Hot Hatch Reborn- Seventh Generation VW Golf and GTI

Recently I was up in San Francisco for the launch of the new seventh-generation Volkswagen Golf and GTI. It was an appropriately urban setting, considering the type of customers they expect the new Golf range to appeal to. It’s worth noting here that the Golf and Jetta continue on their divergent paths, with the Golf moving into the upscale position and targeted at younger, urban consumers while the Jetta is positioned as a mass-market mid-size sedan- and I do mean sedan, as the SportWagen will be joining the Golf line up for 2015.

The new Golf is an evolutionary change, roughly two inches longer and a half-inch wider but also about an inch lower and with the front wheels pushed forward 1.7 inches in a move that VW calls “cab backward.” VW reports that it’s a bit lighter as well. The styling is crisper but clearly Golf- it’s hard to imagine another car that’s stayed so true to its roots after seven generations. The interior is crisp and contemporary as well, and also roomier- and you’d know you were in a VW even if you were blindfolded.

The 2015 Golf will be offered with two engines- a 1.8 liter turbocharged and direct-injected four with a five-speed manual or six-speed automatic, or a 2.0-liter turbocharged clean diesel with a six-speed manual or six-speed DSG. A eGolf fully electric version is expected to be offered at a later date.

VW has expanded the offerings for the seventh-generation. There are new trim levels, two door models,  two special limited edition models, and some aggressive new pricing. There’s a Launch Edition two door with a 5-speed stick and a base price that’s $2,000 less than last year’s base model, plus Golf S, SE and SEL trim levels, so expect to see a base price range from $18,185 to $27,815 for the fully loaded SEL four door. And that SEL is pretty loaded indeed, including panoramic sunroof. Fender audio, 18” alloys, Navigation, remote entry, push button starting and a 12-way power driver’s seat. Options include a Lighting Package with bi-Xenon headlights and LED running lights, interior ambient lighting and adaptive front lighting, and a Driver Assistance Package with forward collision warning and front and rear parking sensors, although the SEL has a standard back up cam.

VW has shuffled the packages for the TDI Diesel as well. There’s a new base model TDI S four door that’s priced over $3200 less than the last generation base model. The TDI models are packaged similarly to the gasoline versions. They’re four-doors only, and all will have a standard six-speed manual transmission (the six-speed DSG sets you back $1100.) Base prices range from $22,815 for the S to $28,815 for the full-boat SEL.  

But most of our time was devoted to the GTI. It’s also all new, including a new EA888 2.0-liter direct- injected turbo four with a modest 10-hp boost to 210, and a healthy torque bump - up 51 lb-ft to 258. And later this year, there’ll be an optional Performance Package with 10 more ponies, along with beefier brakes and a torque-vectoring differential, all for $1495 extra.

GTI will also be offered in three models, S, SE and Autobahn. Pricing is roughly carryover. The two-door S is priced from $25,215, and they range up to $31,515 for a four-door Autobahn with DSG. VW has retained the retro plaid seating for the base model, which is exactly how I would want it.

We had the opportunity to sample all three models as well as every bridge in San Francisco. Both the Golf TSI and TDI were extremely likable and competent- the TSI has slightly more go but the TDI is only slightly behind and more than up to the task. The TDI is just so quiet, smooth and utterly un-diesel that, combined with the lowered base price and the much better fuel economy, it gets the nod in my book.

But my heart belongs to the GTI. VW had a full array of historic GTIs there for us to drive as well, and having owned both a First and Second Generation model new, it was quite a treat to slip behind the wheel again. The First Generation was every bit as snarky and fun as I remember it, with a high-revving and loud 1.8-liter four and a tight five-speed gearbox while the second gen is much cooler and better mannered, although slightly less of the little barbarian that I loved so dearly. 

The seventh is just a very refined version of the second- a smoother ride, more refined manners, brilliant handling, but still screaming fun and I finally capitulate- the DSG in manual mode shifts faster than I can with a stick. I had the chance to sample both with and without performance pack, and while it didn’t seem significantly faster, the brakes were superb. Adaptive suspension is also available in the US for the first time, but I didn’t have the opportunity to sample it.

I have to say that I came away impressed with the seventh-generation Golf and GTI. They’re both VW to the core- responsive drive trains, excellent handling characteristics, the road poise of much more expensive sedans and nicely trimmed cabins. It’s the entry-level for German engineering but doesn’t act like entry-level at all. I can’t think of another car that’s as true to it roots four decades later.  

Photo credit- Volkswagen of America

Volkswagen GTI - The Hot Hatch Turns 30

I don’t buy modern cars these days, because between press cars and the small flock of Mercedes diesels that tend to follow me home, there's just no need. But it’s pretty inevitable at a party, someone will ask me “What car would you buy today” or “What was the first new car that you bought?” And the answer’s pretty much the same - the Volkswagen GTI.

I was a recent college graduate in a terrible job market when the first US Market GTI made its appearance for the 1983 model year. Made in Westmoreland PA, it had several key changes from the Euro version and had to overcome the “Americanized” image that was diluting the Rabbit’s market appeal. To say that it did was an understatement. I was enchanted with that snarky, sassy little hot hatch and had to have it. Finally one showed up at the local VW Dealer- it was black with a sunroof and was built on the fourth day of production. I was toast. It was the first new car I bought for myself. And I recall it more fondly than any car I’ve ever owned.

I was piling up tons of miles on it so I decided to trade it for a second-gen in the summer of 1985. Longer wheelbase, more sophisticated, understated Teutonic interior, and actually faster but didn’t seem it, and it had a revolutionary new option- power steering. I liked the second one a lot but didn’t adore it- and ultimately went to work for a Big Three company that frowned upon it.

I guess all the VWs I’ve driven in the last couple of years have been benchmarked against the GTIs in my memory, and I’ve made note of characteristics that remind me of the GTI, so with the little hot hatch turning 30, I asked for a 2013 to evaluate.

My test GTI was a German-assembled Tornado Red four door with sunroof, Nav, and DSG dry-clutch automatic, and from the first twist of the key, it made me smile as if 30-years-ago me were driving it. Of course, everything is different, and much more advanced, but it’s downright surprising how familiar it all feels.

Let’s start with the shape- yes, it’s more aerodynamic now and the LED-accented projector headlamps are pretty hard to ignore, but basically it’s the same red-accented box-on-a-box hatchback shape it’s been all along. It has more of the shape of the '85 than the '83, the wheels are bigger and the tires are meatier- they’re now 18s, but squint just slightly and it’s still a GTI.

That familiarity extends to the interior as well. The plaid fabric is homage to the original German GTI- both of mine had 80s strobe fabric- but the thickly bolstered seats are instantly familiar, as is the whole driving position- including the shift linkage and steering feel. It fit like a glove. It seemed perfectly appropriate to set the Sirius radio to 80s on 8 and leave it there all week.

It may be familiar, but of course it’s really all modern. The 2.0-liter TSI engine develops 200 hp and 207 lb-ft of torque, more than twice that of the original. It can do 0-60 in about seven seconds, which is light years ahead of the original’s 10 seconds, and it features electric power steering and traction control and stability control and cross differential control all the other modern conveniences that we can’t do without, although we never used to know we even needed them.

The test car came equipped with VW’s DSG dual-clutch automatic, which was a point of controversy. I’ve always had manuals in my GTIs and would have preferred the six-speed stick, but the DSG was all that was available for my Oprah moment. And to me, it’s about as much fun as having Aunt Marybelle sitting next to me watching- it likes to keep revs under 3,000 and is always about two gears ahead of where I would like.

Thankfully, there are two solutions- the Sport mode holds the gears much longer but constantly wants to play chicken with your right foot. Basically, it won’t upshift unless you lift off the throttle, which is more distracting than just slapping it over into manual mode and shifting the damn thing yourself. I must admit that if I still lived in LA, I’d probably go DSG, but otherwise I’d save myself $1100 and just opt for the six-speed.

As a follow up, VW managed to send me a six-speed stick Jetta GLI for comparison it was exactly what I expected- short, precise shifts and a feeling of absolute control that the DSG never quite yields. Kudos to VW for the six-speed, it only confirmed my preference for the stick.

And once on the road, it drove like a GTI should- long revving (especially in Sport mode), quick handling, surefooted and absolutely glued to the road. The best attribute is everything- it’s just such a well-balanced and pleasurable machine. A special shout out to the brakes- which feature vented rotors in front and solid ones behind- but had a super responsive feel and brought the little screamer down quickly and with excellent feel.  

Thirty years ago, VW brought the hot-hatch to America with the GTI- a snarky performance car that you could strap two car seats into and enjoy your daily commute. The car has certainly changed over the years, but the mission hasn’t. And with the new generation due to arrive late next spring, I'm eager to find out if the GTI's personality remains intact. After three decades, I'm thinking that VW has it down.

Quick Drive: 2013 Volkswagen Beetle TDI- The Undiesel

I like the Beetle, and find it much better looking and better trimmed than its “New Beetle” predecessor. And by now, it seems like I’d driven just about every variant of the Volkswagen Beetle except I hadn’t yet been behind the wheel of the TDI, so when the offer was made I eagerly accepted.

I’m not sure exactly what I was expecting. I’ve had countless diesels over the years ranging from Mercedes 123s to Oldsmobiles, so I’m pretty used to the diesel animal. I’ve gotten a tan from the WAIT light over the years and have fine-tuned my ear to the chortle. But what they sent me was totally alien. Yes, it was the 2.0 TDI, with 140 horsepower and 236 lb.-ft of torque. And it said diesel on the price label. But outside of some pretty impressive low end torque, it sure didn’t act like a diesel.

In fact, I called it the Un-Diesel. It didn’t clatter, it didn’t chortle, there was no familiar diesel smell at all, it didn’t even have a wait light- in fact, the only starting procedure was to turn the key. Mated to VW’s DSG dry-clutch automatic, it performed like a reasonably powerful gasoline engine. The only time I was even aware that it was a diesel was on the freeway (the 42.6 mpg caught my eye) or at the gas pump where the DIESEL FUEL REQUIRED sticker reminded me that it was, in fact, a diesel.

There's one other place where I noticed that it was a diesel- on the window sticker. You'll pay a hefty premium for the TDI- it's priced $4,200 above a base Beetle, and that makes me do some thinking. Yes, it’s rated at 28/41 mpg (with the DSG automatic) - but that's a big wallop for an economy car, and with the cost difference only a serious freeway flyer is going to make this thing pencil. For the same price, I’d take the R-line with its 2.0 Turbo.

Behind The Wheel: 2013 VW Beetle Convertible- QT for the OC

Last summer I drove the restyled VW Beetle Turbo and came away impressed indeed- especially with the more masculine, 356-like styling, upgraded interior and the spirited performance that reminded me of my first and second generation GTIs back in my college days.

So when Volkswagen called and offered me a crack at the new Beetle Convertible, who was I to be impolite and decline? I met them in Newport Beach on a Friday afternoon and they handed me the keys (okay, the fob)  to a $32,295 (plus destination) Beetle Convertible Turbo with Sound and Navigation Package and Automatic in a smart Reef Blue color.

I dropped the top and headed to Laguna to see how the locals would react. Although it normally takes a much pricier car to turn a head in the OC, the sporty little Beetle received nods and waves, and why not? The redesigned car, as I noted last year, is much more like a 356 than a Beetle, and there's nothing they like better in the OC than a Porsche.

And even side from being a surfer magnet, the Beetle Convertible has a lot to offer. First I'm impressed by what it doesn't have- noise and vibration. There's no cowl shake to speak of and the three layer convertible top is the quietest soft top I have ever experienced- even freeway driving is a pleasure. It's maybe a decibel or two louder than the coupe.  The audio system can actually be heard and enjoyed with the top up or down. It's a one-touch system for lowering the top and side windows, so it's effortless fun for all the sun chasers. One thing that's far from one touch is the Rube Goldberg device that they called the top boot- I've had convertibles since the 70s and this is the first time that I just gave up and stuffed the damn thing in the trunk. Fortunately, the top's appearance when lowered is not objectionable.

The engine was the same 2.0 liter 200 HP Turbo I drove last summer, although this time it was mated to VW's six speed Automatic. I'm not normally a fan of multi-speed Automatics and this is no exception. I understand the need to achieve CAFE numbers, but how about a Sport mode? The calibration was so biased in favor of fuel economy that it was always one gear ahead of where I wanted to be. I overcame with manual mode but a sport button would be lovely. As it is, I'd opt for the six speed manual and use the thousand dollar savings to pay for all the extra gas I'd plan to burn.

This car was also equipped with the Fender Premium Audio and Navigation, and I must admit that the Fender is a big improvement over the base and a luxury worth investing in. It has Sirius XM, 400 watts of power and nine speakers and created a sound that was rich and enjoyable whether the top was raised or lowered. I was much more meh on the Navigation, which was pleasant enough to use but whose display seemed scarcely larger than an iPhone. I can take it or leave it but the package also includes the leather interior that I very much liked, so just ignore it.

Even in Southern California, some rain must fall and the Beetle and I had a full day of rain testing (oh, the things I do for my readers.) I'm happy to report that the Beetle's snug little beret allowed not one drip of water inside and the heater kept the cabin toasty warm. While I won't claim that it was more fun in the rain than in the sun, there was certainly no penalty involved.

And that really sums up the Beetle Convertible- it's so well designed and well constructed that one could literally forget that its a convertible until the top button is pushed- and that's serious praise indeed. My list of likes is long, and quibbles are few. If you're shopping for a convertible, this one belongs on the short list.