Volkswagen’s GTI always draws praise and plaudits from the fanboy crowd and enthusiasts. And VW has won more respect for keeping the GTI in its U.S. lineup even as it drops the base Golf.
For 2022, the redesigned GTI, riding on VW’s acclaimed MQB platform, features a mildly retuned version of the outgoing car’s turbocharged 2.0-liter direct-injection four-cylinder engine. The motor is now rated at 241 hp, up 13 hp over the 2020 GTI. Two transmissions are available: a six-speed manual and an optional seven-speed, dual-clutch automatic.
The latest GTI is built in Germany, whereas the previous version was assembled in Mexico. It is available only as a four-door since the previous two-door model wasn’t as popular.
We’ve collected some reviews from the automotive media.
“”he GTI is positively sublime in the switchbacks. Adaptive dampers eliminate any hint of body roll without making the ride so stiff as to be annoying, and the mode switch also adds a nice bit of weight to the electric power steering. Combined with the aforementioned limited-slip diff, the new GTI is noticeably more agile while cornering. The seventh-gen car was no slouch while carving through California canyons, but the new car is simply more eager to dive into hairpins and offers better traction on corner exit. Honestly, the new GTI is closer to last-gen Golf R levels of on-road excitement.
“Yet, when it’s time to chill, rolling in Comfort almost feels like a different car entirely. The stiff damping ceding to a smoothness that dispatches annoying bumps and jostles with very little movement transferring to the occupants; over Michigan potholes and California highway expansion joints, the GTI is a doll. Cabin isolation feels a step above its predecessor, too. In fact, the whole shebang feels significantly more adult without losing sight of the GTI’s inherent playful nature. If there’s one formula that we’re happy to see over and over again with little adjustment, it’s this one.”
— Andrew Krok and Steven Ewing, Roadshow by CNET
“”lthough the GTI is easy to master, it’s never boring. The variable-ratio rack quickens the farther you turn off-center and goes from lock to lock in only 1.9 turns of the steering wheel. The upper spokes on that thick-rimmed wheel have capacitive buttons for various controls. Start hustling the car and you’ll find your hands sweating, not because of the work, but because your palm accidentally switched on the heated steering wheel. Turn-in response is natural and builds confidence in the front-end grip. To help toss itself into and through a turn, the GTI will drag the inside rear brake, but the real joy comes when you roll into the throttle on corner exit.
“The GTI’s handling and ability to put the power down are so impressive that you’re left giggling like a fool. Credit the electronically controlled limited-slip differential for pulling this front-driver out of corners with supernatural zeal. Selecting Sport mode increases the enthusiasm with which the differential locks up its clutch pack. All you have to do is stomp the accelerator and let the diff and brake-based torque vectoring figure out the rest. The GTI surges out of bends with unbelievable ambition and confidence. Limited-slip diffs on front-drive cars can create unwanted tugs and noise at the steering wheel as load shifts from one side to the other, but the GTI’s allows the car to maintain its path without drama and without disturbing steering precision or feel. You’re left in awe of its magic.”
— Tony Quiroga, Car and Driver
“A GTI isn’t really about its highway comfort and technological goo-gaws, is it? The Mk8 really comes into its own when the road gets curvier, particularly with that Sport mode sharpening the throttle, adding more steering weight, and cranking the piped-in engine sounds up to 11. The Mk8 and its driver are much happier in a setting such as the twisty Ortega Highway than on the interstate, thanks to that firm suspension and sassy go-pedal. The DSG transmission — one of the best such gearboxes in the business — offers up crackling redline gear changes or ready downshifts as appropriate, and hoorah! A manual will still be available.
“Set up for sporty driving, the heavy steering is decently communicative, offering an only mildly filtered picture of what’s going on under the front tires. As such, we never felt as though we were close to the GTI’s limits, even at speeds that might charitably be described as extra-legal. There’s also a notable lack of body roll, and roll-off oversteer easily counteracts any slight balance issues the front-drive layout suggests. In fact, the Volkswagen is probably more nimble in that regard than the outgoing Mk7, which was sometimes prone to mild understeer at speed.”
— Brett T. Evans, motor1.com
“”he 2022 GTI is significantly spruced-up over the existing car. The MacPherson-strut front suspension’s wishbone bushings, bump stops, and springs are revised and tweaked, along with the software associated with the optional adjustable dampers. All this is carried by an aluminum subframe that shaves 6.6 pounds over the old setup. It was purloined from the prior GTI Clubsport S, a scorching hot hatch that was briefly the FWD record-holder around the ‘Ring.
“Around back, the multilink rear suspension is refreshed, too. More software updates and reworked springs, helper springs, wheel mounts, damper bearings, and wishbone bushings keep it all in line. A note on those aforementioned spring rates; they’re five percent stiffer in the front and 15 percent stiffer in the rear.
“Elsewhere, the software for the electric-assisted steering has been re-coded for sharper turn-in when you want it and lighter effort when you don’t. A new brake master cylinder modulates pressure based on driving style and environment: softer and more progressive around town in Comfort mode and a stiff, early bite when you’re caning it.”
— Conner Golden, Motor Trend
“”ouchscreens aren’t for everyone and the redundancy option is voice control, which works reasonably well in the Volkswagen Golf GTi.
“There is a range of different instrument cluster views, which you can toggle through via the steering wheel, and the multimedia screen controls the rest of the car’s functions.
“There’s a short, stubby little transmission lever, paddle shifters behind the steering wheel, aluminum pedal covers and sports seats with integrated headrests that feel both firm and supportive.
“The interior accommodates both a pair of cupholders and an inductive charging pad for smartphones, and full-sized drink bottles can be comfortably slotted into the door pockets if even more hydration is needed.
“The Volkswagen Golf GTi is not the fastest hot hatch in the business.
“It’s not even the fastest hot hatch at Volkswagen, with the Golf R on its way down the Mk8 pipe as well.
“It refuses to be dragged into a go-fast war with its rivals and instead holds the warm-hatch line steadfastly.
“The philosophy of the Golf GTi was never to be the fastest. It was always just to be faster, without using any Golf versatility, and it remains that way today.
“It is superbly usable every day.
“It rides well, it looks upmarket compared to a stock Golf, but not flashy.
“It makes the dull life interesting, and the interesting roads entertaining.
“It’s a ridiculous step forward over the Mk 7 Golf GTi.
“And it’s still a fun-loving adult.”
— Michael Taylor, Forbes