2019 Volkswagen Golf GTI Review
Over the past four decades, Volkswagen has seen many models come and go, including the iconic Beetle, the enthusiast favorite Scirocco, and the much-maligned Fox. But one model has managed to weather the ever-changing preferences of the American car buyer: the Golf GTI. It鈥檚 easy to see why, as the car is a blast to drive. While the GTI certainly isn鈥檛 the fastest hatchback on the road, it is by far the most practical. It鈥檚 aggressive, but not obnoxious; It鈥檚 pricey, but not unaffordable. 29,790 adding LED headlights, keyless access with push-button start, and an exclusive and sharp Urano Grey and Cornflower Blue paint option. 32,690 adds a panoramic sunroof, leather seats, and an 8鈥?touchscreen infotainment system. We chose to test the SE with the Experience Package over the Rabbit Edition to get the better seats, that impressive panoramic sunroof, and better tech inside and out. 33,550.The current design of the GTI is somewhat long in the tooth, as we鈥檙e nearing the end of the model generation. Regardless, the MK7 GTI finally strikes a balance between aerodynamics and the traditional hard lines of a Volkswagen exterior. In the Mk7, ystill get the trademark red lines across the grill and front fascia, extending across the bottom of the headlights. On the inside, while we miss the trademark GTI Clark Plaid seats in the SE (this previously was an option), the leather seats are comfortable and of good quality, accented with red stitching.
Honda continues to draw inspiration from the video game world for its dashboard, with a digital display nestled beneath an over-arching tachometer. Both cars offer Apple CarPlay and Android Auto connectivity in their infotainment systems that work really well. Volkswagen鈥檚 6.5-inch touchscreen is flanked by rows of redundancy buttons that help make for quick and easy operation. It also features both a volume and tuning knob - simple things, but after fiddling with the Honda鈥檚 slider thingy to adjust the volume on the 7-inch touchscreen, it鈥檚 a welcome throwback to a less-digital era. Plus, the GTI鈥檚 Fender-tuned audio system sounds much better than the Honda鈥檚. The seats in both machines offer sufficiently aggressive bolstering to help keep drivers in place during cornering fun, but aren鈥檛 so wild as to be confining or uncomfortable for long-haul drives. Heated front seats are standard fare in each, with the Honda also offering rear seat passengers the benefit of toasty buns, too. Backseat passengers will also appreciate the Honda鈥檚 remarkably generous rear leg room that鈥檚 nearly 50 mm greater than the Volkswagen鈥檚, although if they鈥檙e tall of torso, they鈥檇 prefer the GTI鈥檚 greater rear head room.
On paper, the Volkswagen鈥檚 hatchback format enables greater cargo capacity, bringing to light a disappointing fact: the Civic hatchback cannot be ordered in Si trim. By modern standards, 200 horsepower is a pretty modest sum, particularly for sporty machines like these. Minivans regularly eclipse that figure by 60 or more ponies, and even direct competitors like the Focus ST and Subaru WRX put out much bigger power numbers. And yet, each of these cars still feels spritely and fun, particularly zipping around traffic-congested cities. Our GTI test car was fitted with VW鈥檚 excellent 2.0-liter turbocharged four-cylinder engine and DSG dual-clutch automatic transmission. While we鈥檇 prefer the engagement of rowing our own gears, there鈥檚 no denying the car is quicker when the cyborgs do the work. It also enables the GTI to have two entirely different personalities. In 鈥淣ormal鈥?mode and with the transmission in 鈥淒鈥? the GTI does a pretty good impression of a benign economy car, with modest thrust and fuel-saving shift points. In 鈥淪port鈥?mode and with the steering wheel-mounted paddles employed, the GTI absolutely comes alive, making excellent use of its 258 lb-ft of torque.
The Civic Si, on the other hand at 1.5-liters, is down half a liter in engine displacement to the Volkswagen, resulting in a 66 lb-ft deficit of twist. And with curb weights only 34 kg apart, the similar power outputs (205 for the Si, 210 for the GTI) draws attention to the Honda developing its power at higher RPMs than the Volkswagen. The GTI is definitely the quicker car. The little turbocharged four-cylinder in the Civic Si provides an entirely different character than any Si before it. Gone are the days of stratospheric-revving and VTEC power delivery. This new engine is all about usable mid-range for easier day-to-day driving. And it鈥檚 not particularly melodic in doing so, either. Worse still, when driving the Si with any sort of gusto, the revs hang a moment between shifts, making gear changes less-than-smooth. Truthfully, the Si鈥檚 engine tune doesn鈥檛 feel much different than the same engine used in less sporting Civic models. Of course, acceleration isn鈥檛 everything and there are few manufacturers who make a better manual gearbox than Honda, so it鈥檚 no surprise the Si鈥檚 is a joy to use.
