2017 Volkswagen Golf Alltrack
Volkswagen has a host of big and even bigger crossovers hitting the market. But if you really don’t want to go “big”, and think that a compact all-wheel-driver would fill your needs; than may we suggest setting your sights on the Golf Alltrack. A 5-door wagon that is a true all-weather, all-road runabout.
The 2017 Volkswagen Golf Alltrack follows a simple formula used by Subaru, Volvo, and even AMC’s Eagle if you want to go way back. Take a station wagon, jack up the suspension, make some form of 4x4 system standard, add a touch of exterior ruggedness, and voila; a fun little all-wheel-drive 5 -door that’s as easy to drive as it is capable. That’s the VW Golf Alltrack.
Like the Golf SportWagen that it’s based on, output from its 1.8-liter turbo I4 engine is modest, at 170-horsepower. But its 199 lb-ft. of torque helps it feel much peppier.
In the spirit of VW, a 6-speed manual transmission is standard; the option being a DSG automatic, also with 6-gears.
Things we’ve always praised about the Golf, including its super-solid feel, very little noise intrusion, and fun disposition, are all still here. Add in that you now sense you really can go just about anywhere in the Alltrack, and you’ve got a real winner.
We still think VW’s pop-out badge hatch release is brilliant, and were further impressed once we opened it up to find a very deep, unobstructed cargo space. There’s 30.4 cubic-ft. for filling up with stuff; 66.5 if you fold the seatbacks down. That’s just short of most compact crossovers; and much more than the typical subcompact utility.
As for the driver’s space, there are some special touches to help it feel a step above the SportWagen; including nicer materials and updated trim. It’s not SUV roomy, but there is adequate space to get comfortable up front, as well as more than expected room in back.
The touch screen interface doesn’t cut the edge as much as it once did, and the whole dash theme looks a bit outdated. For 2018, Alltracks gain an upgraded screen with more features.
VW still leaves plenty of manual controls however, and they all work very well.
More personality has been added outside. Now, we’d stop short of calling Alltrack truly rugged looking, but we very much like the brighter cladding over the usual black, as it helps it to look more outgoing, perhaps even classy; think remote country club, more so than back country. Ground clearance is up only 1.4-inches over the SportWagen, at 6.9.
And that does take away from the typical Golf handling experience somewhat. Body roll is not that much more pronounced, but we did experience a lightness to the rear that gave us pause at first. Until we realized that we were really flying through here.
So there’s no arguing, it remains highly capable; it just doesn’t have that nailed down feel we’re used to; perhaps we still had thoughts of GTI in our heads when we took to the slalom course.
While the engine is willing, there’s some hesitation at launch; as the car seems to be questioning your motives when you go full throttle. Once we got it rolling, we managed to hit 60 in a fine 7.4-seconds.
That same tardy feel exists in the transmission as well, really stretching out shifts. 15.8 was our best ¼-mile time, at 88 miles-per-hour.
We’d consider a 122-foot average stopping distance from 60 a touch long these days, but we did find the Alltrack to be very stable, and the brake pedal had a nice firm feel.
As for when the going gets rough, an off road setting has been added to the drive modes. It modulates traction-control and hill decent control to match rougher terrain. Together with the already capable 4Motion all-wheel drive system, you do feel kinda unstoppable.
On that note, active safety including automatic emergency braking is available.
Government Fuel Economy Ratings for an automatic Alltrack are 22-City, 32-Highway, and 26-Combined. For a slightly better than average Energy Impact Score of 12.7-barrels of annual oil consumption, and 5.7-tons of CO2 emitted.
With base pricing of $26,670, Alltrack is not overpriced by any means; but it is about $4,000 over a base Subaru Crosstrek, and about $2,000 over a 4Motion SportWagon.
We’ve been waiting for quite a while now, for a true Subaru-fighter to emerge; and while this 2017 Volkswagen Alltrack certainly qualifies, and there’s a lot to like about it; many will find it hard to justify the step-up in price. Still, no Subaru delivers driver satisfaction like a Volkswagen. So, just like the rest of the compact Golf lineup, VW has done almost everything just right, setting on the right track for Alltrack.
Specifications
- Engine: 1.8 liter
- Horsepower: 170
- Torque: 199 lb-ft.
- 0-60 mph: 7.4 seconds
- 1/4 mile: 15.8 seconds @ 88 mph
- EPA: 22 mpg city / 32 mpg highway
- Energy Impact: 12.7 barrels of oil/yr
- CO2 Emissions: 5.7 tons/yr
2025 Porsche Taycan Turbo GT
It’s A Turbo GT With No Turbos Or Even An Engine
In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.
When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.
For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.
Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.
Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.
You get the full capable and confident Porsche experience.
All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.
The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.
Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.
Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.
The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 105 kWh
- EPA Range: up to 276 miles
- Horsepower: 1,019
- Torque: 914 lb-ft
- 0-60 mph (est.): 2.2 seconds