Free Price Quote From a Local Dealer View Special Offers No Obligation, Fast & Simple Free New Car Quote Change Car GO The 2013 Motor Trend Car of the Year is one of the quickest American four-doors ever built. It drives like a sports car, eager and agile and instantly responsive. But it’s also as smoothly effortless as a Rolls-Royce, can carry almost as much stuff as a Chevy Equinox, and is more efficient than a Toyota Prius.
Oh, and it’ll sashay up to the valet at a luxury hotel like a supermodel working a Paris catwalk. By any measure, the Tesla Model S is a truly remarkable automobile, perhaps the most accomplished all-new luxury car since the original Lexus LS 400. That’s why it’s our 2013 Car of the Year. Wait. No mention of the astonishing inflection point the Model S represents — that this is the first COTY winner in the 64-year history of the award not powered by an internal combustion engine? Sure, the Tesla‘s electric powertrain delivers the driving characteristics and packaging solutions that make the Model S stand out against many of its internal combustion engine peers.
But it’s only a part of the story. At its core, the Tesla Model S is simply a damned good car you happen to plug in to refuel. Engineering ExcellenceTesla claims it has 250 patents covering the Model S, and more pending. The body is light, thanks to its all-aluminum construction, yet strong and stiff. The front and rear suspension are also mostly aluminum. At the rear are extruded rear suspension links that provide the strength of forgings at much lower cost, while up front are hollow-cast front knuckles that weigh 25 percent less than a conventional knuckle of similar strength.
The electric motor sits between the rear wheels, contributing greatly to the 47/53-percent front/rear weight distribution. The motor is an AC-induction type, the basic principles of which were demonstrated in the 1880s by Nikola Tesla himself, and it doesn’t need expensive rare earth metals. Tesla offers three lithium-ion battery packs for the Model S — 40-kW-hr, 60-kW-hr, and 85-kW-hr — that are claimed to provide ranges of 140, 200, and 265 miles, respectively.
The base 85-kW-hr powertrain delivers a stout 362 hp and 325 lb-ft of torque, while the performance version makes 416 hp and 443 lb-ft.The battery packs are assembled at Tesla’s plant in Fremont, California, using Panasonic cells with nickel-cobalt-aluminum cathodes. Situated under the floor, the battery pack is a stressed member that further improves torsional rigidity, and helps lower the car’s center of gravity to just 17.
5 inches, about the same as a Ford GT’s. Advancement in DesignRefreshingly, Tesla designer Franz von Holzhausen resisted the temptation to make the Model S look different for the sake of being different to call attention to the fact it has an electric motor. Former GM design boss Wayne Cherry, a consultant judge this year, summed up the exterior design theme of the Model S as “somewhat safe and conservative,” but noted the beautifully executed design-enhancing proportions, the excellent stance and gesture, and the harmony and grace of its lines.
His only criticism? “The front end is a missed opportunity to establish brand identity.” The Model S takes advantage of the packaging opportunities afforded by the compact EV powertrain. The cabin is roomy, though the raked roofline impinges on rear-seat headroom. With no engine up front, the “hood” covers a useful luggage space, and the rear hatch opens to a cavernous load area that gets even bigger when you fold the rear seats flat.
Total load capacity is 63.4 cubic feet, not that far shy of the 63.7 cubic-feet in a Chevy Equinox, and despite its rakish looks, the Model S is the first hatchback in the world to offer third-row seating. A number of the interior design solutions need more polish. However, all judges were impressed with the Tesla’s unique user interface, courtesy of the giant touch screen in the center of the car that controls everything from the air-conditioning to the nav system to the sound system to the car’s steering, suspension, and brake regeneration settings.
The system means the Model S interior is virtually button-free, and the car has been effectively future-proofed: More functionality is only a software update away. EfficiencyWhatever what you use — gasoline, electricity, hamsters in a wheel — making a vehicle move requires the consumption of energy. The laws of physics are immutable. The question is, how efficiently can it be done? In the case of the Tesla Model S, the answer is very.
The best energy consumption figure we’ve returned is 118 mpg-e for a 212-mile run from the eastern fringe of the Los Angeles sprawl to Las Vegas, Nevada. For the 313 miles of road loops during the COTY evaluation, where the car was driven at normal speeds by all the judges with the air-conditioning running, it averaged 74.5 mpg-e. Impressive numbers, especially considering the 4766-pound Tesla Model S Signature Performance version will nail 60 mph in 4.
0 seconds and the quarter in 12.4 seconds at 112.5 mph, with a top speed of 133 mph. SafetyIn terms of active safety, the Tesla Model S is at the top of the class. With all the car’s mass down low and between the wheels, the Model S is a very stable platform, and the electric motor’s instant torque means the car is quick and responsive in traffic and during overtaking moves. The stability control and anti-lock braking systems are calibrated to the unique instant-on torque and regenerative braking characteristics of an EV.
When a crash does happen, the usual complement of passive safety devices, including an array of airbags, kick into play. Beyond that, clever engineering such as the double octagon extrusions front and rear, and the immensely strong roof structure, is working to protect you. Tesla claims the Model S outperforms federal crash standards, having been impact-tested at 50 mph (the mandatory standard is 35 mph) and exceeding the roof crush requirement by a factor of 2.
ValueWith a base price of $58,570 (before a federal tax credit of $7500), the 40-kW-hr Model S is competitive with entry-level Mercedes-Benz E-Class, BMW 5 Series, and Audi A6. A loaded 85-kW-hr Signature Performance series, like the $106,900 (before tax credit) car Tesla founder Elon Musk drives, is priced right on BMW M5 and the Mercedes CLS63 AMG — cars of similar performance, remember. Tesla buyers likely don’t need to watch their pennies, but the calculation’s worth doing all the same: At an average of 74.
5 mpg-e, the Model S costs about 6 cents a mile to run, based on California’s 13 cents per kW-hr. Performance of Intended FunctionThe Tesla Model S nails the formula established by the German brands that currently dominate the midsize luxury sedan sector. It’s fast and great to drive. It’s well-equipped and high-tech. It won’t look out of place rolling up the drive of a leafy country club or at the curb of a hip hotel.
It’s a credible alternative to a Mercedes, BMW, or Audi for someone who lives in metroplexes such as Los Angeles, New York, Chicago, and Atlanta. We’ve covered more than 1400 miles in cars equipped with the 85-kW-hr battery pack, and can confirm that version of the Model S will easily handle 200 miles of mixed city, suburban, and freeway driving without any hypermiling techniques. For the typical daily diet of commuting and short trips (the average American drives about 40 miles a day), the Model S is a compelling proposition.
The mere fact the Tesla Model S exists at all is a testament to innovation and entrepreneurship, the very qualities that once made the American automobile industry the largest, richest, and most powerful in the world. That the 11 judges unanimously voted the first vehicle designed from the wheels up by a fledgling automaker the 2013 Motor Trend Car of the Year should be cause for celebration. America can still make things.
Great things. Supercharge It!: Long-distance driving in the Model SBy: Kim Reynolds Even with its remarkable, 85-kW-hr battery, the Model S’ EPA-certified 265-mile range is about 100 miles short of spanning California’s two biggest cities. And if you can’t manage that, how would you ever get to New York? To answer that, Tesla recently unveiled the first five of what it calls its Supercharger stations along routes connecting L.
A. to Las Vegas and San Francisco, and S.F. to Reno. (A sixth is located at SpaceX’s Hawthorne factory.) These Superchargers are veritable electron fire hoses, delivering DC energy directly into the battery at rates up to 80 kW, bypassing the on-board 10-kW (or optional 20-kW) inverter(s), and gaining 150 to 160 miles in range in 30 minutes. As Tesla says, stops on long drives often take that long anyway, if you use the bathroom, stretch, and grab a snack.
Moreover, charging will be partially sun-powered — the stations’ roofs are covered with Musk’s Solar City photovoltaic cells, but don’t worry, you can recharge at night — and it’s permanently free to Model S owners with the 85 kW-hr battery, and 60 kW-hr cars with supercharging capability. As Musk says, as long as you bring enough sandwiches and drinks, you could drive across the country without your wallet.
Tesla predicts 100 stations nationwide by 2015. At the stations’ unveiling, Musk compared them in importance to SpaceX’s docking with the International Space Station. That could turn out to be an underestimation. 2013 Tesla Model S (85); SP85 POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Rear-motor, RWD MOTOR TYPE AC induction BATTERY TYPE 85 kW-hr lithium-ion POWER (SAE NET) 362 hp @ 6000 rpm; 416 hp @ 5000 rpm TORQUE (SAE NET) 325 lb-ft @ 0 rpm; 443 lb-ft @ 0 rpm REDLINE 16,000 rpm WEIGHT TO POWER 12.
9; 11.4 lb/hp TRANSMISSION 1-speed automatic AXLE/FINAL-DRIVE RATIO 9.73:1/9.73:1 SUSPENSION, FRONT; REAR Control arms, air springs, anti-roll bar; multilink, air springs, anti-roll bar STEERING RATIO 13.0:1 TURNS LOCK-TO-LOCK 2.3 BRAKES, F;R 14.0-in vented disc; 14.4-in vented disc, ABS WHEELS 8.0 x 19; 8.5 x 21-in, cast aluminum TIRES 245/45R19 98V Goodyear Eagle RS-A2; 245/35R21 96Y Continental Extreme Contact DW Tuned DIMENSIONS WHEELBASE 116.
5 in TRACK, F/R 65.4/66.9 in LENGTH x WIDTH x HEIGHT 196.0 x 77.3 x 56.5 in TURNING CIRCLE 37.0 ft CURB WEIGHT 4681; 4749 lb WEIGHT DIST, F/R 47/53% SEATING CAPACITY 5 HEADROOM, F/R 38.8/35.3 in LEGROOM, F/R 42.7/35.4 in SHOULDER ROOM, F/R 57.7/55.0 in CARGO VOL, F/R/seats folded 5.3/26.3/58.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.3; 1.7 sec 0-40 3.1; 2.4 0-50 4.0; 3.1 0-60 5.0; 4.0 0-70 6.1; 5.
0 0-80 7.4; 6.3 0-90 8.9; 7.7 0-100 10.8; 9.5 PASSING, 45-65 MPH 1.9; 1.7 QUARTER MILE 13.2 sec @ 110.9 mph; 12.4 sec @ 112.5 mph BRAKING, 60-0 MPH 124; 113 ft LATERAL ACCELERATION 0.87; 0.89 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.76 g (avg); 25.6 sec @ 0.77 g (avg) TOP-GEAR REVS @ 60 MPH 7350 rpm CONSUMER INFO BASE PRICE $78,950; $107,350* PRICE AS TESTED $84,050; $107,350* STABILITY/TRACTION CONTROL Yes/yes AIRBAGS Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 mi POWERTRAIN WARRANTY 4 yrs/50,000 mi ROADSIDE ASSISTANCE 4 yrs/50,000 mi EPA CITY/HWY ECON 88/90 mpg-e ENERGY CONS, CITY/HWY 38/37 kW-hrs/100 mi MT OBSERVED ECON 74.
5 mpg-e CHARGE TIME, 240 4 hrs (std range)/ 6 hrs (extended) V/80 AMPS 265 mi (extended charge) RANGE est 240 mi (std chg) RECOMMENDED POWER SOURCE 240-volt electricity *Before Tax CreditsSee Also: First Command Financial Planning
An appliance is probably the biggest investments you can ever make. Appliances are normally hefty purchases, and they are a single in the most important areas of your own home. You trust in appliances for every thing from cooking to cleaning, and especially thinking of the amount of money you will be placing forth for it, it only makes sense that you would choose to be sure you take advantage of sensible purchase.
Property appliances can be a term that is employed pretty commonly right now but exactly what does it stand for? Dwelling appliances stand for that mechanical and electrical products and solutions that are applied at your house with the working of the ordinary residence.
Free Price Quote From a Local Dealer View Special Offers No Obligation, Fast & Simple Free New Car Quote Change Car GO It might be hard to believe, but in a four-decade lifespan, Volkswagen’s Golf has only run away with our Golden Calipers once before, in 1985. Also interesting is the fact that the GTI that won our Car of the Year award 30 years ago was deemed our “domestic” COTY at a time when we still categorized imported cars into their own award.
The domestic tag was because the 1985 GTI was constructed at Volkswagen’s now-defunct Pennsylvania plant, which was shuttered three years later. A lot has changed in the intervening years. Volkswagen is once again producing cars in the U.S., and the Volkswagen Golf, including the GTI, is once again our Car of the Year. For 2015, the Golf was a near-unanimous choice among our judges by virtue of its strong performance in each of our six Car of the Year criteria.
Advancement in Design While we admit that the 2015 Golf won’t make the average freeway-goer take much notice, the devil’s in the details. With crisply sculpted bodywork that’s nearly an inch lower, two inches longer, and a half-inch wider than its predecessor’s, the new Golf looks sleeker and sportier than the car it replaces. There are no superfluous lines, no gimmicky details; this makes the Golf one of the few cars in its segment that is able to appeal visually to both younger and more mature demographics.
“Exquisite execution of lines and surface,” said our guest judge in design, Tom Gale. The interior is equally impressive, with refinement and attention to detail apparent everywhere — from the revamped 5.8-inch touchscreen display, to the supportive seats and clear instrumentation, to the cloth-lined door pockets normally found only in higher-end vehicles. We also appreciated classic touches such as the golf-ball-styled shift knob and available tartan upholstery in the GTI.
Read about 2015 Car of the Year Contenders and Finalists here. Efficiency Weight reduction and improved engine efficiency have resulted in fuel economy gains for both the TSI and GTI models with their respective 1.8- and 2.0-liter turbocharged I-4 gas engines. Even more impressive, Volkswagen has also included room in the lineup for diesel and electric versions of the Golf. The Golf TDI and its 2.
0-liter turbo-diesel inline-four return an EPA combined rating of 36 mpg, while the e-Golf has an EPA-estimated range of 83 miles. The best part is that neither car is a penalty box to drive. What the TDI lacks in horsepower it mostly makes up for in torque. While it didn’t feel quite as quick as the TSI, it was no slouch for a C-segment car. No matter which Golf variantwe jumped into, we emergedwith smiles on our faces.
With several electric vehicles present at this year’s COTY event, the e-Golf was lauded for driving and feeling most like a “normal” car. Indeed, it’s tough to distinguish the e-Golf visually from its internal-combustion counterparts, inside or out. We also enjoyed the driving experience. The chassis feels as willing and playful as the other variants, while the electric motor provides an instantaneous 199 lb-ft of torque, rocketing the e-Golf forward.
Best of all, interior and cargo room appear to suffer little thanks to clever battery packaging. Engineering Excellence To preface, a selection of lines from editors’ notebooks: “Feels so incredibly well-built.” “A remarkable degree of refinement for a mainstream, C-segment car.” “Light feeling chassis with tons of grip.” “Rides and feels like a segment above.” The basis for these comments lies in Volkswagen’s new MQB modular front-engine, front-wheel-drive vehicle architecture—a platform that will underpin dozens of new vehicles.
All told, MQB is said to save around 200 pounds over the previous-generation Golf, reductions coming from such a range of places as the body (made of 80 percent high-strength steel for a 51-pound savings), to the seats (15 pounds lighter), to the air-conditioning system (6 pounds lighter). All this despite a larger body that pays dividends in cabin space, especially in the rear seat and cargo areas.
No matter which Golf variant we jumped into, we emerged with smiles on our faces. And while each obviously catered to different priorities, they all share the same solid build quality, taut structure, and remarkable ride that make them feel like a premium vehicle in an entry-level segment. In-cabin noise was minimal in every variant, and even the sportiest Golf, the GTI, refused to beat us up over days of hammering Hyundai Proving Grounds’ unforgiving special surfaces loop.
We were also impressed with the powertrains in our Golf variants — from the TDI’s torquey low-end surge to the GTI’s rev-happy rush, there wasn’t a dud in the group. While the throws could have been a little shorter on the TDI’s six-speed manual gearbox, we adored the GTI’s six-speed action, which really connects driver to car. The TSI’s 1.8-liter turbocharged I-4 must vie for the title of best standard engine in its segment, sharing the same EA888 series design as its GTI sibling.
Moreover, its six-speed torque-converter automatic shifted quick enough to have more than one editor wondering if it were actually a snazzy twin-clutch auto. Performance of Intended Function Every Golf we had on hand was made for a different customer with different priorities. From eco-friendly tech lovers, to fuel misers, to canyon road carvers, to A-to-B commuters, our four variants excelled in their individual ways while still feeling similar.
Better yet, each did this at a price point that belies its premium feel, a major Volkswagen brand goal. A key point of the hatchback is practicality. Such a design maximizes available space in any vehicle, but especially so in smaller ones. Volkswagen’s experience with hatchbacks has benefited the latest Golf with more cargo space than the outgoing model, according to VW, and a real rear seat that fit even our tallest testers comfortably.
We’d venture to say that there’s more apparent cabin space in the Golf than in some midsize sedans. In recent months, we had the opportunity to subject two different 2015 Golf models to in-depth comparison tests. To that end, the 2015 Golf TSI won our entry-level four-door hatchback Big Test, ahead of four of its competitors, including the beloved Mazda3. And the 2015 GTI won our four-way small, sporty car shootout, which included the stout Subaru WRX.
Of course, we haven’t even seen the end of the Mk7 Golf line yet. In 2015, would-be racers will be able to buy a new Golf R with all-wheel drive, a dual-clutch transmission, and nearly 300 horsepower. Luckily, we already tested a European-spec R whose 0-60 run of 4.9 seconds and average lateral acceleration of 0.97 g were reminders of this car’s lofty capabilities. More interested in hauling stuff around? VW will also be launching the longer Golf SportWagen, offering 10 percent more cargo room than the outgoing Jetta SportWagen, giving it the kind of versatility that will rival that of compact crossovers.
A Golf for every driver? Sure seems that way. Safety All 2015 Golf models come standard with six airbags, stability control, and Volkswagen’s automatic post-collision braking system, which activates the brakes after a crash is detected by the airbag sensors to help minimize further damage. Of course, that may not be needed at all if buyers choose the optional Driver Assistance Package, which includes a forward-collision warning system.
That system’s availability, along with ratings of Good in each of the Insurance Institute for Highway Safety’s five crash evals (including the newly standardized small-overlap frontal test), earned it an IIHS Top Safety Pick + rating — the highest possible. The Golf hasn’t been rated by the National Highway Traffic Safety Administration (NHTSA), but it is expected to earn another impressive score.
Value With a base price of $19,815 for the standard Golf S (a limited-offer Launch Edition is $1,000 less), it’s true that the Golf isn’t the cheapest C-segment vehicle available in the U.S. But for that price, buyers get the kind of ride and build quality, engineering proficiency, and design details that go beyond the norm for the entry-level segment. Further, the starting prices of the other variants on hand — $22,815 for a TDI, $25,215 for a GTI, and $36,265 for an e-Golf — represent big bang for the buck.
The overall look and feel of the Golf rivals premium competitors that cost thousands — even tens of thousands — more. We found this to be true even while driving other 2015 Car of the Year contenders. Volkswagen Group probably doesn’t want to hear it, but few of our editors would pay the price premium for an Audi A3 1.8 over a Golf TSI given the relatively small difference in quality and driving experience.
Some would even prefer the Golf’s interior design and roomy cabin to the A3’s if cost were no object. If a trend toward smaller vehicles has shown anything, it’s that buyers want the same tech-laden features, the same build quality, and the same upscale design and feel of their larger cars in their smaller ones. The 2015 Volkswagen Golf is a quality car, a fun car, a grown-up car — a C-segment vehicle that can instill pride of ownership without breaking the bank.
And that’s why it’s the 2015 Motor Trend Car of the Year. 2015 Volkswagen Golf TSI 2015 Volkswagen Golf TDI 2015 Volkswagen Golf GTI 2015 Volkswagen e-Golf BASE PRICE $21,515 $22,815 $25,215 $36,265 PRICE AS TESTED $28,810 $27,010 $28,215 $36,265 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback Front-engine, FWD, 5-pass, 4-door hatchback Front-engine, FWD, 5-pass, 2-door hatchback Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 1.
8L/170-hp/200-lb-ft turbo DOHC 16-valve I-4 2.0L/150-hp/236-lb-ft turbodiesel DOHC 16-valve I-4/6M 2.0L/210-hp/258-lb-ft turbo DOHC 16-valve I-4/6M 115-hp/199-lb-ft AC permanent-magnet electric motor/1A TRANSMISSION 6-speed automatic 6-speed manual 6-speed manual 1-speed automatic CURB WEIGHT (F/R DIST) 3,122 lb (60/40%) 3,184 lb (61/39%) 3,101 lb (60/40%) 3,412 lb (55/45%) WHEELBASE 103.8 in 103.8 in 103.
6 in 103.6 in LENGTH x WIDTH x HEIGHT 167.5 x 70.8 x 57.2 in 167.5 x 70.8 x 57.2 in 168.0 x 70.5 x 56.8 in 168.1 x 70.8 x 57.1 in 0-60 MPH 7.8 sec 9.0 sec 5.9 sec 9.1 sec QUARTER MILE 15.9 sec @ 88.3 mph 17.0 sec @ 83.6 mph 14.5 sec @ 98.3 mph 16.9 sec @ 80.4 mph BRAKING, 60-0 MPH 117 ft 117 ft 107 ft 122 ft LATERAL ACCELERATION 0.86 g (avg) 0.80 g (avg) 0.91 g (avg) 0.83 g (avg) MT FIGURE EIGHT 27.
2 sec @ 0.65 g (avg) 28.3 sec @ 0.59 g (avg) 26.1 sec @ 0.71 g (avg) 27.9 sec @ 0.61 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/36/29 mpg 30/45/36 mpg 25/34/28 mpg 116 mpg-e (comb) ENERGY CONS., CITY/HWY 135/94 kW-hrs/100 miles 126/84 kW-hrs/100 miles 135/99 kW-hrs/100 miles 27/32 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.67 lb/mile 0.63 lb/mile 0.68 lb/mile 0.00 lb/mi (at vehicle) 2015 Volkswagen Golf TSI 2015 Volkswagen Golf TDI POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, FWD ENGINE TYPE Turbocharged I-4, iron block/alum head Turbodiesel I-4, iron block/alum head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 109.
7 cu in/1798cc 120.1 cu in/1968cc COMPRESSION RATIO 9.6:1 16.2:1 POWER (SAE NET) 170 hp @ 4500 rpm 150 hp @ 3500 rpm TORQUE (SAE NET) 200 lb-ft @ 1600 rpm 236 lb-ft @ 1750 rpm REDLINE 6,000 rpm 5,000 rpm WEIGHT TO POWER 18.4 lb/hp 21.2 lb/hp TRANSMISSION 6-speed automatic 6-speed manual AXLE/FINAL-DRIVE RATIO 3.87:1/2.59:1 3.45:1(1,2,3,4); 2.76:1 (5,6,R)/1.99:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; torsion beam, coil springs STEERING RATIO 13.
6:1 13.6:1 TURNS LOCK-TO-LOCK 2.7 2.8 BRAKES, F;R 11.3-in vented disc; 10.7-in disc, ABS 11.3-in vented disc; 10.0-in disc, ABS WHEELS 7.5 x 18-in, cast aluminum 7.0 x 17-in, cast aluminum TIRES 225/40R18 92H M+S Pirelli P Zero Nero All Season 225/45R17 91H M+S Continental ContiProContact DIMENSIONS WHEELBASE 103.8 in 103.8 in TRACK, F/R 61.0/59.8 in 61.0/59.8 in LENGTH x WIDTH x HEIGHT 167.5 x 70.
8 x 57.2 in 167.5 x 70.8 x 57.2 in TURNING CIRCLE 35.8 ft 35.8 ft CURB WEIGHT 3122 lb 3184 lb WEIGHT DIST., F/R 60/40 % 61/39 % SEATING CAPACITY 5 5 HEADROOM, F/R 38.4/38.1 in 38.4/38.1 in LEGROOM, F/R 41.2/35.6 in 41.2/35.6 in SHOULDER ROOM, F/R 55.9/53.9 in 55.9/53.9 in CARGO VOLUME BEH F/R 22.8/52.7 cu ft 22.8/52.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.7 sec 3.3 sec 0-40 4.1 4.7 0-50 5.7 6.
9 0-60 7.8 9.0 0-70 10.1 12.1 0-80 12.9 15.5 0-90 16.6 19.9 0-100 20.9 PASSING, 45-65 MPH 4.1 4.5 QUARTER MILE 15.9 sec @ 88.3 mph 17.0 sec @ 83.6 mph BRAKING, 60-0 MPH 117 ft 117 ft LATERAL ACCELERATION 0.86 g (avg) 0.80 g (avg) MT FIGURE EIGHT 27.2 sec @ 0.65 g (avg) 28.3 sec @ 0.59 g (avg) TOP-GEAR REVS @ 60 MPH 1800 rpm 1650 rpm CONSUMER INFO BASE PRICE $21,515 $22,815 PRICE AS TESTED $28,810 $27,010 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes AIRBAGS Dual front, front side, f/r curtain Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 13.
2 gal 13.2 gal EPA CITY/HWY/COMB ECON 25/36/29 mpg 30/45/36 mpg ENERGY CONS., CITY/HWY 135/94 kW-hrs/100 miles 126/84 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.67 lb/mile 0.63 lb/mile REAL MPG, CITY/HWY/COMB 23/34/27 34/47/39 RECOMMENDED FUEL Unleaded regular Diesel 2015 Volkswagen Golf GTI 2015 Volkswagen e-Golf POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, FWD Front-motor, FWD ENGINE TYPE Turbocharged I-4, iron block/alum head AC permanent-magnet electric motor VALVETRAIN DOHC, 4 valves/cyl – DISPLACEMENT 121.
1 cu in/1984cc – COMPRESSION RATIO 9.6:1 – POWER (SAE NET) 210 hp @ 4500 rpm 115 hp TORQUE (SAE NET) 258 lb-ft @ 1500 rpm 199 lb-ft @ 0 rpm REDLINE 6000 rpm – WEIGHT TO POWER 14.8 lb/hp 29.7 lb/hp TRANSMISSION 6-speed manual 1-speed automatic AXLE/FINAL-DRIVE RATIO 3.24:1 (1,2,3,4); 2.62:1 (5,6 R)/2.38:1 3.61:1/9.75:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar STEERING RATIO 9.
5:1-14.1:1 13.6:1 TURNS LOCK-TO-LOCK 2.2 2.8 BRAKES, F;R 12.3-in vented disc; 10.7-in disc, ABS 11.3-in vented disc; 10.7-in disc, ABS WHEELS 7.5 x 18-in, cast aluminum 6.5 x 16-in, cast aluminum TIRES 225/40R18 92Y Bridgestone Potenza S001 205/55R16 91H M+S Continental ProContact TX DIMENSIONS WHEELBASE 103.6 in 103.6 in TRACK, F/R 60.6/59.7 in 60.8/59.5 in LENGTH x WIDTH x HEIGHT 168.0 x 70.5 x 56.
8 in 168.1 x 70.8 x 57.1 in TURNING CIRCLE 35.8 ft 35.8 ft CURB WEIGHT 3101 lb 3412 lb WEIGHT DIST., F/R 60/40 % 55/45 % SEATING CAPACITY 5 5 HEADROOM, F/R 38.4/38.1 in 38.4/38.1 in LEGROOM, F/R 41.2/35.6 in 41.2/35.6 in SHOULDER ROOM, F/R 55.9/53.9 in 55.9/53.9 in CARGO VOLUME BEH F/R 22.8/52.7 cu ft 22.8/52.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.3 sec 2.8 sec 0-40 3.5 4.3 0-50 4.6 6.4 0-60 5.
9 9.1 0-70 7.8 12.5 0-80 9.7 16.8 0-90 11.9 – 0-100 15.0 – PASSING, 45-65 MPH 2.7 5.4 QUARTER MILE 14.5 sec @ 98.3 mph 16.9 sec @ 80.4 mph BRAKING, 60-0 MPH 107 ft 122 ft LATERAL ACCELERATION 0.91 g (avg) 0.83 g (avg) MT FIGURE EIGHT 26.1 sec @ 0.71 g (avg) 27.9 sec @ 0.61 g (avg) TOP-GEAR REVS @ 60 MPH 2050 rpm 8,200 rpm CONSUMER INFO BASE PRICE $25,215 $36,265 PRICE AS TESTED $28,215 $36,265 STABILITY/TRACTION CONTROL Yes/Yes Yes/yes AIRBAGS Dual front, front side, f/r curtain Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles FUEL CAPACITY 13.
2 gal 0.7 gallon equivalent (24.2 kW-hr) EPA CITY/HWY/COMB ECON 25/34/28 mpg 116 mpg-e (comb) ENERGY CONS., CITY/HWY 135/99 kW-hrs/100 miles 29 kW-hrs/100 mi (comb) CO2 EMISSIONS, COMB 0.68 lb/mile 0.00 lb/mi (at vehicle) REAL MPG, CITY/HWY/COMB – – RECOMMENDED FUEL Unleaded premium 220-volt electricity, 110-volt electricity