Choosing between these two economical, enjoyable automobiles is about more than just power and speed.
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| Subaru BRZ 2022 vs Volkswagen GTI 2022 |
For a few reasons, comparing the 2022 Subaru BRZ and 2022 Volkswagen Golf GTI may not seem like a good idea on the surface. The BRZ has rear-wheel drive, whereas the GTI is front-wheel drive. The Subie has a 228-hp, 2.4-liter horizontally opposed engine that keeps the car's centre of gravity low, while the VW has a more typical (i.e., tall) 241-hp, 2.0-liter turbocharged inline-4 transversely positioned in the bay. The BRZ is a sleek two-door sports coupe, whereas the GTI is a five-door hatchback that's larger, broader, and 260 pounds heavier—a almost 10% increase in mass.
What is the connection between these vehicles? It's simple: entry-level performance. If you consider yourself a driving enthusiast and are searching for a new car that is more than a little fun but won't break the budget, sport compacts such as the BRZ and GTI are a good place to start.
We'd also put the BRZ's RWD Toyota relative, the GR86, the FWD Honda Civic Si and Hyundai Veloster N, and the AWD Subaru WRX in this price range. The way our top-of-the-line Subaru and Volkswagen test vehicles are configured here, there's a significant price difference—something to bear in mind when we compare these two canyon carvers.
Which is faster?
Our 2022 BRZ was the $29,745 Limited trim, but Subaru also offers a $1,500 less expensive Premium variant. The 2022 GTI we drove was the Autobahn model, which starts at $38,990 and is part of a portfolio that also includes the $30,540 S and $35,290 SE variants.
In terms of acceleration, these automobiles are quite equally matched, with the Subaru having the tiniest advantage: The BRZ reached 60 mph from a stop 0.2 second faster than the GTI. The Subaru had a 0.3-second edge in the quarter mile, but both cars were locked at 99.8 mph. Even with less power, the lighter BRZ outruns the GTI. But that's from the ground up. What if the automobiles are already on the move? The GTI came out on top in our 45-65 mph passing test. The turbo GTI's 273 lb-ft of torque, compared to the BRZ's 184 lb-ft, gives it an advantage on the road.
The 2022 BRZ's relative svelteness (it weighs 2,822 pounds vs the GTI's 3,082 pounds) and low centre of gravity help it achieve a 0.93 g average on the skidpad, but it's just 0.01 g better than the GTI. In our figure-eight test, which assesses a car's ability to change directions, brake, and accelerate, the GTI gains a modest advantage, with the Subaru behind the VW by 0.2 second and 0.01 g.
Time to Drive
Aside from having differing drive wheels, power outputs, and curb weights, each of these cars has an own personality—the Subie is more fun, whereas the GTI like to get down to business. The new BRZ's enhanced power output is a significant upgrade over its predecessor, and it provides excellent clutch feel and a shifter that's as positive and pleasant as ever, making spinning its flat-four to 7,000 rpm even more enjoyable. The BRZ's steering is light and accurate, and the chassis wants to spin in a way that recalls another entertaining RWD two-door from the past, the Honda S2000.
The BRZ's improved Michelin Pilot Sport 4 tyres deserve some of the credit for the quick turn-in. The vehicle is brimming with eagerness—it never wants to bite you, only give violent handling delights.
The new GTI is also more powerful than before, and although the extra oomph and meaty torque curve are appreciated, the long-travel clutch pedal, less direct-feeling shifter, and longer throws are not. The hot hatch has sharp turn-in, and the suspension does an excellent job of reducing body roll in corners, while the optional Pirelli P Zero rubber provides enough of traction. Both of our small competitors have brakes that provide a strong, predictable pedal feel and consistently good stopping power. Unfortunately for the VW, it has a fairly rough ride over broken road surfaces, especially when the chassis is set to Sport mode. Meanwhile, the BRZ has drawbacks like as wind and road noise in the cabin, severe vibrations at idling, and a very tight cockpit.
Interior Perspectives
Of course, the tiny cockpit is primarily owing to the BRZ's layout as a classic sports car. So, if you want to drive this car every day and regularly have one (or more) other people with you, it's certainly not the best option. The front seats are cramped, albeit bolstered, and the two rear seats (rather than three like the GTI) are only appropriate for little travellers at best. But it makes the most of what it has, and the black Alcantara-wrapped steering wheel and upholstery help make even the most boring travels feel more exciting. The Subaru's new, customisable 7.0-inch digital dashboard with lap timer provides a current performance tech touch as well.
Nonetheless, the Subaru's overall appearance lacks the character that the GTI possesses in abundance. The typical plaid fabric seats in the VW are still a unique aesthetic, and they're also incredibly comfy. A hexagonal concept is applied on trim pieces throughout the cabin, lending a digital sense to our Autobahn model's ample screen real estate. Material quality is superb, and the GTI naturally has more amenities and room, especially in the back, where it provides air conditioning vents, USB connections, and three bags on the front seat backs.
Then there's the GTI's capacitive controls, which are simply awful. The primary menu shortcuts are positioned down on the dash, far away from the touchscreen, and the steering wheel controls are readily triggered during aggressive driving. The temperature and volume controls, which are located where you may rest your palm while working the central display, behave similarly. It's all too fussy and unintuitive. On the positive side, the GTI's digital gauge cluster has a significantly larger 10.3-inch screen, and the visuals are at least appealing throughout.
Despite its increased bulk, the GTI achieves superior fuel efficiency, and the VW advantages in terms of operating expenses by not being compelled to use premium gasoline, as the BRZ does. Those savings may be applied to the GTI's sticker price premium, which is a not-insignificant nine grand in this comparison of top trims.
So, which is the best?
The BRZ is a true sports vehicle with true sports car chops that meets our desire to be a racer. It's also reasonably priced. However, it is little and inconvenient. While the exterior was redesigned for 2022, the majority of the inside still appears like the first-generation vehicle, albeit with superior materials and technology. Even if you're just sitting in the car at idle, it seems rougher and less polished than other cars.
Those will be selling elements for many consumers, and they would be wise to pick the BRZ—a it's fantastic car. It's a primitive machine that once made sense to us, but who we are today loves comfort and room, and the Subaru delivers only limited amounts of both.
In the real world, where most people require only one car to do everything, the 2022 Golf GTI makes more sense. In this two-car showdown, we'd put up with the vexing infotainment interface in return for extra space to spread out and transport more than one passenger or baggage. The GTI is nearly as much pleasure to drive as the BRZ, and while our test car's pricing may appear high, virtually all of its deliciousness is built into the cheaper grades. You could even take the GTI to track days with a few friends if you wanted to. It's the only one of these cars that can do both, and that's what sets it above the competition.
2nd Place: Subaru BRZ 2022
Pros
- Handling with levity
- Excellent clutch and shifter feel
- Affordably priced membership in the sports-car club
Cons
- Space is limited.
- Roughness is not for everyone.
- The interior is mediocre and does not enhance the experience.
Verdict: Sings a one-note melody, but what a melody it is.
2022 is the winning year. Golf GTI by Volkswagen
Pros
- A powerful engine with a lot of torque
- The hatchback body is functional.
- Beautiful, well-appointed interior
Cons
- The touch-capacitive controls must be removed immediately.
- In Sport mode, the ride becomes flinty.
- For a small, top trim price is exorbitant.
Verdict: Slightly less exciting than the BRZ but significantly more utilitarian, it may be the ideal car if you can only have one.
| POWERTRAIN/CHASSIS | 2022 Subaru BRZ (Limited) SPECIFICATIONS | 2022 Volkswagen Golf GTI (Autobahn) SPECIFICATIONS |
| DRIVETRAIN LAYOUT | Front-engine, RWD | Front-engine, FWD |
| ENGINE TYPE | Port- and direct-injected DOHC 16-valve flat-4, alum block/heads | Turbo direct-injected DOHC 16-valve I-4, iron block/alum head |
| DISPLACEMENT | 2,387 cc/145.7 cu in | 1,984 cc/121.1 cu in |
| COMPRESSION RATIO | 12.5:1 | 9.6:1 |
| POWER (SAE NET) | 228 hp @ 7,000 rpm | 241 hp @ 6,500 rpm |
| TORQUE (SAE NET) | 184 lb-ft @ 3,700 rpm | 273 lb-ft @ 4,000 rpm |
| REDLINE | 7,600 rpm | 6,500 rpm |
| WEIGHT TO POWER | 12.4 lb/hp | 12.8 lb/hp |
| TRANSMISSION | 6-speed manual | 6-speed manual |
| AXLE/FINAL-DRIVE RATIO | 4.10:1/3.14:1 | 3.45:1/2.51:1 |
| SUSPENSION, FRONT; REAR | Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar | Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar |
| STEERING RATIO | 13.5:1 | 9.50-14.1:1 |
| TURNS LOCK-TO-LOCK | 2.5 | 1.9 |
| BRAKES, F; R | 11.6-in vented disc; 11.4-in vented disc | 13.4-in vented disc; 12.2-in vented disc |
| WHEELS | 7.5 x 18-in cast aluminum | 8.0 x 19-in cast aluminum |
| TIRES | 215/40R18 85Y Michelin Pilot Sport 4 | 235/35R19 91Y Pirelli P Zero |
| DIMENSIONS | ||
| WHEELBASE | 101.4 in | 103.6 in |
| TRACK, F/R | 59.8/61.0 in | 60.4/59.6 in |
| LENGTH x WIDTH x HEIGHT | 167.9 x 69.9 x 51.6 in | 168.8 x 70.4 x 57.6 in |
| TURNING CIRCLE | 35.4 ft | 35.8 ft |
| CURB WEIGHT (DIST F/R) | 2,822 lb (56/44%) | 3,082 lb (62/38%) |
| SEATING CAPACITY | 4 | 5 |
| HEADROOM, F/R | 37.0/33.5 in | 35.8/38.1 in |
| LEGROOM, F/R | 41.5/29.9 in | 41.2/35.0 in |
| SHOULDER ROOM, F/R | 53.6/51.7 in | 55.9/53.9 in |
| CARGO VOLUME | 6.3 cu ft | 34.5/19.9 cu ft |
| TEST DATA | ||
| ACCELERATION TO MPH | ||
| 0-30 | 2.0 sec | 2.5 sec |
| 0-40 | 3.2 | 3.9 |
| 0-50 | 4.5 | 5.0 |
| 0-60 | 5.9 | 6.1 |
| 0-70 | 7.7 | 8.1 |
| 0-80 | 9.7 | 9.7 |
| 0-90 | 12.0 | 11.6 |
| 0-100 | 14.4 | 14.7 |
| PASSING, 45-65 MPH | 3.0 | 2.4 |
| QUARTER MILE | 14.3 sec @ 99.8 mph | 14.6 sec @ 99.8 mph |
| BRAKING, 60-0 MPH | 107 ft | 120 ft |
| LATERAL ACCELERATION | 0.93 g (avg) | 0.92 g (avg) |
| MT FIGURE EIGHT | 25.7 sec @ 0.71 g (avg) | 25.5 sec @ 0.72 g (avg) |
| TOP-GEAR REVS @ 60 MPH | 2,600 rpm | 2,000 rpm |
| CONSUMER INFO | ||
| BASE PRICE | $31,455 | $38,990 |
| PRICE AS TESTED | $31,455 | $38,990 |
| AIRBAGS | 7: Dual front, front side, f/r curtain, driver knee | 6: Dual front, front side, f/r curtain |
| BASIC WARRANTY | 3 yrs/36,000 miles | 6 yrs/72,000 miles |
| POWERTRAIN WARRANTY | 5 yrs/60,000 miles | 6 yrs/72,000 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 | 20/27/22 mpg | 24/34/28 mpg |
| RECOMMENDED FUEL | Unleaded premium | Unleaded regular |
| ON SALE | Now | Winter 2021 |
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