpers, and full-time Rock-Trac 4:1 transfer case.

Back on our home turf, it was a trip to Mason Dixon Dragway with this 4xe plug-in performer.

Provided you’ve still got some battery power for additional boost, the 4xe will jump off the line with surprising authority on its way to a 0-60 time of 6.7-seconds. Power deliver stays strong once you get rolling, with things really coming alive as the tach needle climbs. Automatic shifts were both quick and smooth, resulting in ¼-mile runs of 15.0-seconds flat at 97 miles-per-hour.

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There’s nothing about the Wrangler that wants to be pushed hard through a cone course, but we did it so you won’t have to. And truth be told, it wasn’t that bad, but when you’re sitting this far off the ground, it’s a natural tendency to keep inputs smooth and steady and not tempt tipsy fate by being overly aggressive with steering inputs. But rest assured, even if you are heavy handed, there are plenty of safety systems in place to help keep bad things from happening. There was a lot of weight transfer on hard braking, which is to be expected, but 145 foot stops from 60 were still longer than we like.

The only real change to the new Wrangler look-wise is an updated 7-slot grille with shorter openings; though there are also the usual new color and wheel choices. Multiple soft and hardtop options remain available. And inside, the dash has been reshaped a bit to house that new touchscreen, 12-way adjustable power seats are now available, and additional sound deadening has been added to higher trim levels.

But, just about every trim level also comes with additional content for ’24, and thankfully they haven’t eliminated the 2-door yet, which starts things off with Sport trim at $33,690, 4-grand more for the 4-door. 4xe’s remain 4-door only, but now start at just over $50,000, with the exclusive High Altitude trim at $68,790.

Love ‘em or hate ‘em, Jeep sells an incredible number of Wranglers every year, and it was really what kept the former Chrysler Corporation afloat for many years. Stellantis has big plans for EVs going forward, but the 2024 Jeep Wrangler is not only more capable and modern than ever, it’s proof that electrification and old-school off roaders can coexist; and it’s a pretty good bet that the Jeep Wrangler will always remain a major part their portfolio.

Specifications

As Tested

  • Engine: 2.0L Turbo-4
  • Horsepower: 375
  • 0-60 mph: 6.7 seconds
  • 60-0 Braking: 145 feet (avg)
  • EV Range: 21 miles
  • Battery: 17.3-kWh
  • Torque: 470 lb-ft.
  • 1/4 Mile: 15.0-seconds flat at 97 mph
  • EPA (Combined): 20 MPG | 49 MPGe