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All of the hot hatches and sport compact cars owe their existence to one car - the Volkswagen Golf GTI. The engineers who worked on the first model during the mid-seventies didn’t know their little project would make massive waves in the industry. For six-generations, the GTI was the benchmark that many competitors were measured against. But with fresh blood arriving in the form of the Ford Focus ST and Subaru WRX, Volkswagen knew it was time to ready a new GTI. Thus last year, the seventh-generation Golf GTI was introduced to the market. Has the father of hot hatch lost its way or can it still show newcomers a few tricks? I spent a week in a GTI SE 2-Door to find out.

 

The Golf GTI has never used any design gimmicks to stand out from a standard Golf, only minor trim changes. The seventh-generation model continues this tradition. Starting with a standard Golf with smooth body panels and large window space, Volkswagen added small touches such as a mesh grille in the front, 18-inch wheels and little GTI emblems on the side; and rear diffuser with dual exhaust ports. It may not be the flashiest hot hatch, but the understated look fits the vehicle.

 

The interior sticks with a simple design and materials. Soft-touch materials, carbon fiber around the center stack, and faux aluminum trim line the interior and gives the feeling of quality. SE models get leather seats with red stitching and piping. The seats I found to provide both excellent comfort and support when cruising or tackling the twisties. A set of manual adjustments help dial in the right seat placement I wished the leather was an option on the SE, so you could get the iconic tartan cloth as standard. But alas, I am nitpicking here. The back seat in the two-door is quite easy to get into thanks to the front seats sliding forward. Headroom is quite good, while legroom is almost non-existent for taller passengers.

 


2015 Volkswagen GTI 11


Each Golf GTI comes equipped with a 5.8-inch touchscreen boasting Volkswagen’s new infotainment system. Compared to the system used in the rest of Volkswagen’s lineup, this new system is a breath of fresh air. The graphics look very modern and is easy to read at a glance. Also, the touchpoints are much larger which means the system is easier to use than before. Aside from the screen itself, you have buttons on either side to take you to various parts of the system such as the radio, USB and Bluetooth, trip Computer, and settings. If I do have a complaint with the GTI’s infotainment system, its that you can’t get navigation as an option on the SE. If you want navigation, you’re going to have to make the leap to the Autobahn trim where it comes standard.

 

Thoughts on the Powertrain and Ride are on the next page


 

Power for the Golf GTI is provided by Volkswagen’s turbocharged 2.0L with 210 horsepower and 258 pound-feet of torque. Those who want a little bit more power should look at the performance pack which increases horsepower to 220 and adds such goodies as limited-slip differential and larger brakes. A six-speed manual comes standard, while my tester had the optional DSG dual-clutch gearbox.

 

While the numbers put the GTI in the mid-pack of sport compacts, it quickly becomes an afterthought when you step on the accelerator. The turbo 2.0L spools up quickly and gets you moving at a rapid pace. Making a pass or merging onto freeway reveals that wherever you are on the rev range, the engine has power ready to go. The six-speed DSG is lightning fast when it comes to upshifts, but is clumsy when it comes to downshifts. A few times, I found the DSG took a few seconds to realize that it would a be a good idea to downshift since my foot is a little bit further down trying to pass a truck. After this, I began to downshift manually by pulling the paddle behind the steering wheel. I like the DSG, but it still needs a bit work. Fuel economy is rated by the EPA at 25 City/33 Highway/28 Combined for the DSG. For the week, I averaged around 29 MPG.

 


2015 Volkswagen GTI 9


 

Where the GTI truly shines is in the ride and handling department. Lets start out on a stretch of a curvy road. The GTI is very much at home where it playfully bounds from corner to corner with excellent stability and no sign of body roll. Steering is quick and provides a decent amount of weight and feel, inspiring confidence to the driver. Take it off the curvy road and put it into a commuting setting and GTI is excellent. The suspension provides enough damping on some of the worst roads Michigan had to offer. Wind and road noise were kept to decent levels, making this a fine companion for a long trip.

 


2015 Volkswagen GTI 4


 

The seventh-generation Golf GTI shows that it hasn’t lost anything when compared to other models in the segment. Volkswagen has polished and improved many items to make the new GTI a worthy successor to the previous-generation. But the best part about the Golf GTI is how it can balance being a sporty hatch and daily driver with no sweat. That’s an achievement no other car in the class can match. There’s a reason the Golf GTI is considered the godfather of hot hatch, and the new model shows that it plans on keeping that title.

 

Disclaimer: Volkswagen Provided the GTI, Insurance, and One Tank of Gas

 

Year: 2015
Make: Volkswagen
Model: GTI
Trim: SE
Engine: 2.0L 16-Valve TSI Turbocharged Inline-Four
Driveline: Six-Speed Dual-Clutch Automatic, Front-Wheel Drive
Horsepower @ RPM: 210 @ 4500
Torque @ RPM: 258 @ 1500
Fuel Economy: City/Highway/Combined - 25/33/28
Curb Weight: 3,027 lbs
Location of Manufacture: Puebla, Mexico
Base Price: $28,885
As Tested Price: $31,395 (Includes $820.00 Destination Charge)

 

Options:
Lighting Package - $995.00
Driver Assistance Package - $695.00


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I still really want to own one of these.

 

I would have taken this exact car. That is how much I liked it.

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Great write up, Love the Interior on the car as a commuter car or fun run about it would serve the purpose well. The exterior I know is now Iconic and most people know what it is, but I still have to say that this car is just a bland jelly bean design to me. Not sure why but over all the years the GTI is a sleeper car. Just wish it had more spunk in the design language.

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at that money I go Focus ST......or say fk it and get a 2016 Camaro and a winter beater.  I don't care how German it is or how nice to drive it is, it's not a flashy looking rig and its still a VW.....

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at that money I go Focus ST......or say fk it and get a 2016 Camaro and a winter beater.  I don't care how German it is or how nice to drive it is, it's not a flashy looking rig and its still a VW.....

 

Not everyone wants a flashy hot hatch i.e. Focus ST.

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a verano 2.0 turbo plus stick for about the same money in real world, i'll take that if flashy is not the way

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True, but you cannot compare the handling of a Verano with a GTI or any other "hot hatch"

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I drove a new GTI because of the all the rave reviews.  I did not care for the car because of the DSG transmission, and neither mode made the car pleasing to drive.  The stick is probably the way to go.

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at that money I go Focus ST......or say fk it and get a 2016 Camaro and a winter beater.  I don't care how German it is or how nice to drive it is, it's not a flashy looking rig and its still a VW.....

 

The Focus ST is more frenetic, less comfortable and is at its best when driven like a maniac. VW's GTI may be slightly more 'polite' but that makes it a far more pleasant drive and a better fit for most people who need/want just one car. Not everyone wants a 'boy racer' appearance package and VW's one of the few companies preferring to 'un-pimp' their pocket rocket to satisfy that market. 

 

I'd bet that if you're hitting the highway, the ST's seats will guarantee that you'll be making rest stops at chiropractic offices. The VW is suited for around town and the long-haul.

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      EPA rates the 2018 Land Cruiser and LX 570 at 13 City/18 Highway/15 Combined. My average in both vehicles landed around 14.9 mpg in a 50/50 mix of city and highway driving.
      Ride and Handling
      These SUVs prefer the roads to be straight as there is significant body motion when cornering. Blame the tall ride height and soft-suspension tuning. Steering feels very numb and slow, making it somewhat tough to figure out how much input is needed when turning. When the road is straight, both vehicles provide a smooth ride. I did find that on the highway, I needed to make constant corrections with the steering to keep it in the middle of the lane.
      One major difference between the two is braking. The LX 570’s braking system felt very discombobulated. It was very difficult to modulate the pedal to provide a smooth stop. Either the vehicle wasn’t slowing down or the braking system would enter panic stop mode and passengers being thrown from their seats. I thought this was an issue that was limited to my LX, but other people who have driven different LXs have reported similar behavior. The Land Cruiser didn’t experience any of this during my week.
      Value
      The 2018 Toyota Land Cruiser begins at $83,665, while the LX 570 begins at $85,630 for the two-row variant and $89,980 for the three-row model. Both models come generously equipped with a number of standard features such as adaptive cruise control, blind spot monitoring, heated and ventilated front seats; power tilt-telescoping steering wheel, and three-zone climate control. The vehicles tested here came lightly optioned. The Land Cruiser featured a set of optional floor mats, bringing the as-tested price to $85,185. For the LX 570, it came with a rear-seat DVD entertainment system and center console cool box to bring its as-tested price to $93,350.
      The best value of the two models has to be the two-row LX 570 as you get a nicer interior and more cargo space, for not much more money than the three-row Land Cruiser. But if you really want three-rows, then the Land Cruiser is your best bet.
      Verdict
      Unless your daily commute includes traversing the Rocky Mountains or driving through Death Valley, I cannot recommend either of these SUVs. They have a number of flaws such as middling fuel economy, small cargo area, and needing constant steering corrections on the highway. But the LX 570 comes off slightly worse as it has some issues with the powertrain and brakes need to be addressed quickly. Besides, the Land Cruiser offers many of the features of LX 570, albeit in a more utilitarian package for a couple of grand less.
      But for some people, the off-road capability and legendary reliability of these two models are more than enough to excuse the faults. That group of people though we have to think is getting smaller as time goes on and makes us wonder if the next-generation of the Land Cruiser and LX 570 will go through a dramatic change or not.
      Disclaimer: Toyota Provided the Vehicles, Insurance, and One Tank of Gas
      Year: 2018
      Make: Lexus
      Model: LX 570
      Trim: N/A
      Engine: 5.7L 32-Valve, DOHC, Dual VVT-i V8
      Driveline: Eight-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 383 @ 5,600
      Torque @ RPM: 403 @ 3,600
      Fuel Economy: City/Highway/Combined - 13/18/15
      Curb Weight: 5,815 lbs
      Location of Manufacture: Toyota, Aichi Prefecture, Japan
      Base Price: $89,980
      As Tested Price: $93,350 (Includes $1,195.00 Destination Charge)
      Options:
      Dual-Screen DVD Rear-Entertainment System - $2,005.00
      Cool Box - $170.00
      Year: 2018
      Make: Toyota
      Model: Land Cruiser
      Trim: N/A
      Engine: 5.7L 32-Valve, DOHC, Dual VVT-i V8
      Driveline: Eight-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 381@ 5,600
      Torque @ RPM: 401 @ 3,600
      Fuel Economy: City/Highway/Combined - 13/18/15
      Curb Weight: 5,815 lbs
      Location of Manufacture: Toyota, Aichi Prefecture, Japan
      Base Price: $83,685
      As Tested Price: $85,185 (Includes $1,295.00 Destination Charge)
      Options:
      Carpet Floor/Cargo Mat Set - $225.00

      View full article
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