2025 Volkswagen Golf GTI Is Still Great Without the Stick

A Volkswagen Golf GTI without an available manual transmission is like Queen without Freddie Mercury. Sure, “Bohemian Rhapsody” still gets everyone to sing along, but the magic inherent in Fred’s iconic vocals makes for one tough act to top. Stripped of its stick shift for the first time in the OG hot hatch’s 50-year history, the GTI does give up a bit of driver involvement. But does that nullify its many other desirable traits? Nope. While the 2025 VW Golf GTI might be missing the six-speed, it benefits from a mid-cycle refresh that addresses most of our biggest gripes. Consider this GTI as Adam Lambert–era Queen: not exactly the same as before, but still capable of rocking hard and selling out arenas nevertheless.New Makeup, Same Superb ChassisIt wouldn’t be a mid-cycle update without some styling tweaks. The GTI’s face looks sleeker thanks to a lower grille that adds fanglike elements around its distinctive five-pod fog lights. Every model now has an illuminated strip linking the headlights, and the thin red trim strip atop the running lights now extends fender to fender. The front VW badge lights up too. A pair of new metallic paint colors (Alpine Silver and Slate Blue) are joined by new GTI badges on the front doors and a fresh set of 19-inch wheels that mimic those from the fifth-generation GTI.If you’re wondering why VW killed the GTI’s DIY gearbox, changing regulations and a lack of interest abroad are to blame. All GTIs now feature the familiar seven-speed dual-clutch automatic transmission, which features a snappier-shifting S mode and feels much smoother than the Hyundai Elantra N’s similar gearbox. The GTI’s venerable EA888 2.0-liter turbo four still makes 241 horsepower and 273 pound-feet of torque (same as before) and remains a lively mill that never leaves you wanting.Volkswagen didn’t do anything to the four-door hatchback’s chassis for 2025, which is fine by us, because it was fantastic already. We spent an afternoon bombing up, down, and around the back roads between the automaker’s North American headquarters in Reston, Virginia, and Summit Point Motorsports Park in nearby West Virginia. While the racetrack was our final destination, we had enough fun exploiting the GTI’s playful nature on the region’s narrow roads. The Golf’s just-right size, quick steering, and dependable brakes reminded us that it’s a sports car that just so happens to be shaped like a box. But that shape contributes to its greatness, affording an adult-friendly back seat and cargo space that rivals small SUVs.Once we reached Summit Point, we swapped our base-model GTI for a top-of-the-line Autobahn variant. The Autobahn replaces the lesser trim’s passive dampers with adaptive units and ditches the all-season tires for grippier summer rubber. During our three laps around the course’s 1.7-mile Jefferson Circuit, we appreciated the brake pedal’s resilient firmness. The dual-clutch gearbox also let us keep both hands on the wheel and the four-pot on boil. There is still room for improvement, though. The GTI’s mediocre steering feedback made us miss the Honda Civic Si’s more communicative tiller. The dampers, despite being in their stiffest setting, couldn’t stop the hatch from listing around the track’s 14 corners. Still, you won’t have this much fun in any similarly priced SUV, and the GTI will reward amateur hotshoes on any given weekend.
The Refresh Makes Amends To make up for killing the manual (probably), Volkswagen fixed one of the worst things about the pre-facelift eighth-gen GTI: the steering wheel. What was wrong with it? Let’s just say the touch controls were triggering—as in, their awkward placement easily triggered unwanted changes to the audio system or the heated steering wheel. The return to user-friendly buttons is a much-appreciated improvement and proof that VW is following through on its promise to replace the universally maligned capacitive controls.The jury is still out on the GTI’s new infotainment system, which it shares with the VW Atlas and the Microbus-like ID.Buzz. The new 12.9-inch touchscreen is considerably larger than before and has bigger icons that are easier to operate. Overall, it’s a better interface that’s more responsive. That said, we still wish for a tried-and-true volume knob instead of those silly sliders. The same goes for the climate controls, but at least those are all illuminated now. The introduction of ChatGPT voice recognition might appeal to younger buyers, but some of us aren’t super psyched about AI adoption, mostly because it feels like Big Brother is riding shotgun. (And, you know, the whole writing-pays-our-bills thing.)Even with all its new features, the 2025 Golf GTI’s prices are barely higher than before. The entry-level S starts at $33,670, the mid-level SE at $38,645, and the fully loaded Autobahn opens at $42,105. Since the GTI is built in Wolfsburg, Germany, it’s subject to the United States’ current 25 percent import tariff. That could eventually cause prices to rise, but Volkswagen says it isn’t raising prices until at least the end of May. With the updated GTI arriving at Volkswagen dealers any day now, that gives prospective buyers at least a few weeks to get in while the getting is good.While we’re sad that VW’s legendary hot hatch has lost its manual transmission, this love story has not yet reached the end of the road. The GTI remains one of the best-driving bangs for your buck, no matter what your feet are doing.SpecificationsSpecifications
2025 Volkswagen Golf GTI
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback
PRICE

Base: S, $33,670; SE, $38,645; Autobahn, $42,105
ENGINE

turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection
Displacement: 121 in3, 1984 cm3
Power: 241 hp @ 6500 rpm
Torque: 273 lb-ft @ 1600 rpm
TRANSMISSION

7-speed dual-clutch automatic
DIMENSIONS

Wheelbase: 103.6 in
Length: 168.9 in
Width: 70.4 in
Height: 57.7 in
Passenger Volume, F/R: 51/41 ft3
Cargo Volume, Behind F/R: 35/20 ft3
Curb Weight (C/D est): 3250 lb
PERFORMANCE (C/D EST)

60 mph: 5.5 sec
100 mph: 13.3 sec
1/4-Mile: 14.0 sec
Top Speed: 130 mph
EPA FUEL ECONOMY

Combined/City/Highway: 27/24/32 mpgEric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si.
Source: caranddriver.com