Volkswagen Golf GTI review
by Richard Dredge (30 March 2009)
The first time you set eyes on a Mk6 GTI you'll know it's no common-or-garden Volkswagen Golf, but the chances are you won't be entirely sure why. That certainly appeared to be the case as I was driving the new car on its international launch this week; the car generated a surprising number of glances from onlookers, who could tell it was something new and a bit special, but not exactly what.
It's all down to the subtle details, of course; you'll find no lairy bodykits or lurid paint jobs here. Instead there are twin exhausts, a mesh grille and very discreet black plastic extensions to the sills, along with a deeper front airdam, integral rear spoiler, bigger rear bumper and telephone dial-alloys reminiscent of those fitted to the Mk5 GTi. Add all these up and they give the car presence without asking for a fight.
The good news continues inside the GTI, with an interior that's typically VW in its design, layout and choice of materials. That means it's all a bit black – including the headlining – but somehow it would feel a bit of a let-down if it wasn't. After all, Germans don't do light and airy; they leave that to the French.
There's a bespoke instrument pack and alloy pedals, but it's the multifunction steering wheel that impresses the most thanks to its beautiful design. Chunky, flat-bottomed and laden with interesting features, it reminds me of a girl I once knew – especially when you factor in its tactile qualities. Or maybe I'm just getting sentimental here.
If it all seems somewhat predictable so far, things continue in the same vein when it comes to the car's performance and dynamics. Look at the figures and the GTI trails Ford's cheaper Focus ST (never mind the Focus RS), but the raw numbers don't do the Golf justice. The fact that the top speed has climbed to 149mph (up 3mph) while the 0-62mph time has been cut to just 6.9 seconds tells only part of the story.
It's the overall driving experience that makes the new GTI so desirable – even more so than its predecessor. Without comparing the two cars back to back, I reckon the new one offers a bit less feedback through the steering wheel, but that may simply be my memory playing tricks on me. Other than that, it's great news all the way.
The ride is superb for such a sporty small hatch, poor surfaces being dismissed without fuss. My test car came shod with 18" wheels wearing 225/40 rubber, while the standard car's alloys measure just 17". Despite such low-profile tyres, the ride isn't in the least bit crashy or jarring, yet the body control is also excellent; you can really chuck the Golf around and it just copes with whatever you throw at it.
One of the changes to the Mk6 compared with the Mk5 is the fitment of adjustable suspension, with Comfort and Sport settings offered, along with a standard option somewhere in between. The system is called Adaptive Chassis Control, and it connects the suspension with the steering and throttle. That's the theory, anyway, but I couldn't tell much difference between the various settings – which isn't necessarily such a bad thing, because whatever setting you choose, it all works brilliantly.
The 208bhp turbocharged four-pot at the heart of the new GTI is a fresh unit that's unrelated to the Mk5's apparently identical powerplant. With a virtually flat torque curve that peaks at 207lb/ft, the power delivery is surprisingly linear for a blown engine, although things get really fruity once you've got 3000rpm on the dial. Explore the upper reaches of the rev range and there really are rich pickings; the exhaust note hardens and you feel the full force of that torque output. Overtaking dawdlers is a doddle.
GTI buyers can choose between manual or DSG six-speed transmissions, with the split predicted to be even. Having sampled each, I'd say both are excellent – and with the DSG costing an extra £1300, it's debatable whether it really is that good. However, my co-driver didn't get on too well with the close gate of the manual box, and he wasn't the only one.
The Mk6 GTI will be moving among us from May 22, with cars ready for ordering now. You'll need at least £22,410 to buy the entry-level three-door manual car, while the range-topping five-door DSG model weighs in at £24,300. Those aren't insignicant sums for a car of this size, but then this is no ordinary small family car.
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