The first-generation Mk1 Golf was first presented in 1974, and was originally known as the Rabbit in the US. The hotted-up GTI version followed in 1976, and has since become one of the most iconic names in hot hatches.
The seventh-generation car went on sale in Europe in 2013, but didn’t reach our shores until 2015. The Mk7 Golf was the first car in the US to use the new MQB platform, which allowed it to be both slightly larger than the Mk6 and slightly lighter. My best friend owned this 2015 GTI S from 2018 until trading it for a BMW M340i earlier this year, and it held up extremely well after 120,000 miles of hard driving.
On the outside, the styling is boxier and more angular than the Mk6 as well as the new Mk8. Personally, I think the Mk7 still remains one of the best-looking renditions of the GTI. Being a 10-year-old design at this point, it’s aging rather well in my eyes. With the age and mileage, you’d expect some rock chips or door dings, and those are present here too. The only weird wear item is the plastic grille trim peeling badly on either side.
Hopping inside, it’s more of the same angular design and great durability. The plaid cloth seats wore well, even with the large side and bottom bolsters being a constant touch point getting in and out. The cloth-covered center console shows the most wear, but the ratchet mechanism of the lid still worked perfectly. As with most German cars, the buttons and switchgear retain their quality and satisfying clicks.
My only real complaint in the cabin was the tiny infotainment screen with its lack of backup camera. For whatever reason, 2015 GTIs regardless of trim level got a smaller screen than 2016 and up. Backup cameras didn’t become mandated standard equipment in the US until 2017. On the flip side, the gauge cluster LCD display was colored, unlike my newer Golf Alltrack.
As expected, the GTI was excellent to drive. Sure, all GTIs ride fairly stiff, but the steering is good and understeer is fairly limited. This particular car was tuned by Unitronic for the majority of its life, and therefore produced an extra 90 horsepower and torque compared to stock. Even with stickier summer tires, the GTI always had trouble putting its extra power down through the front wheels. Wheel hop was always extremely noticeable under full throttle, though in perfect conditions it still managed a 5.2 second 0-60 time. An aftermarket DSG transmission tune would also have been a welcome addition.
Even with the tune, the car was flawless reliability-wise. The fuel door locking mechanism failed once, and shortly after filming, the water pump needed to be replaced, but no major issues were looming at 120,000 miles. The only major maintenance costs were oil changes, tires, brakes, and DSG fluid services — nothing out of the ordinary.
It’s also worth mentioning that this car was fitted with an aftermarket trailer hitch and used to tow on occasion. 2,000 pounds of trailer and golf cart were handled as if they weren’t even there, and had no effect on reliability either.
My 100,000 mile Alltrack fared similarly on the dependability front, and a quick look at forums shows that the Mk7 Golf has been extremely solid overall. When you consider that seventh-gen GTIs are readily available for under $15,000 these days (plus $600 for a tune), it’s not difficult to view them as the best fun daily driver for the money.
| Vehicle Tested | 2015 Volkswagen Golf GTI S |
| Color | Reflex Silver / Titan Black Cloth |
| Drivetrain | 2.0L turbocharged I4 / 6-spd dual-clutch / Front wheel drive |
| HP / Torque | 220 horsepower / 258 lb-ft (stock) 310 horsepower / 350 lb-ft (tuned) |
| Curb Weight | 3,780 lbs (est.) |
| 0-60 mph | 5.9 seconds (stock) 5.2 seconds (tuned) |
| EPA Fuel Econ | 25 city / 33 highway / 28 combined |
| MSRP | $27,000 (est.) |
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