2025 Volkswagen GTI Review – Staying On Mission

(Full disclosure: Volkswagen flew me to Virginia and housed and fed me so I could drive the 2025 GTI. The company also gave us track time with the GTI at Summit Point Motorsports Park in West Virginia.)

At first glance, the GTI doesn’t look super different – it’s facelifted but not fully redesigned. The outside changes include a new front bumper, new grille, and new headlights, including a red character line. The front VW logo is now illuminated, and there’s now a mechanical adaptive front-lighting system. Two new colors are available, and Autobahn-trim cars get a new 19-inch wheel design that harkens back to the Mk.5-generation Golf.

Inside, there’s a new 12.9-inch infotainment screen, navigation is now standard, Apple CarPlay and Android Auto are now standard, and satellite radio is also now standard. A one-year free trial to use in-car AI is included, too. The cabin now gets touch sliders for volume and temperature control.

Some haptic touch has been dialed back – the steering wheel has push-button controls. There’s a new cooled wireless phone-charging pad, and SE models can be purchased with red-accented SoulBlack ArtVelours seats that nod towards Europe’s ClubSport model.

The EA888 2.0-liter turbo four remains underhood, pumping out 241 horsepower and 273 lb-ft of torque. Bye-bye manual – hashtags and a solid North American take rate weren’t enough to save it from underwhelming demand in Europe. So you’re going to have a seven-speed DSG automatic whether you like it or not. At least it has launch control.

The EPA has rated fuel economy at 24 mpg city, 32 mpg highway, and 27 mpg combined.

VW has kept the GTI on the MQB platform, and an electronic differential lock is standard. So, too, is an electronically-controlled, torque-sensing limited-slip differential. DCC adaptive damping is standard on the Autobahn trim.

There are four drive modes – Comfort, Sport, Eco, and Custom. You can tell the ESC system to reduce interventions on the track – or even eliminate them completely.

Most of the IQ.Drive advanced driver-assist systems carryover. Those include travel assist, front assist, active blind-spot monitoring, rear traffic-alert, lane assist, adaptive cruise control with stop and go, and emergency assist. Park distance control is standard and a head-up display is available.

There are a couple new ADAS features for 2025 – dynamic road-sign recognition is now standard across the trim walk, and light assist is now standard on the SE. Autobahns get park assist plus with throttle control.

The GTI has long been known as a fun hot hatch that can generate grins on the back roads and attack the track while also being docile enough for the daily slog. I am happy to report that that hasn’t changed, even if the lack of a manual takes some of the fun and driver involvement out of the equation.

Keep the car in Comfort mode, and it feels like a grocery getter with verve and unusually sharp handling, plus a pleasant exhaust note. Select Sport, and it tightens up further when it comes to cornering, the exhaust gets a bit louder, and the car feels even livelier. All this without paying a penalty in ride.

There are, of course, flaws. Wind noise from the A-pillar is a tad loud, though I had the radio off – music might drown it out. The sliders for temp control and volume are annoying. Yes, you can use the steering-wheel for some of these controls, but that’s beside the point – please stop overcomplicating this stuff.

The rear seat is not very friendly to adults, especially if the front seats are slid all the way back. The interior materials are a bit hard to the touch. Oh, and while the large center screen is easy to see/read, certain functions require too much menu-diving, which is frustrating when in motion.

Cargo space with the rear seats up was fine for a large backpack and other light gear – groceries should fit OK, especially if you’re only shopping for one or two, but Costco runs might require dropping the rear seats.

VW turned us assembled media loose on the Jefferson Circuit at Summit Motorsports Park. This track is a short 1.7-miler that’s more technical than high-speed – a good fit for a sporty compact car. The GTI was, as it has been in the past and as I expected, quite adept at track use, with sharp turn-in and accurate, well-weighted steering that helped to easily adjust the line mid-corner. The Custom setting allowed the driver to dial in a bit of extra damping to tame some bumps that otherwise could upset a chassis at speed.

In theory the GTI should be capable of lift-throttle oversteer, especially in a decreasing-radius corner with a late apex, but yours truly was a tad impatient with the line in the one corner that would best demonstrate this. Instead, I got some happily singing tires and understeer that was easily reined in with a tap of the brakes. Understeer was generally prevalent when I pushed a bit too hard.

Speaking of the binders, they’re firm and progressive. There is some body roll when pushed on track that I didn't feel in more sedate on-road driving.

Yes, the GTI remains a turn-key track car, though true track rats might spring for the wilder all-wheel-drive Golf R. More on that to come.

The GTI has long been positioned as affordable speed, and the pricing starts at $32,445 for the base S. In addition to what I’ve listed above, features on the S include heated front seats and 18-inch wheels. Pop for the SE and you’ll add a sunroof, Harman Kardon audio, and keyless entry and starting, all for $37,420. A $1,300 optional seating package that adds leather seats, power driver’s seat with memory, and cooled front seats.

The Autobahn adds summer rubber, three-zone climate control, leather seats, heated rear seats, and a head-up display. This, plus other previous noted features, for $40,880. Destination is $1,225 across the board.

I am sad to see the manual go – as good as the automatic is, there’s still a level of involvement with a stick-shift that paddle shifters can’t replicate. I also don’t know if the ability to left-foot brake on track is worth the trade-off. That said, the GTI remains a commuter car that can transform into a back-road burner or a weekend track car with little effort and almost no sacrifice. All at a relatively affordable price point.

Maybe the manual will return, though one VW product person suggested I not hold my breath. Perhaps knobs and buttons will return, and sooner. Those gripes aside, I found that the GTI hasn’t forgotten its mission – or how to achieve it.

[Images © 2025 Tim Healey/TTAC.com]

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