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In a sea of boring compact crossovers that have no personality, this little Honda swims to the top.
Pint-sized crossovers are everywhere, replacing a generation of compact sedans and hatchbacks plenty of people owned for ages. As manufacturers looked to capitalize on the desire for crossovers on a budget, too many of these little utility vehicles got the short end of the fit and finish stick, and left plenty to desire in the driving enjoyment department.
In its previous generation, the HR-V was based on a dated platform borrowed from the Honda Fit, which wasn’t the greatest thing to drive. Thankfully Honda gave its popular HR-V a big update for 2023. With a new chassis, more stylish exterior lines, and a much needed interior upgrade, Honda’s most affordable crossover aims to please a wider range of buyers who want to tote more people and gear without breaking the bank.
The Useful Figures
Honda’s HR-V is the entry level crossover in its lineup, packing room for four adults (or five occupants, with three kids in the back seat) and decent space for all their stuff. All 2023 Honda HR-V trim levels are powered by a 2.0-liter 4-cylinder that produces 158 horsepower and 138 lb-ft of torque. Front-wheel-drive is standard on all HR-Vs, with Honda’s Real Time all-wheel-drive available for an additional $1,500, with a CVT as the only transmission selection. EPA fuel economy estimates are 26/32/28 for the front-wheel-drive model, and only give back the slightest MPGs with all-wheel-drive, at 25/30/27.
As trim levels move up, Honda neatly packages features and convenience into each HR-V option. Pricing for the HR-V’s base LX trim starts at $23,800, the mid-level Sport is $25,900, and the range-topping EX-L starts at $27,900. The EX-L I tested added all-wheel-drive and Nordic Forest Pearl paint (another $395) to hit an MSRP of $30,590 after destination.
The Zippy City Car
As little crossovers go, the 2023 HR-V is actually fun to drive. With 158 horsepower and decent torque–which isn’t too shabby for a little car–Honda’s entry crossover zips around nicely. Though it has a CVT mated to that engine, Honda’s ‘box actually engages effectively, rather than hampering any hint of performance or drivability. Some of its competition should really reevaluate how a CVT should operate. t
Honda’s brake auto hold feature is fantastic for city driving, allowing you to take your foot off the pedal and relax a bit when stuck at a red light. Honda Sensing–which is a comprehensive suite of safety features–comes standard on the HR-V, continuing to provide exceptionally functional lane keeping and adaptive cruise control systems that some more expensive cars don’t execute nearly as well.
Steering feel is great, feeling a bit more like a Civic Si than an entry-level crossover, and the ride quality is quite good over any drive. There are normal, eco, and snow drive modes featured in the HR-V, and hill descent control is ready with the push of a button, should you be tackling more complicated terrain than the local grocery store parking lot. Just don’t mistake this HR-V for an off-roader when you take the family on a camping trip, having reasonable all-season tires fitted to the EX-L’s slightly cooler painted and finished wheels.
Cabin appointments in the new HR-V are great, taking lots of cues from the updated Civic I tested last year, with considerably better fit and finish than the last generation. The leather seats are soft to the touch yet perfectly supportive, with a cool mix of contrasting stitching and perforations, and the front seats heat up nicely when desired. Not a fan of infotainment screens that are seemingly slapped atop a dash, at least Honda’s system is easy to use, also offering a high-resolution display.
What really surprised me in the HR-V is the amount of passenger volume offered inside what’s Honda’s smallest car. Even in the back seat I had plenty of legroom. The HR-V’s rear storage area is big too, with the cargo capacity increasing considerably when the back seats fold flat with a 60/40 split. If you need more space inside and out, Honda did just give a big update its CR-V too. As you’d expect from Honda, the HR-V also has lots of little places to stash your things, even keeping your phone stable when it’s tucked away.
The Good And Not Great Things
The trend of adding harsh edges and fake vents to cute-sized crossovers is a terrible one, and I’m happy to see that Honda gave the updated HR-V more subtle and clean exterior lines. Even the body cladding on the fenders is tidy, using painted panels rather than the cheap-looking gray plastic too many OEMs are slapping on small crossovers.
I like this new interior styling language Honda has applied to its models, giving not only a strong sense of continuity no matter which model you hop behind the wheel of, but also refining a cockpit that’s neatly balancing intuitive and cool. That HR-V benefits from this cabin design language, and the EX-L trim gets good doses of contrasting-stitched leather to coat the dash, door cards, and center console. Actual buttons and knobs are used extensively inside the HR-V, with Honda avoiding the often employed capacitive touch controls and screens by other manufacturers.
Smart shortcut digital buttons added to the bottom of the infotainment screen are a cool touch too, making use of the system customizable depending on your needs. In this EX-L trim, I like that Honda gave the HR-V wireless charging in addition to wireless Apple CarPlay and Android Auto, but didn’t skimp on the USB ports throughout the cabin for all occupants. The ambient lighting system is kinda minimal, but it’s one more upgrade in the top trim level HR-V.
The use case for the HR-V had to include moms handling the day-to-day needs of the family, and the rear hatch has a load-in floor that seems a bit high for a small crossover. On days when errand runs involve heavier items, this is one tiny complaint I have on behalf of shorter HR-V drivers. Cargo space is definitely big for what appears to be a small crossover on the outside, but I wish Honda gave the HR-V’s rear hatch area more practical storage solutions–like netting and concealed pockets–for tucking away your stuff.
While clean in its design, and smart to allow for customized displays, the HR-V’s instrument cluster is a bit basic in its layout and color theme. It’s easy to let your eyes blend in all the numbers and indications on the gauges without some sort of contrasting needles and dials. Cool appearances aside, the new hexagonal dash vents are begging for dust, dirt, and hair to get stuck behind them, leading to difficulty cleaning after years of ownership. Honestly my negatives about the HR-V are minimal, with none of these being reasons to avoid this pint-sized Honda.
A Great Little Crossover On A Budget
An inexpensive compact crossover doesn’t have to cheap out with its looks, features, nor quality, and thankfully Honda got the memo. The new HR-V is a great option for those who want a decent crossover that packs a bunch of good features and driving dynamics into an attractive package that doesn’t beat up your monthly budget.
While I feel that more drivers should opt for hatchbacks rather than compact crossovers, to keep the driving sensations more fun while lowering the center of gravity, I’m not shifting the tide of buyers happily lining up to drive these cute-sized utes. Luckily manufacturers are stepping up the crossover offerings while making them more enjoyable to drive, with only modest price increases. If you’ve got to stick an affordable little utility vehicle in your driveway, the new Honda HR-V is a great choice to make.
Spotted at your favorite rental lot and often overlooked on the road, is this affordable sedan one you want?
In the past few years, Hyundai has reshaped its Kia and Genesis brands, but the mothership hasn’t done a lot with its core models. I’ve definitely enjoyed the Kia and Genesis models I’ve tested in recent years, but haven’t spent a lot of time in Hyundais. Focused on its great new EVs, crossovers, and SUVs that pad the balance sheet, the affordable sedans in Hyundai’s lineup aren’t getting a lot of attention.
Though compact sedans aren’t big sellers these days, the Honda Civic, Toyota Corolla, and Nissan Sentra still ship in decent numbers, so the Elantra should try to keep up. With that sort of competition getting more attractive, better equipped, and more enjoyable to drive, I wanted to see if the Hyundai Elantra’s nicely equipped trim level could sway my attention away from its Japanese rivals.
The Key Specs
Standard trim level Hyundai Elantra models are all powered by a naturally-aspirated 2.0-liter 4-cylinder that produces 147 horsepower and 132 lb-ft of torque, and are driven by what Hyundai calls its Smartstream® Intelligent Variable Transmission, which is basically a CVT. The enthusiast spec Elantra N Line upgrades to a 1.6-liter turbo that pumps out 201 horsepower and 195 lb-ft of torque, mated to a 7-speed twin-clutch gearbox.
Where the lower trim level Elantras get cloth interior, this Limited upgrades to leather while also adding dual-zone climate control, 10.25-inch digital instrument cluster and navigation screens, ambient interior lighting, Hyundai’s smart cruise control system, and a couple more safety systems than the more basic trim levels.
A base model Elantra SE starts at $20,950, and this Limited rim adds a lot more standard equipment to hit an MSRP of $27,655. If one wants a bit more fun out of their compact Hyundai sedan, the Elantra N Line is $27,500. Hyundai also provides massive warranty coverage including a 5-year / 60,000 mile new vehicle, 10 years / 100,000 miles for the powertrain, and 5 years and unlimited miles of 24/7 roadside assistance.
Simple As A Daily Driver
The Elantra Limited’s powertrain is definitely lackluster. Designed more to accommodate fuel economy (boasting EPA fuel economy estimates of 30/40/34 MPG) than driving enjoyment, I had a difficult time dealing with the off-the-line acceleration. Boasting just 147 horsepower, the Elantra is down on power to the base trim level Civic, and 33 down versus the comparable trim’s 180. The Elantra’s CVT is odd too, not keeping in sync with my right foot nor the engine’s powerband, and seemingly adjusting tension erratically when trying to merge onto or accelerate along the freeway.
Steering inputs are somewhat vague, but the weighting is decent. Suspension feel is a bit firm for a compact sedan, especially versus the N Line model I tested when it arrived a couple years ago. Brake pedal sensations are about what you’d expect from an affordable compact sedan, and the Kumho all-season rubber providing reasonable grip with a moderate dose of road noise. Hyundai supplied three drive modes–normal, sport, and smart–which give it a hint more personality, and either make it feel a tiny bit more fun or more eco conscious. The Elantra definitely feels more engaging than the Nissan Sentra, but the Civic and Corolla have a considerable advantage.
Cabin space is really good for a car in this segment, with the front seats looking a bit sportier while being more supportive than the rear ones. Leather coverings in the Elantra aren’t of the best quality, but don’t expect a lot in a car at this price. Hyundai gave the Elantra a massive trunk, but I wish there was some sort of organizational pockets or a more functional use of this cavernous void.
The Elantra’s front cupholders have a neat feature that allows you to flip over the divider to make the spots deeper, but there isn’t any sort of springy device within its edges to stabilize your tasty beverages, so I ended up spilling my coffee with the slightest bump or turn.
Big 10.25-inch displays make up the instrument cluster (that changes its look depending on the drive mode engaged) and infotainment system, which are becoming the industry standard. I do wish Hyundai used a bit more color in its iconography, because all of the buttons are blue, making you take your eyes off the road if you want to swap functions or apps.
The Highlights And Low Points
I will continue to praise manufacturers for using hard buttons rather than touchscreens for audio, climate control, and systems on the steering wheel, even if its by accident that the switchgear has been used in a car for several years. Hyundai gave the Elantra a nicely intuitive cabin, and all the buttons are big and simple.
Tech goodies include wireless mobile charging, wired Apple CarPlay and Android Auto, and Android users can use their phone to engage Hyundai’s digital key. Apple iPhone users aren’t so lucky. The Bose audio system provides a quality experience, even if the speakers are fitted to hard plastic panels and limited insulation throughout the cabin which don’t love a bass-heavy track.
While I averaged 34 MPGs during my week-long test in the Elantra Limited, I couldn’t help but gripe about how underpowered it felt. I’d happily trade some fuel economy for more pep under the hood. Hyundai also has some strange styling cues throughout the Elantra, and it’s just too busy for no good reason. Angles everywhere! The exterior goes wild with sharp edges and fake vents, making it seem even lower grade than it already targets itself to be.
Once inside, the low-rent look continues, which is unfortunate, because the Elantra is a humble car that fits the budget of many buyers. Integrating slightly nicer materials would do this mid-level Hyundai a lot of favors, with a cabin that’s riddled with too much hard plastic. I also question the logic behind fitting a massive grab handle along the center console for the passenger. Did someone on the design team have plans to do some wild hooning in the Elantra?
There’s More To Consider At This Price Point
Hyundai is banging out some freakishly cool EVs that look stunning inside and out, yet the sedans in its lineup are getting left out in the cold. People still want affordable, reasonably-sized sedans, and this car shouldn’t just be experienced when it’s the option you and your coworkers got stuck with on a three-day trip to Omaha because you didn’t have a high enough status with Enterprise or Hertz. The Hyundai Elantra deserves to be better, and needs to become a car people want to buy.
Honda gave the new Civic some great looks, high quality fit and finish, solid driving impressions, and fantastic all-around value, and it’s definitely my pick in this class. Toyota continues to deliver a Corolla that ticks all sorts of boxes for compact sedan buyers, even if it’s a bit beige for my liking. At a price point that’s on-par with the competition, Hyundai needs to design and deliver more advantages than good warranty coverage and cash incentives to move the Elantra off dealer lots. Otherwise it’ll continue to lose market share to its rivals.
Offering a pair of small, affordable crossovers in the same segment on the same showroom floor at the same time isn’t a great idea. Particularly when one is newer, more attractive, and better sorted.
When I sync up with my local press fleet manager about every month or so, we go over a wave of cars we schedule at a time, and typically I have zero confusion about what’s selected and planned. Recently I had a real head scratcher on my hands when I saw my schedule included both the new Mazda CX-50 and the CX-5 I’m already familiar with. I knew Mazda had a new practical-sized crossover in the CX-50, but didn’t realize the CX-5 wasn’t send out to pasture upon its arrival.
Mazda’s CX-5 has been around for over a decade, and has had a couple updates, but it was due for a rebuild… or outright replacement. Competing with other crossovers including the Honda CR-V, Toyota RAV4, Nissan Rogue, and Hyundai Tucson, the CX-5 has a good option for plenty of families. What’s strange is that it is still on sale as a new car, when its spiritual successor has arrived in the form of the CX-50. Rather than my usual review of one car at a time, I decided to talk about both, and point out the reasons you’d want one of these Mazda crossovers over the other.
The Specs, Similar Yet Different
Both Mazda crossovers are powered by four-cylinder engines (turbocharged in these higher trim levels), with all-wheel-drive now standard across the model range. With a 2.5-liter turbo, Mazda gives both the CX-5 and CX-50 227 horsepower and 310 lb-ft of torque with regular unleaded, and bumps up to 256 horsepower and 320 lb-ft if you fill the tank with premium. These are great figures for a practical little crossover.
Where the CX-5 is 180 inches long, 72 wide, 66 tall, and sports 62-inch wide tracks and a 106-inch wheelbase, the CX-50 is 185 inches long, 75 wide, and 64 tall, with a 110-inch wheelbase (and no track listed). The CX-5 has a minimum ground clearance of 7.9 inches, and the CX-50 clears 8.6. Towing capacity for the CX-5 is 2,000 pounds, and the CX-50’s higher two trim levels bump that up to 3,500 pounds.
Base pricing for the entry-level trims of both the CX-5 and CX-50 begin at $27,000, and I tested the top-level Turbo Signature trim of the CX-5 and the Turbo Premium Plus CX-50, which add all the tech and comfort goodies you’d want. The CX-5 tested hit a total MSRP of $41,655, and the CX-50 is $43,170.
The Outgoing Sensible Daily Driver
Rather than a plain experience behind the wheel, the Mazda CX-5 is actually an enjoyable little crossover to drive. The 2.5-liter turbo makes it considerably quicker than other compact crossovers I’ve tested, making any errand run more fun. Shifts from the 6-speed automatic are reasonably seamless, with somewhat tight gear ratios to provide quick acceleration in any situation.
Steering feel is slightly heavy yet precise, although when parking at a grocery store or making a quick U-turn, there’s a considerable amount of driver input needed. Ride quality is definitely on the firm side, which isn’t a thing I’ve noticed in other Mazda models, and it was uncomfortable when driving in downtown Austin. It felt like Mazda used spring rates intended for a full-size pickup in the CX-5.
Mazda’s interior design is clean and modern, with comfortable and supportive seats for all five passengers (if you’re sticking kids in the back seat). The front two occupants are treated to heated and ventilated seats, which are nice for a practical crossover, and the outer two rear passengers get heated seats, but the control for those is made into the center armrest. The leather used in the CX-5 certainly feels more premium than you’d expect in an affordable crossover. Cargo space in the hatch is good for the weekend’s errand runs, but if you need to fold the back seat down flat you’ll either need to remove the headrests or move your front seats up a lot.
The CX-5’s switchgear setup is slightly dated, using bits that have been in the Mazda parts bin for a decade. At least there are buttons and switches rather than touchscreens for the systems. Apple CarPlay and Android Auto are installed in Mazda’s infotainment system, but you still have to plug in your phone, so if you want to take advantage of the wireless mobile charging tray you won’t be doing so with CarPlay running.
Fuel economy achieved during my test was 19 MPGs, which is less than the EPA estimated 22/27/24. Thank the tighter final drive ratio that kept RPMs up higher than expected from a small crossover during daily cruising, even while I behaved myself with the accelerator and didn’t make much use of the sport drive mode (which will quicken the CX-5’s throttle response and personality ever so slightly).
Mazda equips the CX-5 with loads of safety and driver assistance systems, but the adaptive cruise control system nor lane keeping assistance are really smooth, and could take a page from Honda’s book. Overall, the CX-5 is good, but it’s clear it has been on the road for a while in its current form, and was ready for upgrades.
The Successor Steps Up
The CX-50 certainly grew in size compared to the CX-5, but the big improvements come from the exterior design department. The CX-5 was a decent looking little crossover, in a world of cute utes that have all sorts of angles and fake vents for no good reason, but the CX-50 is downright attractive. Punchier fender flares, a more pronounced fascia, and more angular bumpers make the CX-50 way more appealing than most crossovers queueing to pick up the kids from school.
While the CX-50 carries over the more than competent powertrain from the CX-5, Mazda did some serious updates to the suspension, because despite the fact it ditched the independent multilink setup on the CX-5, the torsion bar rear suspension copes with corners and bumps impressively. Attribute some of the ride quality to the wheelbase that’s four inches longer than the CX-5. The slightly larger diameter steering wheel (and it’s nicer controls) that’s borrowed from Mazda’s big brother CX-9 helps make tighter turns easier too.
Seating surfaces are treated to even better leather than the CX-5, with the CX-50 I tested sporting nice contrasting stitching. Even the CX-50’s dash gets more leather and cool stitching, completing a much more upmarket cabin. The CX-50 offers better interior volume for both occupants and cargo than the CX-5. With the back seat up, there’s still more space than inside the CX-5, and I found that the rear seats went flat without the headrests hitting the front seats in our intended positions. If you need to tote more kids and gear than the CX-50 can handle, the CX-9 I tested–and it’s CX-90 upgrade–will get the job done.
While it gets a bigger infotainment screen than the CX-5, and just like the setup in the bigger CX-9 I evaluated, the CX-50 continues to utilize Mazda’s somewhat spartan and average software. Thankfully Apple CarPlay and Android Auto are installed, but I’d like to see Mazda incorporate USB-C ports in its models, so I don’t have to keep around outdated cables for my iPhone. Wireless charging pads and newer iPhones also don’t play along nicely, with the metallic back heating up quite a lot when on the wireless charger for more than a quick errand run.
The Mazda CX-50 gets my same complaint on the fuel economy front as the CX-5. During my week with the CX-50, I made a road trip to Houston for a weekend, and did considerably more highway miles. Because the final drive gear ratio is still tight in the CX-50 (4.41 in the CX-5 vs. 3.84 in the CX-50), I was hitting about 2,500 RPMs at highway speeds, and on the three-hour drives between Austin and Houston, the MPGs took a hit, yielding just 18 on average. Not great for a reasonable family crossover powered by a four-banger, but the CX-50 does get an extra half gallon of fuel capacity over the CX-50.
As an upgrade over the CX-5, Mazda added an off-road drive mode to the CX-50, which is a nice feature for families who go on adventures over less than smooth terrain. Although the Goodyear all-season rubber is okay, if you want to really tackle the trails, opt for the CX-50’s Meridian Edition. While it’s a slightly lower trim level than the Premium Plus I tested, it gets more rugged looks and gear, but also adds a set of all-terrain tires wrapped around more sensible 18-inch wheels. Honda’s Passport TrailSport I reviewed last year is another option for a slightly more rugged approach to a two-row crossover.
Mazda Cannibalized Its Own Car
Mazda claims the CX-50 isn’t a replacement for the CX-5, with them both being on sale at the same time, but let’s not kid ourselves. The CX-50 is the new middle child in the Mazda crossover lineup, and it’s a great one. Mazda did a similar thing when the CX-30 launched, keeping the CX-3 around for a little longer before giving it the axe, and that didn’t make sense either.
It’s as if Mazda had a pair of fraternal twins, but one got all the great genes, and the other got some good ones. Both were physically attractive, played sports in high school, and got good grades, but one made the varsity tennis team yet kicked ass at chess, and got a scholarship to Rice while the other played occasional intramural sports and had to do a couple years in community college before transferring to U of H. They’re both good kids, and live good lives, but we all know one is the parents’ favorite.
Not only is the Mazda CX-50 better looking inside and out, but it’s considerably more enjoyable to drive than the CX-5. The price point is similar too, which makes the CX-50 even easier to choose. Especially if you’re doing conventional financing. Sure, Mazda has some big lease incentives to move the CX-5, but that should give an even better indication that the CX-50 should be the crossover you take on all your family’s adventures and I think it’s the new class leader.
As affordable fun sedans go, the Jetta has been a great contender for a long time, but how good is it now?
I’m a sucker for a fun little sedan, and appreciate companies that continue cranking out new ones. Volkswagen has been shipping the Jetta GLI for decades, giving its loyal buyers a slightly more performance-oriented variant of its compact sedan at a reasonable price. While it’s based on the same MQB platform as VW’s GTI, this Jetta feels like it’s half a generation behind the updated Mk8 GTI I reviewed last year.
The Jetta got a refresh for the 2022 model year, and the 2023 carried over mostly unchanged, with only minor cosmetic updates and remote start being fitted. Having played with plenty of practical four-door enthusiast models, including the all-new Honda Civic Si, I had to see if VW’s quick Jetta still gets the job done.
One thing I have to mention: During my test, some jerk in a parking lot dented the passenger rear door and didn’t leave a note, so I feel bad that the car got injured on my watch.
The Useful Specs
For 2023, VW simplified the order sheet for the Jetta GLI, now only offered in the nicely-equipped Autobahn trim level. Equipped with the same 2.0-liter turbocharged four cylinder as the Mk8 GTI I reviewed last year, the GLI pumps out 228 horsepower and 258 lb-ft of torque. As you’d expect from a smaller performance model, the GLI has a 6-speed manual fitted standard, with an option for a 7-speed DSG.
Pricing for a base model Jetta S starts at $20,655, and the more-equipped and quicker GLI with the 6-speed manual is $32,680, with the DSG option adding $800 to the sticker. The GLI I tested was shipped with the DSG, and added Pure Gray paint, the gloss black package (which adds gloss black wheels, roof, wide mirrors, and rear spoiler), and thanks to the global parts shortage the ventilated front seats weren’t installed, so there was a $200 credit that brought the total MSRP to $34,270 after destination.
A Peppy Daily Driver
Practicality is fantastic in the Jetta GLI, providing a car you’ll have no gripes after spending several hours commuting in. While it’s a sportier trim level than the more basic Jetta models, the GLI is still refined and smooth when in the comfort or eco drive modes, yet ready to pick up the pace when you are, thanks to a potent boosted 4-banger under the hood. Steering feel is remarkably light yet precise, making any city driving or parking lot maneuvering simple.
In the custom drive mode, I put the engine in eco, and firmed up the suspension and steering, to make the GLI feel a hint more playful while being mindful of fuel consumption. After my week-long test, with mostly city miles covered, the GLI scored 28 MPGs on average, which is just below the EPA’s 26/36/30 estimates.
I like the cabin layout of the Jetta, which is a no-nonsense setup. There’s a dash of style, including a grippier steering wheel to remind you you’re in the fun trim level, but it’s still quite German and intuitive. The instrument cluster employs VW’s digital cockpit, allowing you to customize the layout and data displays across the 10.25-inch screen. I retained a more conventional look with a speedometer and tachometer flanking each side of the display. Because the 2023 Jetta carries over a slightly older infotainment system than the Mk8 GTI I reviewed, there’s an actual volume knob next to the touchscreen that incorporates wireless Apple CarPlay and Android Auto.
Seats in the GLI are great, while nicely balancing between subtle and sporty, with great support right where it’s needed. Even the back seats have a hint more lateral support than in a normal affordable sedan, so that your passengers can stay in place if you’re taking the fun route to lunch during your workday. Space in the back seat is good too, so your coworkers won’t feel cramped, and the kids will have plenty of room for activities.
The front seats heated up quickly when tested during a cold front I recently experienced, but sadly the missing ventilated seat feature didn’t get tested during more typical warm days in Central Texas. Trunk space is massive, albeit a bit simple when it comes to storage needs. I wish VW gave the Jetta a bit more in the way of storage features in its cavernous boot. Standard safety features are aplenty, with VW’s full stack of active and passive systems to keep you in good hands on the road.
Can It Entertain The Enthusiast Driver?
Sneaking out to your favorite nearby winding road is definitely enjoyable in the Jetta GLI, so long as you don’t think you’re in a true performance car. The turbocharged engine is punchier when configured in the sport drive mode, with a bit more exhaust noise allowed (some of which is coming through the speakers). 258 lb-ft is no small figure in a smaller sedan, and VW made sure plenty of that torque is available across the mid-range where you want it. Do expect some moderate turbo lag at lower RPMs, especially when pulling away from a stoplight.
If you want to have the most fun on twisty roads, opt for the manual transmission. The DSG in the Jetta GLI was a bit frustrating when I used its manual mode, because it never let me have full control over its shifts. I could never rev up to anywhere near the redline, because the automatic upshift would kick in a good 1,000 RPMs before it, while also being a bit slow to change. Downshifts seemed labored too, even with the car dialed into its sportiest engine and transmission settings. Where the Mk8 GTI gets a cool, tiny nub for its automatic shifter, this Jetta GLI gets a more conventional shift lever, which seems dated by comparison.
The custom drive mode allows you to play with the dynamic chassis control, steering weight feel, suspension firmness and response, and e-differential capability, but just put the drive mode into sport when you want to have fun. That setup does the job perfectly, giving you quick engine response, just heavy enough steering, and a chassis that doesn’t feel too rigid while keeping body roll tidy. I’d like the sport suspension mode to be slightly firmer, to better distinguish itself over the normal mode, but it’s still good. Because of the larger proportions and increased weight of the Jetta over its GTI sibling, there is a hint more flex if you’re tossing the GLI more aggressively, but there really isn’t a big compromise if you want the extra cargo space over the hot hatch GTI.
Braking is positive in the GLI, with nice pedal feedback and solid confidence when needed to scrub speed ahead of tighter corners. What bugs me about the GLI I tested is the fact that it was equipped with all-season tires, just as VW did with the GTI I reviewed. Performance trim levels, particularly press cars, need the good rubber, because all-season tires compromise the fun factor. I appreciated that Honda ticked the option box for performance summer tires on the new Civic Si I tested, which give it a leg up on this Jetta GLI that could have been more enjoyable with stickier rubber.
The Good And Not Great Things
To better differentiate itself versus a more conventional Jetta, VW gave the GLI lots of cool styling treatments, particularly around its exterior. I like the more aggressive grille, hints of red trim, red brake calipers, and the classic GLI badge. This isn’t just another boring sedan, it’s the fun one, so it needed some good details.
Cabin treatments in the GLI are sporty yet subtle too, with little doses of red throughout the black cabin, but the seats are definitely cool. I dig the red backing in the leather that pops from under the perforations, and the red contrasting stitching is another nice touch. I’ve seen other compact cars better execute use of ambient cabin lighting, but I appreciate VW including it in the GLI.
The 2023 Jetta GLI gets the 7th generation Jetta’s climate control panel, which uses real knobs and buttons. This is something I absolutely hated about the new Mk8 GTI‘s interior. This GLI does get the steering wheel controls featured in the new GTI, which utilize capacitive touch switches rather than physical buttons, and they’re not good at all. There’s zero feedback, and they’re easy to accidentally engage when you’re giving the GLI any steering inputs.
Fun, But Not Fantastic
The GLI is definitely a more entertaining version of the VW Jetta, offering more power, sharper handling, neat styling touches, and a slightly higher cool factor. The trouble is that it needs to step all of these aspects up a notch to better position itself. Considering VW has the GTI on the same showroom floor, buyers should definitely gravitate toward the iconic hatchback over this sedan that could easily be mistaken as a basic four-door.
Then we get to the price. At $34,000, the Jetta GLI is not cheap, and is barely less expensive than the GTI I reviewed. For that figure, I’d wander over to the nearest Acura dealer to check out the all-new Integra before making a decision on my next fun sedan. If you don’t need leather seats or a sunroof, and are happy to row your own gears through what might be the best gearbox fitted to a new sporty four-door, I’d suggest getting a Civic Si to save a considerable amount of cash while enjoying a much more favorable driving experience.
Boasting top-notch luxury in an electric package, this big Merc tries to carve out a new niche.
As upper-tier EVs go, the marketplace doesn’t offer much if drivers want an SUV. Tesla has rested on its laurels for far too long with the Model X, and at its price point, it’s lacking the quality a premium electric SUV should have. Rivian has the off-road capable and smartly-designed R1S, and BMW launched the polarizing iX, but the well-heeled driver who wants more from their luxury SUV doesn’t have a lot of options. Mercedes wants to fix that.
Mercedes has launched a couple crossovers in addition to the EQS sedan (that I tested last year) under the EQ brand, but there was a gap in the big SUV segment that seemingly needed to be filled. With bigger proportions and optional seating for seven, does the Mercedes EQS SUV accomplish something substantial?
The Useful Specs
The Mercedes EQS SUV is a new platform that carries five occupants in standard form, with a third row seat option to tote two more kids. Powertrain options include a single-motor with rear-wheel-drive fitted standard on the EQS 450+, sporting 355 horsepower and 419 lb-ft of torque, and the EQS 580 upgrades to Mercedes’ 4MATIC all-wheel-drive and a dual-motor setup that pumps out 536 horsepower and 633 lb-ft of torque.
Despite its 6,200-pound curb weight, all those battery-powered ponies help the EQS SUV sprint from 0-60 MPH in just 4.5 seconds, which is nothing to scoff at. Electric cruise range is stated as 285 miles, and charging is managed with DC fast charging on-board, offering up to 200 kW that can juice up the EQS SUV from 10% to 80% in just 31 minutes.
Pricing for the Mercedes EQS SUV starts at $125,950, which is nearly identical to the EQS sedan I experienced, and slightly less expensive than the traditional S-Class, yet about $20,000 more than a Mercedes’ ICE-powered GLS SUV. With three trim levels–Premium, Pinnacle, and Exclusive–offered, this Exclusive model tester includes all the lower trim features and upgrades with rapid heating and massaging front seats, four-zone climate control, MBUX interior assistant, a cabin air purifying system, and Mercedes star logo projectors in the front grille and under the doors.
Options on this tester include an upgraded two-tone interior, an augmented reality heads-up display, microfiber headliner, heated second row seats, third row seats, thicker glass and sound deadening, 21-inch wheels, two sets of wireless headsets for the infotainment system, and a 110v household charging cable to hit a total MSRP of $147,990.
Daily Driving Is Not Boring
As you would expect from a top-notch Mercedes, cruising in the EQS SUV is enjoyable. Power is smooth and balanced when you don’t smash the accelerator, reminding you that electric torque is more immediately available than in an ICE powertrain. This massive Merc can definitely plant you into the seats if you bury your right foot, but it’s not boasting silly 0-60 figures achieved by the likes of a Tesla Plaid or a Lucid Air.
Steering is light and effortless, albeit a bit more artificial than this enthusiast driver prefers. Rear axle steering is hilariously effective in the EQS, making the turning circle resemble one you’d expect from a Miata rather than a full-size SUV. Bumpy city streets are neatly minimized, thanks to Mercedes’ adaptive air suspension, even if the big electric chassis feels a bit more floaty at highway speeds. The EQS SUV’s suspension automatically lowers its ride height at over 68 MPH to reduce drag, which is smart.
There are three distinct drive modes to choose from, in addition to a customizable setup, to please any driver. I kept the powertrain in the more civil setup, and had the sport suspension activated to give smoother response and less of a boat-like feeling. I’m not sold on the Goodyear range-optimized summer tires this EQS SUV had equipped, which exhibit a fair bit of road noise coupled with average grip.
A 285-mile electric range which isn’t fantastic for a massive luxury EV, when Lucid is pushing toward 400 miles, but most Mercedes drivers aren’t likely to take this on lengthy road trips. Mercedes’ charging app in the infotainment provides lots of data points, including details on what features you’re using that either help or hurt your range. Luckily the fast charging capability of the EQS SUV makes for quick juicing stops, even if public charging infrastructure is still far from reliable. Mercedes is likely betting that EQS buyers utilize a charger in their home garage.
Where the EQS SUV shines is in the cabin, upholding Mercedes’ “The Best or Nothing” tagline. Interior appointments are nearly identical to the EQS sedan I tested, which also reminds me of the cabin of the ICE-powered Mercedes S-Class sedan I also reviewed, and that’s a good thing. The blend of cool and luxurious is perfectly executed inside the EQS, and I love the space age ambient lighting that somehow works well with fine leather, just enough brushed metal, and open-pore wood trim on the doors and center console. Thanks to the SUV body, the cabin feels downright huge, with a little help from the light-colored headliner and massive panoramic sunroof. Wireless Apple CarPlay is installed in MBUX, and the Burmester audio system is clear and powerful, pumping your favorite tunes through cool metal speaker covers.
Seats are wonderfully comfortable, providing cushioning in all the right spots, with heating that fires up quickly, and a handful of massage modes to keep you relaxed while avoiding any soreness after a long day of driving. Second-row legroom is spacious, with a full range of adjustment to suit even the tallest passengers, and I appreciate Mercedes fitting the second row’s center armrest with a wireless phone charging pad. The third row is definitely designed with younger kids in mind, and even with the back seats up, the EQS SUV has a bunch of cargo volume, which increases dramatically when you hit the button to power-lower the two rear rows. I’m not sure I’d opt for my tester’s white carpets, which are prone to getting filthy with ease. Kids are not going to be kind to them.
The Pros And Cons
Mercedes dove head-first into the EV pool, focusing its energy into new platforms for the EQ models, and the EQS SUV expresses an upscale look that also encourages better efficiency. The drag coefficient doesn’t get as low as the EQS sedan’s .20, and while Mercedes doesn’t publish that figure, it has to be good if Mercedes is going to design an egg-shaped SUV at this price point.
Some may not dig the front appearance of the EQS SUV, but I think the design language of the EQ line is cool, and I like the three-pointed stars neatly spread across the EQS’ fascia. The 21-inch AMG wheels look slick though, giving the EQS a hint of sportier style. Power-activated door handles are a little wonky to use, having a slight delay to open when you pull the handle.
Because there’s no drivetrain running through a central tunnel in the cabin, Mercedes provides a big storage space and strap under the center console that’s perfect for charging devices, tossing your purse, or concealing fast food bags when you don’t feel like making dinner.
Tech for the sake of tech is my least favorite trend in the automotive industry. Physical buttons and knobs are useful for vital functions like audio and climate systems, to ensure drivers keep their eyes on the road, yet OEMs are replacing them with screens. I don’t love the EQS SUV’s steering wheel controls that are too easy to accidentally hit when driving and have no positive sensations, and incorporating the climate controls into the huge center touchscreen is a choice I’ll never approve of. I do love the look of the 55-inch Gorilla Glass-covered Hyperscreen that stretches from pillar to pillar, incorporating the driver instrument cluster, center infotainment system, and a secondary infotainment screen in front of the passenger.
Tipping the scales at over 6,200 pounds, the Mercedes EQS SUV reminds you that it isn’t exactly light when you seek out curvy roads, but that’s the compromise when stuffing a ton of batteries into a luxury SUV package. Despite lacking a conventional engine, Mercedes does not utilize the front of the EQS SUV as a cargo area like other EVs it contends with. The hood doesn’t actually open, and the only compartment you’ll spot in the front of the car is the washer fluid filler door on the driver side fender.
Mercedes Filled A Gap In The EV Space
Rather than being simple commuting appliances, manufacturers are now crafting distinct segments of performance, luxurious, and stylish electric models. The EQS SUV is certainly luxurious, well-built, and enjoyable to drive for hours at a time, but I struggled with the feeling that it didn’t leave a meaningful impression on me. That’s not a total complaint, but I wish it had some killer feature other than fine cabin appointments to make it stand out versus Rivian, Tesla, or others in this pricier EV segment.
At $145,000, the Mercedes EQS 580 SUV is a fine electric vehicle, but is the nicer fit and finish worth the extra $40,000 over the Rivian R1S that can conquer any terrain, haul ass over any surface, and fit all your family and their gear in a package that’s still reasonably cool and refined? I’m not so sure. What I do know is that anyone who steps inside the EQS SUV will be treated to a top-level Mercedes experience that happens to be powered by electricity rather than gas, and that might be exactly what the German marque set out to accomplish.
The tenth edition of the famous celebration of Porsche’s air-cooled past took place at the weekend, when Los Angeles welcomed home Luftgekühlt 8.
(Feature for Porsche Newsroom)
When it comes to car culture, southern California supplies enthusiasts equally with variety and passion. From low riders and hot rods to sports cars, the region has something for everyone, and parking lots fill every weekend with purists and creatives showing off their four-wheeled treasures while admiring the tastes of friends old and new. This past weekend, Los Angeles hosted Luftgekühlt 8, a very special air-cooled gathering pulled together by Jeff Zwart, of Pikes Peak fame, the Le Mans-winning driver Patrick Long, and Howie Idelson.
With its origins rooted in LA, Sunday’s meeting at CRAFTED at the Port of Long Beach was something of a homecoming for “Luft,” as it has become known. Set in and around a pair of 1940s-era warehouses formerly used as a holding point for shipping companies, the tenth installment featured pristine examples of historic racing cars and museum-quality machines among more humble offerings driven in by local owners.
Crowds at the sell-out event mingled among highlights including a 1956 550A Spyder, a 934/5 crafted by Canepa, several 1970s Carrera RS examples, a few custom creations from California-based designers and builders, and a handful of endurance race winners covering Le Mans, Sebring and Daytona.
Hundreds more models, spanning the sports car manufacturer’s rich 74-year history, were spread out in creative arrangements that not only displayed the brand’s lineage, but ensured an Instagram-friendly feast for keen photographers.
A naked 356 chassis formed part of a display by Porsche Classic, which showcased its parts and services for owners looking to restore their cars. The new book by Type7, Type7 Volume 3, also made its US debut, with editor-in-chief Ted Gushue signing copies.
And dozens of food trucks – a staple of LA – kept the tens of thousands who attended well-nourished, with a menu as colourful and eclectic as the cars on show. After the 2020 event was cancelled due to the pandemic, and 2021 was limited in size, Luftgekühlt 8 proved that there is an appetite for more than good food in California – and that Porsche people know how to party.
The McLaren Sports Series swan song, this GT4 race car plays on the street.
No stranger to racing events and local track days, McLaren offers a strong selection of road cars that will slay any circuit they invade. When you think of track day road cars, immediately you gravitate toward the Porsche 911 GT3 RS, Ferrari 488 Pista, or Lamborghini Huracan Performante. The thing is that those monsters spotted at your favorite track day are based on road cars, rather than racing cars. McLaren wanted to do things differently.
Long in the tooth is McLaren’s Sports Series lineup, dating back to the 570S which first arrived in 2015. With a few updates and versions with more power (like the 600LT), in addition to Spider variants and a fantastic grand tourer built on the platform, McLaren’s entry-level machine has had a good run. To send the Sports Series off, ahead of the new Artura’s arrival, McLaren decided to make a track special model that’s legal on the street.
Rather than starting with a traditional road-going variant of the 570S or 600LT, McLaren went wild, and decided to make a limited-run model based on its popular GT4 racer. It’s called the 620R, and as soon as you see it, you know this car isn’t messing about. While retaining the DNA of McLaren’s most successful GT race car, the 620R isn’t held back by restrictions imposed upon typical race cars. Rather than heading to the track to examine its worth, I stuck to public roads to see how well this race car for the street got on.
THE RACY SPECS AND HARDWARE
Utilizing the same M838TE 3.8L twin-turbo V8 engine used in the McLaren 570 GT4, the unrestricted 620R pumps out 611 horsepower and 457 lb-ft of torque, thanks to a revised ECU and turbocharging management system. With engine mapping focused on delivering optimal lap times rather than achieving a high top speed, and employing stiffer powertrain mounts on the 7-speed Seamless Shift Gearbox, the rear-wheel-drive 620R hits a top speed of 200 MPH. Acceleration from 0-60 is just 2.8 seconds, with 0-124 MPH in just 8.1, and the 620R can complete a 1/4-mile sprint in as little as 10.4 seconds.
Since the McLaren 620R is based on the 570 GT4, it gets loads of goodies the road-going Sports Series models don’t have access to. Under its lightweight carbon skin, the McLaren 620R employs motorsport wishbones, uprights, anti-roll bars, and manually-adjustable dampers, to drop weight while toughening the chassis for optimal grip. The 620R is still built upon McLaren’s Monocell II carbon fiber chassis, but with less interior fabric and insulation, its curb weight drops to an astonishing 3,067 pounds.
Ignoring plenty of practical and comfortable features, the 620R makes no excuses as it emphasizes performance. The interior is devoid of anything involving NVH. There are no carpets, and there’s no insulation in the doors nor between all the interior panels. Colin Chapman dreams of this sort of light-weighting. Seats are pulled from the McLaren Senna, and weigh less than the cheeseburger you ate for lunch. Conventional 3-point seat belts are fitted for street driving, 6-point racing harnesses are a no-cost option for when you’re ripping up the track, and because your reach is a bit limited when you’re strapped in, McLaren was smart to fit a pull strap on the door handles and raise the center console a bit more toward you. Although stashing the fire extinguisher in the front cargo compartment wasn’t the wisest decision, if you’re in trouble at the track.
McLaren’s IRIS infotainment system is another no-cost option, with an extra USB and microphone port ready for your racing gear and coaching software embedded with the 620R’s track telemetry and three-camera system. The 620R can also be equipped with McLaren’s $4,410 optional–and exceptional–Bowers & Wilkins audio system. Cupholders are gone, as is the pocket in the front of the seat cushion to hide your key. Thankfully there are small pocket nets in each of the dihedral doors, if you need to tuck any small items away.
Storage space in the McLaren 620R is reduced by the carbon fiber bonnet and its twin nostrils that aid downforce and clean up the airflow over the top of the car. Thankfully the bonnet is still functional, and there’s just enough room to tuck away your fire suit and helmet. McLaren offers a $570 car cover and $570 charger for the lithium-ion battery when storing your 620R on days you are driving one of your other cars.
Only three exterior colors are available on the 620R, and are inspired by GT4 race cars – McLaren Orange (with white racing stripes), Silica White (orange stripes) or Onyx Black (orange stripes). Each color can be optioned with race number decals and/or partner decals. If those selections don’t please your needs, there are endless combinations available in the MSO palette.
McLaren Special Operations offers plenty of pricy upgrades inside and out, and the 620R I tested had the awesome carbon fiber roof scoop fitted (free of charge), in addition to $12,080 carbon fiber louvres in the front fenders that allow wheel wheel air pressure to release while adding downforce through the fenders, $4,370 exposed carbon fiber side sills, and massive carbon door inserts that make the profile of the 620R look extra cool at a cost of $7,670. Add these and a few other options to the base price of $275,250 (about $20,000 more than the more civil McLaren 600LT, but still about $25,000 less than the 720S), and the McLaren 620R I tested hit a total MSRP of $312,605 after destination.
REMARKABLY COMPLIANT IN THE CITY
Let’s not kid ourselves. The McLaren 620R is not going to be your daily driver, but it’s good to know this machine isn’t completely brutal on the street. Climate control is available as a no-cost option, and if you want to play on public roads on the weekends or on the way to a circuit, I highly suggest paying for the $1,950 adaptive suspension I praised in the McLaren GT I recently reviewed. Don’t be too careless over bumps and potholes, or the 620R will remind you just how low its ride height is. Thankfully you can engage the front axle lift when you’re pulling into a steeper driveway, but the extended front lip spoiler is begging to scrape.
Keep the McLaren 620R’s powertrain and handling knobs in their normal positions, and this track-hardened McLaren is comfortable while still immensely responsive. Throttle response is manageable without being overly sensitive like you’d expect in a race car. Even during normal throttle applications the twin-turbo V8 has no trouble reminding you that you’re engaging over 600 horsepower as you apply your right foot. The roof scoop makes epic whooshing noises that add an element to the driving experience few supercars can match, and because McLaren gave it a cool split design as it plunges toward the engine, it doesn’t eliminate the rear window view. Unfortunately the massive fixed rear wing–raised 12 inches above the tail end of the 620R–does that instead.
Steering feel is sharp and somewhat light in the normal handling mode, aided by a good electric boost, but there’s nothing artificial in the sensations you feel through the Alcantara-wrapped steering wheel that’s devoid of any buttons or controls on its spokes. Equipped with Pirelli P Zero Trofeo R tires, you won’t want to take the McLaren 620R for a spin during any chilly nor rainy conditions, and the only option for rubber are Pirelli racing slicks, but only for track use. Despite its racing focus, the 620R actually has more positive brake pedal feel around town, with less of the dead travel I’ve experienced in other McLaren models.
Since McLaren focused on shaving weight, the 620R’s cabin is downright loud. The center console will buzz at lower RPMs, especially when idling at a stoplight, and if you toss your phone in the console’s pocket as you drive, it will rattle annoyingly. I decided to keep my phone in my pocket and stream music via bluetooth, rather than plugging it in. Speaking of music, the IRIS infotainment system is the same as you get in other McLaren models, which is hard to see if you wear polarized sunglasses, and it doesn’t have Apple CarPlay nor Android Auto installed. At least there’s satellite radio and bluetooth streaming available, and the optional Bowers & Wilkins system is fantastic way to drown out any cabin noises.
Slipping into the McLaren 620R is not graceful, thanks to the extra wide sills of the carbon fiber monocoque and the carbon fiber bucket seats’ big bolsters. If you don’t love the Senna seats, you can opt for normal seats for added comfort. I like the look and function of the lightweight buckets, even if they could use a hint of lumbar support for my busted old back. I still think Porsche makes the best carbon seats in any production car, but the McLaren ones are damn good at what they’re intended to do, and look fantastic.
What surprised me is how composed the 620R is as an all-around driver in the city. Sure, it’s loud inside, and that’s because of its focus, but I was expecting a back-breaking experience around city streets, and remarkably it wasn’t. Even if it was a little harsh, I didn’t care so long as the McLaren 620R kicked ass when I ditched the city in search of twisty roads.
ATTACKING FUN ROADS
Any mild annoyances I may have had with the McLaren 620R on the street are quickly dismissed by a session along a twisty back road. In this environment, the 620R is a weapon. Engage the drive mode selection knobs to put the handling in sport, the engine in track, and only if you’re a bit talented behind the wheel, tap the ESC button once to engage the dynamic mode to unleash this beast’s fury. The instrument cluster switches over to the track setting, with a cool rev counter that arches over the cluster and shift lights as the RPMs quickly climb.
The suspension firms up, but the ride quality isn’t sketchy. Slip angle from ham-fisted steering inputs is pronounced, with a tail-end allowed to dance in ESC dynamic, so keep your hands smooth on that Alcantara wheel with its red 12 o’clock mark. I appreciate the added steering weight when in the faster handling modes too. What’s astonishing is how well the McLaren 620R manages weight transfer in S-curves and through fast transitions. Because it’s barely 3,000 pounds, the 620R isn’t shuffling loads of weight, allowing its suspension to easily cope and shift damping at each corner while you switch directions. If you’re some idiot amateur who’s pretending to be a racing driver, this racy McLaren will expose your lack of talent, and you’ll end up in a ditch… or worse.
Giving the 620R the beans in the engine’s track mode is as exciting to the ears as it is to your pulse. McLaren’s Inertia Push technology builds flywheel energy to create a burst of torque when you feel a perfect click from the extended shift paddle as you engage a higher gear, giving the 620R a more dramatic acceleration sensation. When you’re in the sport powertrain mode, the McLaren 620R delivers a cool “crack” sound during upshifts, created by a split-second cut of the ignition spark, and I loved this experience. Spend a chunk more cash, and McLaren will install a titanium exhaust that drops even more weight while opening up more roars as you stab the throttle.
While it would have been cool to test the adjustable racing suspension, which features 32 clicks of adjustment per corner for compression and rebound rates, but I’m glad this tester was equipped with the adaptive system that’s more appropriate for the street. Able to compute more calibrations as surface conditions and driving inputs quickly adjust, this setup gobbled up bumpy farm-to-market roads with ease, and helped eliminate any hint of body roll through fast turns. The semi-slick Pirelli Trofeo Rs were fantastic at sticking to the pavement, happily exercising as I dished out abuse over some hot Texas days. If you plan to track your 620R, you might want to tick the slick tire option box to fully embrace its performance.
Standard carbon ceramic rotors–measuring 15.3 inches up front and 14.9 inches rear– benefit from the McLaren Senna’s brake booster, shortening pedal travel while giving precise bite when needing to eliminate huge speeds and dissipate lots of surface heat. The McLaren orange calipers were a cool optional touch too, painted on 6-piston front and 4-piston rears. When put to the test, the 620R’s brakes can pull it from 124 MPH to a dead stop in 379 feet, and can scrub from 62 MPH to a static position in just 96 feet.
Stitching together good driving inputs with both your hands and feet is rewarded in the McLaren 620R, as its balance is wonderful as speeds increase, allowing the extra aero kit to put in work. That massive front lip and ducting for the frunk scoops direct loads of air over the front end, and the carbon diveplanes along the sides of the front bumper make sure your nose is stuck into every bend. The massive rear wing is adjustable, depending how much downforce you want from it, and the huge rear diuser makes sure all the air that’s rushing through the 620R is ensuring supreme lateral stability. In total, McLaren says the 620R produces 408 pounds of downforce across its bodywork at 155 MPH. I may or may not be able to validate these claims.
FREAKY IN ALL THE RIGHT WAYS
Unlike a Porsche 911 GT3 or Ferrari Pista, the 620R isn’t a comfortable city car to occasionally take to the track. McLaren designed the 620R to be excellent in forceful driving conditions, rewarding the talented driver who pushes it to the limit. It’s a hardcore supercar that wants to be thrashed, yet has more capabilities than you’re used to. It doesn’t want to be civil. It wants to slay.
If you want a more compliant supercar for less cash, the McLaren GT is remarkable, holds way more luggage than any supercar should be allowed to, and will provide an exceptionally comfortable driving experience in the McLaren Sports Series package. If you want a ton of performance, and are willing to spend a lot more cash, the 720S is the way to go.
For an intense driving experience that’s focused on destroying canyon roads and circuits, a McLaren 620R is a fantastic way to get an obscenely fast toy that won’t have you looking like every other dude that shows up at a track day. McLaren’s Sports Series is getting replaced by the upcoming Artura, with an all-new hybrid V6 powertrain, but the 620R is one fine way to send off this epic supercar platform.
A New Generation Of The Iconic Hot Hatch Has Arrived, But How Good Is It?
For decades, the Volkswagen GTI has enjoyed being the go-to hot hatch for enthusiast drivers who crave a fun, practical car. Arriving in Europe in 1976, and landing on U.S. shores in 1983, the GTI has been a massive success for longer than I’ve been alive. Growing up from a truly inexpensive, basic, and peppy little three-door hatchback, VW has kept it real, making reasonable upgrades with regard to power and features in the GTI over the previous seven generations. When I tested the Mk7 GTI two years ago, I looked at it as a sendoff for what I considered the best generation of the model’s extensive history.
With this new eighth generation, VW has given the GTI a full makeover, with a bump in power output while receiving fresh exterior looks and a redesigned, more tech-focused interior that brings the hot hatch into the current decade. VW has a good group of competitors aiming to take its spot atop the hot hatch throne, with Honda, Hyundai, and Toyota in the mix. Thankfully the hot hatch market is still a healthy one, but is the VW GTI still the right one to buy? I took a week-long test to sort that out.
The Useful Specs
The 2022 VW GTI packs a 2.0-liter turbocharged 4-cylinder engine that produces 241 horsepower and 273 lb-ft of torque (up 13 and 15 ticks over the Mk7 GTI, respectively), giving it an advantage over the updated Honda Civic Si I reviewed earlier this year. With your choice of a 6-speed manual transmission or a 7-speed DSG, this tester was equipped with the two-pedal setup. The Mk8 GTI can sprint from 0-60 in 5.1 seconds, which is about 0.7 seconds quicker than the last generation. Top speed is still limited to 155 MPH, which no one should ever try to hit in a little hatchback.
Built on Volkswagen’s long-used MQB modular platform, the GTI shares its underpinnings with several fun compact VAG models. With a full slate of touch-ups to the suspension and chassis, VW claims this new generation of the GTI is more composed yet more capable in the corners. Making several design changes with the body, the Mk8 GTI also looks a bit more upmarket while offering some striking angles. The cockpit receives plenty of changes too, giving the GTI a more modern take on the hot hatch cabin you’ve been familiar with for ages.
Offering three trim levels, VW added a bit more standard equipment to the base S trim, with the SE and Autobahn trim levels still available as the price increases in reasonable chunks. The base price of the GTI S starts at $29,880, SE models begin at $34,630, and the Autobahn has an MSRP of $38,330. The test model VW sent me is the SE trim level, painted a fantastic shade of Kings Red, with Titan Black–and plaid–cloth interior, optioned with the 7-speed DSG (an $800 option), which hits a total MSRP of $36,485.
The Enjoyable City Hatchback
It should come as no surprise that the Mk8 GTI is a great city car that can serve a small family nicely while being a fun weekender. With the standard Golf no longer in the VW lineup, the GTI is the only hatchback from the German manufacturer offered to Americans, with the push for people to buy the Taos crossover. VW also axed the 3-door GTI option, with the 5-door being the only way to take this hot hatch home, which is the practical option for most people.
Sticking to its roots, the Mk8 GTI makes any boring commute or errand run more entertaining. As the car market has cranked up engine specs to levels few people can truly handle, the GT packs enough juice under to satisfy your thirst for fun. Sneaking in and out of slower traffic is definitely enjoyable in this new GTI, and never was I thinking it was lacking power. VW’s refinements to the GTI’s suspension make it cope with bumpy downtown streets with ease while still offering good feedback. EPA fuel economy estimates are 25/34/28, and I managed 27 MPGs during my week with the GTI. Not bad considering I was driving it with more fun intended, rather than trying to optimize efficiency.
Updating the styling of the GTI was done perfectly. Sharper lines are done tastefully, and the new headlight housings add a hint of anger to the package. The Mk8’s wheelbase matches the previous generation, at 103.6 inches, but the overall length bumps up to 168.8 inches. At 57.6 inches high and 70.4 inches wide, a more planted look is given to the Mk8 GTI, met with wide front air intakes at the front and a punchier shoulder line. Sporty 18-inch wheels complete the refreshed GTI’s look wonderfully without looking too busy.
With proportions that fit four people and their stuff, the new GTI might be small next to traffic filled with crossovers, but it’s perfectly sized for reasonable people. The updated seats look the part of a modern hot hatch, while the plaid pattern in the center material gives a nod to GTIs of yesteryear. The front buckets definitely keep you in place when playful driving happens, with lateral support nicely designed where it’s needed. Cargo space isn’t massive, so don’t expect to take a family of four on a road trip with the Mk8 GTI, but the hatch will easily carry a week’s groceries and handle a few roller bags.
A new cabin design theme adds a more tech-heavy setup, with a new 10-inch infotainment screen commanding your attention in the center console. VW gives the new system Apple CarPlay and Android Auto, which are frankly better to use than the native software. Screen taps and swipes are a little on the slow side, which isn’t great for this new system. The all-digital instrument cluster is a nice upgrade compared to the somewhat basic analog dials in the Mk7 I reviewed, with all sorts of ways to configure your GTI’s ideal display. Digital controls make their way to the steering wheel too, which don’t have any feedback when using them, and are easy to accidentally tap when turning the wheel.
My biggest gripes with this new setup are divided between the lack of a volume knob–opting for a digital slider instead–and the same style of buttons for the climate control. Neither of these are backlit, so making adjustments at night is a complete guessing game. Why VW overlooked illuminating these controls is a mystery, and losing physical temperature buttons or a volume knob is something too many OEMs are doing to otherwise good cars.
Playing In The Twisty Stuff
Escape the daily grind, and seek your nearby curvy farm-to-market routes, because that’s where VW’s eighth-generation GTI shines. Opt for the sport drive mode, and the GTI quickens its pulse without feeling too feisty. I liked the custom drive mode to let the suspension feel a little smoother, but even the sport setting wasn’t too firm when I gave the GTI a good flogging. The turbocharged engine doesn’t exhibit much lag at all, and the throttle response is steady and direct. Exhaust notes from the GTI aren’t the most inspired, but it’s not too boring either. I’d also like a bit more real noise from the tailpipe rather than some fake tones sneaking through the cabin speakers.
While most GTI buyers will opt for the DCT, to reduce the effort needed to motor around, VW still offers a slick-shifting manual for the purist. Being an analog driving experience fan, I have no complaints with the dual-clutch ‘box in this Mk8 GTI, with a stubby little shifter like Porsche uses for the 992 with a PDK. Hooked up to an electronically-controlled limited-slip differential that adds to grip and confidence in the corners, the front-wheel-drive GTI doesn’t exhibit the usual torque-steer twitch typically felt in front-drive cars equipped with a mechanical LSD. When providing quick steering inputs, the Mk8 feels smooth and precise, as one would expect from this iconic hot hatch. Brake feel was a bit on the soft side, but never did I feel like the GTI wasn’t equipped with enough braking power to control and scrub speed as needed.
VW threw a ton of suspension upgrades at the Mk8 GTI, and compared to the Mk7 I love, this new generation feels more compliant yet easier to stuff into a fast bend. 225/40/18 H-rated Pirelli P Zero All Season rubber is definitely the limiting factor in truly unlocking the fun times behind the wheel of the Mk8 GTI. Damping is great, considering the S and SE trim levels stick with traditional dampers. If you want adaptive dampers, you’ll have to spend a bit more cash for the Autobahn trim, which also gets leather seats and a few other comfort upgrades in the cabin, but the 19-inch wheels wrapped with summer performance tires are a big advantage. Craving the ultimate performance from your hot hatch? VW still offers a Golf R variant that packs 315 horsepower and all-wheel-drive.
The Popular Hot Hatch Improved, But It Isn’t Perfect
With a history spanning generations of loyal buyers, VW continues to satisfy the demand of an enthusiast driver with the new Mk8 GTI. This iconic hot hatch may be inching its way upmarket while increasing its price, but VW is still delivering a fantastic driving experience in a practical package. Not without gripes in the cabin, thanks to some button-less controls, the new GTI is still a wonderful successor to the Mk7 I praised. The challenge is that the GTI now has some great competition in the form of the Civic Si and Hyundai Veloster N.
Even though it’s down on power versus the GTI, I still prefer the handling dynamics of the new Honda Civic Si I tested, which had sharper steering feedback and more enjoyable sensations in quicker corners. Honda only offers the Si as a sedan, which gives the GTI one advantage in my eyes. The Si also has one of the best feeling shifters currently fitted to any new car, and costs $8,000 less than the GTI SE. With a price that sneaks up near $40,000, the GTI is pricing itself against Honda’s Civic Type-R, which is due for a new generation later this year. However you decide to spend your money, I can easily say you’ll still be happy opting for this new GTI.
