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The Hindu
5 days ago
- Automotive
- The Hindu
Volkswagen Golf GTI first drive review: The hot hatch we have been waiting for
There are few cars that evoke the kind of cult-like enthusiasm the Volkswagen Golf GTI commands. It is a name that needs no introduction — synonymous with hot hatch performance, razor-sharp dynamics, and everyday usability wrapped in a practical shell. And now, after years of anticipation, the Golf GTI is finally making its way to Indian shores. I had the privilege of experiencing this icon at the NATRAX facility in Indore — India's high-speed proving ground — and let me tell you, the Golf GTI did not disappoint. Let us start with the numbers, because they set the tone for what the GTI is capable of. Under the hood is a 2.0-litre TSI turbo-petrol engine that churns out 265 PS and 370 Nm of torque. This power is sent to the front wheels via a 7-speed DSG transmission that has been tuned for lightning-quick gear shifts. On paper, it does the 0-100 km/h sprint in just 5.9 seconds, and out on the NATRAX's 11-kilometre high-speed loop, I clocked an exhilarating 267 km/h — yes, that is the electronically limited top speed. But the GTI is not just about outright pace. It is about how it delivers that speed. The throttle response is immediate, and in Sport mode (which I stayed in for most of the drive, naturally), the car transforms into a beast. Tap the accelerator and the GTI surges forward with an urgency that is borderline addictive. The exhaust note gets throatier, burbling and popping just enough to remind you this is not your average hatchback. One of the standout characteristics of the Golf GTI is its chassis dynamics. The Mk8.5 facelift brings sharper steering and a more refined suspension setup. At speed, the car feels glued to the tarmac. The steering is beautifully weighted, precise, and gives you a constant read of what the front wheels are up to. Turn the wheel and the car responds like it is hard-wired to your brain — point it in any direction and it follows through with surgical precision. Even at triple-digit speeds, there is a level of composure that is almost uncanny for a front-wheel-drive car. The GTI's front differential, electronic stability control systems, and dynamic chassis control all work in tandem to keep the car flat and stable through high-speed corners. The Mk8.5 version of the Golf GTI does not scream for attention, and that is what makes it so appealing. The design is an evolution of the GTI legacy — clean lines, a wide stance, a sharp LED light bar that stretches across the front, and red accents that hint at the performance lurking within. It is mature, but purposeful. A hot hatch that does not need to shout to be noticed. At the rear, the dual exhaust tips and subtle diffuser add just the right amount of aggression. The signature GTI badging and distinctive alloy wheels complete the package. It is a design that stays true to its roots while still looking contemporary in 2025. Step inside, and the GTI surprises with its level of sophistication. The cabin is well put together with premium material, and sporty touches — like the heavily bolstered seats, flat-bottom steering wheel, and red stitching — remind you that you are in something special. Space is generous for a hatchback. There is ample headroom and legroom for both front and rear passengers, and the boot is large enough to handle weekend getaways. But it is the tech that stands out — there is a large touchscreen infotainment system with connected car features and a fully digital instrument cluster that can be customised with drive data, navigation, and more. Add to that multiple USB-C ports and wireless charging, and the GTI feels every bit the modern daily driver. The Golf GTI might be a purist's machine, but Volkswagen has not compromised on safety. It comes loaded with Level 2 ADAS features — 20 of them, to be precise — including adaptive cruise control, lane keeping assist, forward collision warning, automatic emergency braking, and more. This ensures that the GTI is not just thrilling on the track, but also safe and intelligent in everyday scenarios. The car's braking performance is impressive. Whether it is a gentle slow-down or a full-blown panic stop from high speeds, the GTI's brakes inspire complete confidence. To be fair, no car is perfect, and the GTI does come with a few quirks. The ride, while not uncomfortable, is on the stiffer side —understandable given its performance orientation. Ground clearance might also be a concern for our urban speed breakers and less-than-perfect roads. The Volkswagen Golf GTI is a car you buy because you know what it stands for — decades of hot hatch heritage, unmatched driving pleasure, and a community that spans generations and geographies. Driving the GTI at NATRAX was more than just a test — it was an experience that reaffirmed why this car is so loved across the world. Now that it is finally coming to India, the GTI is set to carve out a niche for those who value driving above all else. It is not for everyone—and that is exactly what makes it special. It is a car you buy because you want it, not because you need it. And once you drive it, you will know exactly why. The Volkswagen Golf GTI is prices at ₹52.99L Motorscribes, in association with The Hindu, brings you the latest in cars and bikes. Follow them on Instagram on @motorscribes
NZ Autocar
7 days ago
- Automotive
- NZ Autocar
2025 Skoda Kodiaq Selection TDI Review
The Skoda Kodiaq is the brand's most versatile machine, as SUVs tend to be. Named after a big bear, it has AWD to go further, seats for up to seven people and more than enough amenities to keep the modern, mobile family happy. And this top-spec diesel has the means to tow as well, rated to haul up to 2.5 tonnes. Well, most of it really. This is the second generation of the Kodiaq, with new styling, revised chassis and powertrains and a redesigned interior packing more stuff. The range starts at $54,990 for the TSI 110kW. This has just the five seats, and the 110kW/250Nm 1.4T (8.3L/100km 189g/km) sends its power to the front wheels alone. The other Skoda Kodiaq option is the TDI Selection for $74,990. This features a 142kW/400Nm 2.0-litre TDI and AWD. Despite being 1.7sec quicker to 100km/h (8.0sec), it's rated at 6.0L/100km while the CO2 figure is 170g/km. There are no hybrid options if you're wondering, the plug-in deemed too expensive for local consumption. And the TDI lacks any electrification bits. Another model is coming, the RS, with its 195kW/400Nm 2.0-litre TSI engine, sports styling and adaptive suspension. Both existing models pack the usual active safety features along with a centre air bag, a full length curtain and side bags in the rear and a five-star ANCAP rating. The speed limit warning you can permanently turn off and there's a shortcut button to help quickly disable the lane assist function if you find that annoying. Apparently there is a driver monitor but we heard nothing from it (probably because we are a model of attention behind the wheel…). The only aspect we found annoying? The Kodiaq will fight your attempts to change lanes if the blind spot monitoring system deems other vehicles are too close, even though there's heaps of room to squeeze in. While diesel used to be prominent in all areas of the market, it's now quite rare in something lacking a full chassis. This one is okay though, quiet and refined, and returns good fuel consumption numbers. While the stated average is 6.0L/100km we saw 7.5 during our week spent largely charging about the city. The 2.0 TDI pulls well from 1800rpm, though occasionally there is some lag time if it gets stuck trying to pull away from way down low. The idle/stop system can also cause the odd moment of inaction at the roundabout. But the diesel is strong in the midrange while the seven-speed twin-clutch is good at keeping it in the 2000-3000rpm band for optimal pull. The general ride is family friendly but leans more towards controlling than pampering. Its suspenders are a bit clunky when entering driveways and watch those speed bumps as they can test the travel, sometimes topping out. There were a few creaks from the cabin also when traversing the bumps. It's nice that you don't have to fluff about with multiple drive modes here; it's a family wagon, after all. Yet there is an S mode for the trans to stir things along when you're late for the game. The Skoda Kodiaq is a tame bear in the turns, the torque vectoring using the brakes to subdue the understeer. And this keeps it on line nicely. The steering is light and fast enough (2.5 turns) with a manageable turning circle. The side mirrors are good too, though the surround view camera imaging is not clear enough. Its new gear selector is now on the column for easy operation (twist forward for D and back for R) and that gives you more room on the console to stash your bits. The cabin has been rethought and is full of clever things, being a Skoda. The storage improves, there's now space for two phone chargers and you can configure the console to have either two cup holders or four. And you can also close everything off thanks to twin sliding covers. Beneath the large screen are the controls for the heater, a trio of rotating knobs allowing you to adjust the temperature or turn your seat heater up more easily. With the middle switch, you can rotate between ventilation direction, fan speed and audio volume. And then you have the big touch screen, which is bright, quick enough and reasonably well ordered. There is the 'Hi Laura' voice control too but she's not the smartest assistant you'll come across. This new model feels more premium inside with added soft spots about the place and little details like the cross-stitched seams. The seats are comfy too with the right amount of adjustment. You'd not call the Skoda Kodiaq compact, yet it fits inside the dimensions of other large seven seaters like Sorento, Santa Fe and Highlander, which are over 4.8m long and 1.9m wide. And the CX-90 and EV9 are huge at over 5m long and closing in on 2m wide. So Kodiaq is that little bit easier to wield about town but then it doesn't offer quite as much seating space as those larger types. There's okay leg room in the second row, though those unlucky enough to be piggy in the middle will rue the large transmission tunnel protruding from the floor. One of Skoda's clever features is a console caddy plonked on top of said tunnel. However, it's likely to be smashed to pieces as kids clamber across the cabin to get in and out. They can also fiddle with the temperature controls for the third zone of A/C and they'll like the integrated tablet holders on the backs of the front seats. A couple of USB plugs will keep those devices topped up too. Or they could read a book to pass the time. There is more than just a token amount of boot space left over with the rear seats in situ, at 490L. So there should be plenty of room for the four-legged dependent, the one that actually listens. Access to the third row is okay for the smaller folk but it's still a bit tight in the rear of the Kodiaq for adults. It's a 5 + 2 sort of configuration so kids fit fine but those with longer legs will find it cramped. There is more than just a token amount of boot space left over with the rear seats in situ, Skoda rating the space at 490L. So there should be plenty of room for the four-legged dependent, the one that actually listens. It's easy enough to raise and lower the third row too, while levers help drop the spring-loaded second row. It folds flat for your longer items. In five-seater mode, the hold measures up at a claimed 845L. The space is wide and long but the floor is set high. In the 110kW model, the five seater, there's even more luggage capacity, measuring up at 910L. While this has the 'virtual pedal' feature – gesture opening of tailgate by dangling your foot under the bumper – it can be tricky to initiate, and then it can also start closing on you while you're still loading up the groceries. At this price, you could opt for the entry-level Santa Fe Active with an inferior spec but a superior hybrid powertrain (unless you favour towing). Kia offers either a petrol parallel hybrid or diesel engine for similar money and spec in the Sorento. This also sports a bit more space. Highlander is a more expensive option, as is the Mazda CX-80. So Kodiaq has many rivals but might find favour for those who want a slightly smaller but still practical and competent seven seater, one with a more Euro slant when it comes to its powertrain and styling. Skoda Kodiaq Selection TDI 142kW$74,990 / 6.8L/100km / 170g/km 0-100 km/h 8.41s 80-120 km/h 5.85s (164m) 100-0 km/h 35.15m Speedo error 97 at an indicated 100km/h Ambient cabin noise 71.6dB@100km/h Engine 1968cc / IL4 / T / DI Max power 142kW@3500-4200rpm Max torque 400Nm@1750-3250rpm Drivetrain 7-speed twin-clutch / AWD Front suspension Mac strut / swaybar Rear suspension Multilink / swaybar Turning circle 12m (2.5 turns) Front brakes Ventilated discs Rear brakes Discs Stability systems ABS, ESP, TV Safety AEB, ACC, BSM, LDW, RCTA, ALK, AHB Tyre size 235/50R19 Wheelbase 2791mm L/W/H 4758 / 1864 / 1678mm Track f-1586mm r-1576mm Fuel capacity 58L Luggage capacity 490/845/2035L Tow rating 750kg (2500kg) Service intervals 12 months / 15,000km Warranty 5yrs / 150,000 km ANCAP rating ★★★★★ (2025) Weight (claimed) 1925kg
The Citizen
24-05-2025
- Automotive
- The Citizen
Road test: Volkswagen Golf 1.4 TSI R-Line + Tiptronic
Nearly eight years have passed since we last road tested an 'entry-level' Volkswagen Golf. The 1.0TSI we tested in our July 2017 issue, not only impressed in isolation' as a four-time Top 12 Best Buys winner, the seventh generation model did so as a range. Introduced in 2012, over its eight-year lifespan the Mk.7 Golf lineup included such models as the 1.0 TSI, 1.4 TSI, 2.0 TSI, 2.0 TDI, GTD, GTI and R. However, owing to South Africa's preference towards the latter two (ours is one of the largest markets for the performance-focused variants) and increasing popularity of the Wolfsburg automaker's T range of crossover and SUVs, the standard Golf derivatives were gradually discontinued in SA. However, shortly after Volkswagen announced the 8.5 generation on the Golf's 50th anniversary in 2024, the firm's local arm confirmed that an 'entry-level' version of its best-selling midsize hatchback will finally return to South Africa in 2025. The standard Golf has always been a CAR-favourite owing to its broad breadth of talents, including practical packaging, impressive levels of perceived quality and effortless road manners. A product of evolution, rather than revolution, each generation of Golf we've tested proved a more polished package than the iteration before. So, when the 'entry-level' 8.5 generation (in range-topping, R-Line + level of specification) arrived at our offices for an SA-first road test, we were curious to see whether this has remained the case. Does the 8.5 generation not only retain, but actually elevate the 'Golf-ness' (of being an all-around sophisticated family hatch) for which its predecessors were widely lauded? Related: All of the CAR Magazine Top 12 Best Used Buys for 2025 Whereas European-market 8.5 generation models can be had with a variety of powertrains — including a 1.5-litre TSI, eTSI and eHybrid, a 2.0 TDI and uprated, 195 kW and 245 kW (for the GTI and R, respectively) EA888s — owing to our variable fuel quality, the sole model available here is exclusively powered by Volkswagen's familiar 1.4 TSI engine. The issues surrounding SA's fuel quality mean the eighth-generation GTI and R models soldier on in our market. The 1.4-litre, four-cylinder turbopetrol unit develops 110 kW and 250 N.m of torque, the full complement of which is available in a broad 1 500 to 4 000 r/min swathe of the rev band. It's worth noting that, while the new 1.4 TSI Tiguan features a 7-speed dual-clutch transmission, the Golf's 1.4 TSI sends drive to the front wheels via an 8-speed torque converter. This is again an upshot of our fuel standards and applies to markets with Euro 5 emissions compliance, such as South Africa and Australia. Related: 2025 Toyota GR Yaris Pricing Unearthed The 1.4 TSI is a willing performer. On our test strip, the 1 369 kg Golf completed the 0-100 km/h dash in 8.53 seconds; just three-hundredths of a second slower than Volkswagen's claim. And thanks to its smooth-shifting Tiptronic transmission, it recorded admirable in-gear acceleration times of 2.12, 2.39 and 3.20 seconds between the 60 to 80, 80 to 100 and 100 to 120 km/h increments, respectively. As a result, overtaking on the motorway is a fuss-free affair. However, the Golf impressed most in our stringent 100-0 km/h emergency braking regimen, where it garnered an 'excellent' rating. The test car's 312 mm ventilated fore/310 mm solid aft discs brought it to a halt in a segment-best average time of 2.72 seconds over 36.5 metres. For comparison, that's an improvement of 0.18 seconds over the eighth-generation GTI, which is fitted with larger, 340 mm front discs. Equally noteworthy was the 1.4 TSI unit's fuel consumption. On our standardised fuel route, the Golf returned an average of 6.7 L/100 km; just 0.4 L/100 km more than Volkswagen's claim. In terms of driving manners, the Golf is impressively poised, and its roadholding is genuinely impressive. R-Line models are equipped with 'Progressive' steering as standard. Using a variable-ratio rack, this steering system effortlessly progresses from being finger-twirl light at urban manoeuvring speeds, before becoming weightier and pleasingly direct when pressing on. Fore and aft park distance sensors are included across the lineup, with Life + spec and up gaining a reverse-view camera. Our only gripe with the test car was its ride quality. Even in 'Comfort' driving mode ('Eco', 'Sport' and 'Individual' are also available), the R-Line +'s sportily-tuned MacPherson strut front/multilink rear suspension arrangement is a touch too firm and feels unsettled on anything other than billiard table-smooth surfaces. The standard configuration of the Life models should prove more pliant, however. Unlike several cars we've tested of late, the Golf's active driver assistance systems thankfully aren't intrusive and, save for driver drowsiness monitoring and emergency braking, remain deactivated after switching the car back on. In addition to these safety systems, the range features seven airbags and Isofix child-seat mounting points. Externally, the updates to the 8.5 are very subtle, comprising some mild tweaks to the head- and taillamps, and some new alloy wheel designs. Bar its 18-inch 'Leeds' alloys (the test car was fitted with similar-sized 'York' items), the R-Line + specification is distinguished via an illuminated front VW emblem and Matrix LED headlamps, replete with LED light strip. The update's more prominent changes have instead been applied to the cabin. In keeping with the Golf tradition of beautifully turned-out interiors, the level of perceived quality in the 8.5's cabin is impressive, with plenty of slush-moulded trim and impressive levels of road- and wind-noise suppression. The updated, 12.9-inch touchscreen infotainment system is a particular highlight, being a cinch to navigate, feature-rich and seamlessly connecting with smartphones. While VW's 10-inch Digital Cockpit instrumentation is standard across the range, R-Line + gains electric adjustment for the driver's seat, tri-zone climate control and upgraded ambient lighting. In addition to being solidly built and stylishly executed, the 8.5's interior is also sufficiently roomy for families. Fore and aft occupants are afforded 885 and 808 mm of headroom, respectively, with the latter having 662 mm of kneeroom. The boot offers 256 litres of packing space, which expands to 968 litres when folding down the 60:40-split rear seatbacks. When we first sampled the eighth-generation Golf at its international launch in Portugal for our March 2020 issue, we applauded the standard model for its all-around sophistication. Having finally evaluated an 'entry-level' version of the updated model on local shores, the sentiment remains. And the 8.5 update has only elevated the overall package. The standard Golf is as polished a family hatchback as ever, doing everything expected from it in exemplary fashion. However, though the sportier body kit is eye-catching, owing to the R-Line models' overly firm ride quality and pricing that encroaches on the Tiguan's, we'd argue the less expensive Life derivatives are where money is better spent. Find the full feature in the May 2025 issue of CAR Magazine. Browse thousands of new and used cars here with CARmag. The post Road Test: Volkswagen Golf 1.4 TSI R-Line + Tiptronic appeared first on CAR Magazine.
Fibre2Fashion
21-05-2025
- Business
- Fibre2Fashion
US freight TSI falls 1.1% in March after brief February rebound: BTS
The US freight transportation services index (TSI), based on the amount of freight carried by the for-hire transportation industry, fell by 1.1 per cent month on month (MoM) and rose by 0.4 per cent year on year (YoY) in March this year, falling after a one-month increase, according to the Bureau of Transportation Statistics (BTS). The level of for-hire freight shipments in March measured by the freight TSI (137.0) was 2.6 per cent below the all-time high of 140.6 reached in August 2019. BTS' TSI records began in 2000. The US freight transportation services index, based on the amount of freight carried by the for-hire transportation industry, fell by 1.1 per cent month on month and rose by 0.4 per cent YoY in March, falling after a one-month rise, official data show. The March fall was the second drop in three months and the fourth in seven months, leaving the index 1.7 per cent below its level in August 2024. The February index was revised to 138.5 from 137.9 in last month's release. The freight TSI decreased in March due to seasonally-adjusted decreases in pipeline and trucking, while water, rail carload, rail intermodal and air freight increased. The March freight index decrease was the second decrease in three months and the fourth decrease in seven months, leaving the index 1.7 per cent below its level in August 2024, a BTS release said. The index increased by 4 per cent since August 2021. The March freight TSI exceeded the pandemic low in April 2020 by 10.8 per cent; the index increased MoM in 35 of the 59 months since that low. Fibre2Fashion News Desk (DS)
Top Gear
19-05-2025
- Automotive
- Top Gear
Skoda Kodiaq Price & Specs
Advertisement Title 0-62 CO2 BHP MPG Price 2.0 TSI vRS 4X4 5dr DSG [7 Seat] 6.4s 261.5 £51,445 2.0 TSI 204 SportLine 4X4 5dr DSG [7 Seat] 7.5s 201.2 £46,605 2.0 TSI 204 SE L 4X4 5dr DSG [7 Seat] 7.5s 201.2 £44,105 1.5 TSI e-TEC SportLine 5dr DSG [7 Seat] 9.9s 147.5 £43,605 1.5 TSI iV 204 SportLine 5dr DSG 8.4s 201.2 £47,080 1.5 TSI e-TEC SE L 5dr DSG [7 Seat] 9.9s 147.5 £41,105 1.5 TSI iV 204 SE L 5dr DSG 8.4s 201.2 £44,580 1.5 TSI e-TEC SE 5dr DSG [7 Seat] 9.9s 147.5 £38,405 1.5 TSI iV 204 SE 5dr DSG 8.4s 201.2 £41,880 1.5 TSI e-TEC SE 5dr DSG 9.7s 147.5 £37,545 You might like
