Buying a used Volkswagen Golf GTI/R32 (1999-2008)

While the automotive world reeled at the thought that oil might soon run out, Volkswagen responded in 1975 by creating an economical, performance-oriented small car. VW’s Golf GTI was the original ‘hot hatch’ but by the 1990s was being overshadowed by more powerful and advanced models from European and Japanese rivals. In 1999, the model returned to Australia with a new shape and turbocharged 110kW engine, with plenty more to come.

The engine was a turbocharged 1.8-litre shared with a variety of Audi models and producing 110kW. Five-speed manual was the only available GTI transmission and equipment offered in exchange for almost $45,000 included air-bags, ABS, climate-control air-conditioning, an electric sunroof and leather-rim steering wheel.

A year after being introduced and despite the addition of GST, the GTI’s price was slashed by almost $4000 without diminution of its equipment levels.

A year later the cost increased slightly to cover remote central locking and traction control but reductions, accompanied by deletion of the standard sunroof, continued until 2004.

Early in 2005 came a very different variation on the Golf concept. With frontal styling that clearly distanced it from other Golf models (except the related R32) the Generation V GTI had a 2.0-litre turbo engine with 147kW of power, a six-speed manual gearbox or the intriguing DSG ‘dual-clutch’ semi-automatic.

The new body was 80 per cent stiffer in torsional tests than the previous GTI and fully galvanised with a 12 year rust-through guarantee.
Viewed from in front the Golf V was defined by a new grille and black-out panel that split the nose almost to the bottom of its deep air-dam. The new car sat 15mm lower than its predecessor,  on 17-inch alloy wheels with 45-profile tyres.

The penalty of a larger, more rigid and safety-conscious body design was  significant weight gain that saw the Golf now tip the scales at 1336kg.  
VW enthusiasts who survived endemically drab interiors were treated to outstanding new seats with optional leather, a new dash layout with display screens and multiple air-bags. Climate-control air-conditioning, remote central locking, cruise control and a six-stack CD system were all part of a package that, with manual transmission, cost less than $40,000.

Adding the semi-automatic DSG system cost $2300 but leather was almost $3000 and bi-Xenon headlights an outrageous $1890.
A year before the GTI V’s arrival, Australia had seen its first batch of V6-engined R32 Golfs. With 177kW, the R32 had – and needed – all-wheel drive, 18-inch wheels, leather trim and a CD stacker but cost $63,000.

The four-cylinder GTI’s boost in performance and personality could have rendered the R32 redundant but for 2006 VW introduced a revamped version with 184kW plus the latest styling and engineering tweaks. It also managed to cut the price by almost $6000 to an attention-grabbing $57,290 which included DSG transmission.

ON THE ROAD
Comparing a Golf IV and the later, larger V Series is like munching a chunk of cheddar then savouring a slice of camembert.

The 1.8-litre car does its job well enough, with decent performance and enough low-end torque to chirp the tyres when leaving the lights. Manual cars managed sub-nine second times for 0-100km/h and fuel economy was generally around 9.0L/100km.

The beam-axle rear end and stiff suspension ensured the driver was kept well informed about what the wheels were doing but the ride was pitchy and, on rougher roads, uncomfortable for those in the back seat.

Put simply, the Gen V Golf teleported a 1980s design into the 21st Century.

The engine sounds as good as it performs, with a satisfying growl from early in the rev-range. Vibration through the floor-pan reportedly occurs on some surfaces but this could be more related to tyre choice than a design deficiency.

Coming to terms with the DSG transmission’s paddle-shifters takes some time and brain remapping. Decades of darting a hand towards the centre of the car when a downshift becomes necessary needs to be overcome and remembering which paddle is for ‘down’ takes a while, but long-term owners would not swap their DSG cars for a manual.

Once learned, the shifts are second nature and faster than manual mode in Audi’s seven-speed S-Tronic. The car will down-shift with throttle engaged but a lift as the gear is selected will make for smoother transition and less stress on the components. For traffic or simply when dawdling, ignore ‘Sport’ mode and the gearbox will take over.

The electrically-assisted steering has been criticised for some lack of feel but you would need to be punting very hard for it to become apparent. Around town and at allowable back-road speeds, the Golf goes where it’s sent without tyre squeal or, thanks to anti-slip electronics, any discernible torque-steer or wheel-spin.

A completely new multi-link rear suspension gives the Golf V a distinct edge in ride quality over rivals that persevere with torsion-beam geometry.
The braking system is insanely good for a car of this size and price range. Front discs are 312mm and ventilated, the rears solid and 286mm in diameter. ABS is a given and supplemented by Electronic Brake Distribution.   

Straight-line performance isn’t the most startling in its class but a six-speed GTI still bounds to 100km/h from rest in 7.2 seconds and, using the DSG transmission, breaks seven seconds. Mid-range acceleration from 80-120km/h takes an impressive five seconds.  For absolute urge, the Gen. V R32 is your weapon and will lop a further second from those times.

Post-2005 GTI interiors are as impressive as the previous models’ were bland – and that applies to the accommodation for rear passengers as well.  The leather-bound steering wheel with its flattened rim looks and feels stylish and the pedals are far better positioned than in early Golfs. Instrumentation is a minus with smallish secondary gauges and strange speedo calibration.

Although four people can be carried in reasonable comfort, their luggage for more than a weekend away will overwhelm the smallish boot-space. For couples, though, the rear load platform will accommodate most of the wardrobe with ease.

 CHECK POINTS
>> Problems with the DSG automatic transmission manifest under different conditions and for a variety of reasons. Failure to engage gears immediately, savage downshifts in automatic mode and stuttering when reversing are some indications reported. Faults are commonly due to failure of the Mechatronic control unit; wear or warping to one of the clutch plates or a faulty sensor that causes the transmission to incorrectly believe the brakes are still engaged.   
>> Any fluctuation in oil pressure or a ‘check oil’ light is likely due to a sludged filter between the sump and oil pump. Ignoring warnings can starve the engine and turbocharger of oil and lead to serious damage. Cleaning the filter involves sump removal.
>> Some GTIs needed repair early in their lives to leaking fuel lines. This should no longer be an issue but any smell of fuel should be promptly investigated.
>> Wheel bearing failure can occur after 50,000 kilometres. Listen for a hum that becomes intrusive as speed increases.
>> With a fully galvanised body, rust should not be an issue on Series V cars and even earlier ones rarely display body problems unless the body has undergone sub-standard crash repairs.   

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