• Sign in to follow this  
    Followers 0

    2013 Hyundai Elantra GT


    William Maley

    Staff Writer - CheersandGears.com

    July 16, 2013

    Can there be strength in numbers?

    In the compact car class, no one can really agree on that. All agree that having a sedan is very important. From there it gets somewhat unclear. Some manufacturers stick with just a sedan; others go with either a hatchback or a coupe. Hyundai is one the few automakers who offers all three with their Elantra lineup. You have the Elantra sedan, coupe, and GT (hatchback). The GT is the company's latest attempt at compact hatchback and Hyundai says it provides versatility and 'European' driving dynamics. The question is the Elantra the added strength or the weak link in the Elantra family?

    gallery_10485_671_1417548.jpg

    The Elantra GT is definitely the sportier and possibly sexier looking out of the Elantra lineup. Part of this comes from the GT being about nine inches shorter and riding on a shorter wheelbase than the Elantra sedan and coupe. The other part comes from European influences throughout the design. This is thanks to the kissing cousin of the Elantra GT, the i30. Both models share an upright front end with a hexagonal grille, sharp creases and sculpting along the side, and a sloping rear hatch.

    Inside, the Elantra GT doesn't share the sexy looks as the exterior. Instead, Hyundai goes with a conservative look with black and silver dash pieces, curves, and blue backlighting. It’s a look that works, but I kept thinking it could use pizzazz. What doesn't need to change is build quality as my tester was top notch.

    gallery_10485_671_536212.jpg

    Space is a mixed bag for the Elantra GT. The back seat provides good legroom, but is a bit short on head room thanks the sloping roofline and a panoramic sunroof. The Elantra GT does claw back some points in terms of cargo space. With the back seats up, the Elantra GT gets 23 cubic feet of space. Fold the seats down and you get a massive 51 cubic feet of space, making it the best in class.

    Hyundai still knows how to do the value argument very well and it shows on the Elantra GT. All models come equipped with air conditioning, Bluetooth, six-speaker audio system, heated front seats, keyless entry, and Hyundai's BlueLink telematics system. This Elantra GT also came equipped with the Style package (seventeen-inch alloy wheels, leather seats, and panoramic sunroof) and Tech Package (navigation, dual-zone climate control, and push-button start). As tested price? $25,365. For that price, the Elantra GT makes many of its competitors red in the face.

    You'll only find one engine in the Elantra GT and that would be a 1.8L GDI four-cylinder with 148 horsepower and 131 pound-feet of torque. A six-speed manual or six-speed automatic are your choices for the transmission. The 1.8L is a very spritely engine. Thanks to a curb weight of around 2959 lbs, the Elantra GT moves like no other. The same cannot be said for the six-speed automatic transmission. Hyundai seemed put a big emphasis on fuel efficiency with this transmission and it shows with somewhat sluggish gear changes and a tall first gear. Those looking for a bit more excitement should look into the six-speed manual.

    gallery_10485_671_630422.jpg

    Fuel economy for the Elantra GT is rated at 27 City/37 Highway/30 Combined. During my week, I saw an average of around 28 MPG in mixed conditions.

    Hyundai has been getting its share of complaints about how their sporty vehicles don't feel as sporty as they should. With the Elantra GT, Hyundai seems to be turning that around. If you order your Elantra GT with the Style Package, you get a sport-tuned suspension which makes it very enjoyable on your favorite road. However, Hyundai made sure the sport-tuned suspension didn't knock out fillings when its driven day to day. The suspension is able to cope with imperfections very well.

    Steering is a bit of a mess. Standard on the Elantra GT is Hyundai's Flex Steer which varies the weight of the steering via three settings: Comfort, Normal, and Sport. In theory, the system should provide the right weighting for the occasion. In reality, it’s a much different story. The problem is that Comfort is way too light and Sport is verging on an exercise regime. I found myself leaving the system in Normal as it provided the best balance of the two. I think Hyundai is getting there, but taking a glance at that Mazda3's steering might help out.

    The 2013 Elantra GT leaves a big mark on the compact car marketplace. Sleek styling, a nice ride balance between sport and comfort, loads of cargo, and list of features that embarrasses many rivals. The downsides are only a few; the Flex Steer steering system that presents more problems than solutions, a somewhat sluggish automatic, and tight headroom in the back.

    Hyundai is a believer that strength does come in numbers in the compact class. The Elantra GT solidifies it.

    gallery_10485_671_483225.jpg

    Disclaimer: Hyundai Provided the Elantra GT, Insurance, and One Tank of Gas

    Year - 2013

    Make – Hyundai

    Model – Elantra GT

    Trim – N/A

    Engine – 1.8L DOHC D-CVVT Inline-Four

    Driveline – Front-Wheel Drive, Six-Speed Automatic Transmission

    Horsepower @ RPM – 148 @ 6,500 RPM

    Torque @ RPM – 131 @ 4,700 RPM

    Fuel Economy: City/Highway/Combined - 27/37/30

    Curb Weight – 2,959 lbs

    Location of Manufacture – Ulsan, Korea

    Base Price - $19,395.00

    As Tested Price - $25,365.00* (Includes $775.00 destination charge)

    Options:

    Style Package - $2,750.00

    Tech Package - $2,350.00

    Carpeted Floor Mats - $95.00

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

    0


    Sign in to follow this  
    Followers 0


    User Feedback


    Nice review, how is the seat support for what should be a sport or semi performance model?

    My two issues with this car is the big black mouth on the front that mimics Mazda's poor style of a grill and the tight engine bay.

    For a GT car, this car should be a performance fun package but also leave a bit of room for 3rd party tuning and based on the picture supplied it looks real tight so that 3rd party companies might not bother building a turbo kit or other performance mods for the car.

    Over all I would say Hyundia will have a success on their hands again with this new model. I just wish they would get an engine that had some Torque as all the horsepower in the world is useless unless you have the motivation to move the 3000lb mass and that comes from Torque.

    0

    Share this comment


    Link to comment
    Share on other sites

    Nice review, how is the seat support for what should be a sport or semi performance model?

    Its pretty good. The seat held me in when I pushed it pretty good.

    0

    Share this comment


    Link to comment
    Share on other sites

    The interface of their nav/infotainment system looks like it has really small buttons. How responsive was it and did they lock it down during driving so you could not interface with it?

    0

    Share this comment


    Link to comment
    Share on other sites

    The interface of their nav/infotainment system looks like it has really small buttons. How responsive was it and did they lock it down during driving so you could not interface with it?

    The buttons are actually not that small.. only in the picture. The system was very responsive (actually one the fastest systems I have used). They do lock down the imputing of an address, but everything else is ok.

    0

    Share this comment


    Link to comment
    Share on other sites

    So many cars today look like slight variations on the same theme inside...similar center stacks, vents in the same place, 2 round guages... boring and predictable. Without the 'H' on the wheel I'd have no idea who made it...

    Edited by Cubical-aka-Moltar
    0

    Share this comment


    Link to comment
    Share on other sites

    my favorite elantra. but it is not low and sleek like a mazda3. thing is, this is really more of a vibe / matrix / jetta wagon thing more than anything. So it kind of tries to look sporty but its so tall it doesn't go all the way.

    And in that regard it makes it good, but you notice then the dash and interior aren't all that sleek like you see in the regular elantra or a competitor like say a Cruze or Focus interior. It's more of a plain utility vehicle interior.

    This version doesn't have as much trunk / boot as the last one but it is still nice and large.

    This is another vehicle I thought of that may make more sense to buy than that Fiat 500L i tested and wrote about.

    Bottom line is this is a nice choice fucntionally but it lacks some sizzle that compels you to buy and its performance is not off the charts either.

    One niche this does fill. An econocar that fatties like me and large people can fit into. Or like my BIL who is 6'4 bought one of the original Focus...few econocars can fit large and tall people.

    Edited by regfootball
    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

      Only 75 emoticons maximum are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor




  • Popular Stories

  • Today's Birthdays

    1. 94commo
      94commo
      (50 years old)
    2. Aerodynamic
      Aerodynamic
      (30 years old)
    3. LPE427Fbird
      LPE427Fbird
      (42 years old)
  • Similar Content

    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A
    • By ccap41
      Hey-o,
      I haven't really started a running thread for the new car yet so here it is. I think I owned the car for 8 days when I had my windows tinted 20% all the way around. I cannot stand driving a car w/o tint or the look of a vehicle w/o tint.
      This is about the only "before" picture I have of it.

      Only a few days and $270 later...
      There was actually one thing I bought prior to buying a car that I wanted in my next vehicle... a dash cam. After the accident and knowing that had I not had a witness stop and give their side of the story it could have been a hell hole of he-said she-said.. So I did a little research and bought a Spytec A119 w/ the GPS(you can get it w/o the GPS). Super clean and muuuuch easier install than I expected. The only wires exposed are coming from the center console down and then again from the headliner to the cam itself. The rest is completely hidden.


      A view from the driver's seat... I don't see it at all. That's exactly what I wanted to keep it from being a distraction.

      A view from the outside. It's very difficult to see.

      This past week I finally ordered and received my wheels and tires. This is the first vehicle I've ever actually gone through with changing them as I've always wanted to on all of my vehicles.
      I went with a 18x8 Konig Oversteer wrapped in a 225/45ZR18 Continental ExtremeContact DW. I'll be using the OE setup for the winter months.
      I'll get better pictures of the wheels when I get home.

      OE wheel/tire combo = 47lbs

      New wheel/tire combo = 42.5lbs

       
      I think the only other thing that I would really like to do is wrap the chrome door outline in black or a black chrome.
    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A
  • Recent Status Updates

  • Who's Online (See full list)

    There are no registered users currently online