Volkswagen Golf GTI 2013 Review

That lower level of growth, White contends, was largely attributable to the lack of a GTI in the Golf 7 range. Golf sales, despite the introduction of the more refined Golf 7 earlier this year, have failed to match last year's numbers. At 11,445 sales so far in 2013, Golf hatchback variants (excluding the Cabriolet) are 1246 units down, year on year.

All of this is a very dry, numbers-intensive way of saying that a significant percentage of Volkswagen buyers have been holding off for the advent of the new GTI.

And why not? It's more powerful than before, but also more economical. The new GTI embraces the improved packaging and refinement of the Golf 7, which means any shortcomings evident in the previous (Golf 6) GTI have been largely addressed.

That's the extra you'll pay for the new GTI, over its sixth-generation predecessor. The new prices are: $41,490 for the six-speed manual variant; or $43,990 (+$2500) with the optional six-speed DSG automated twin-clutch manual transmission. Both prices are for the five-door variant. Volkswagen Australia no longer offers a three-door GTI.

Volkswagen Australia argues that there's a lot more value in the new car, to offset the added cost; that extra value encompassing the development costs for the lighter MQB platform and the higher performance EA888 2.0-litre four-cylinder.

In addition, the Golf 7 GTI gains 18-inch alloy wheels in lieu of the 17-inch wheels fitted previously, plus BlueMotion technology for the first time in the GTI application. The fuel-saving technology bundles together auto-start/stop, brake energy recovery and coasting (when DSG id fitted).

Available in just the one level of trim (there is a GTI Performance model headed our way next year), the GTI also features the following items as standard: Seven airbags (including driver's knee); alarm; auto flashing brake lights for emergency situations; stability control; electro-mechanical parking brake with auto-hold function; ISOFIX child restraints, dual-zone climate control; cruise control; and two-stage remote central locking.

The 18-inch alloy wheels are labelled 'Austin' and complement the standard adaptive chassis control. Golf GTI also comes equipped as standard with Driver Fatigue Detection System, front/rear parking sensors, reversing camera, follow-me-home function lighting, electro-chromatic mirror, colour multi-function display with built-in lap timer, rain-sensing wipers and auto-on/off headlights.

An eight-speaker CD audio system is MP3-compatible and streams music via the Bluetooth connection. The head unit also features slots for two SD cards and the system operates through a 5.8-inch touch screen as well as remote control switchgear on the leather-bound multi-function sports steering wheel.

Volkswagen has blessed the new GTI with 380 litres of luggage space and the hot hatch variants gain a little extra legroom, courtesy of a wheelbase stretch of 46mm in the migration from Golf 6 to Golf 7.

In the rear there's enough knee room for adults and plenty of space under the front seat for toes. Head room is also adequate for adults of at least average height. And as you would hope/expect in a car priced at this level there are heating and cooling vents in the rear of the centre console to direct air at the rear-seat passengers.

The front seats walk the line between aggressive contouring and comfort to deliver a blend that's agreeable for touring, but snug enough for sports driving (and track work, within reason). Finding a commanding but comfortable position in the manual variant took a little while longer, due to the high clutch take-up (see ON THE ROAD, below). No major concerns otherwise.

The switchgear on the steering wheel looks busy and takes a little familiarity, but most of the controls are easy to use and follow VW ergonomic design conventions.

The audio volume knob left of the touch screen and the kack-handed indicator stalk betray the Golf's LHD design origins, but current Golf GTI owners (and other Euro hot hatches) will find very little to affront them.

Output has been boosted 7kW to 162 and 70Nm to 350, facilitating the new 0-100km/h time of 6.5 seconds. Yet the new GTI is also more economical, achieving 6.2L/100km (-1.0L/100km) in combined-cycle testing for the manual and 6.6L/100km (-1.5L/100km) for the DSG model.

The improved performance and fuel economy figures are a result of a major make-over for the EA888 turbocharged four-cylinder petrol engine. Displacing 2.0 litres, the revised engine now offers variable valve timing for the exhaust as well as the intake cam. Variable valve timing crosses over to high-lift mode from 3100rpm, courtesy of a solenoid sliding a sleeve with two different cam lobes back and forth over the valve stem.

Fuel delivery is handled by a system comprising both port and direct fuel injection to manage different needs according to load and engine speed. The low-pressure port injectors pump fuel into the engine either together with the direct injectors or separately, according to need. Similarly, direct injection can operate with or without the port injectors. Direct injectors now operate at 200bar, rather than 150 of the previous model. This aids the fuel economy, as do changes to reduce friction for the engine's internals.

Four crankshaft counterweights in lieu eight counterweights of the previous engine reduce rotating mass, and roller bearings replace slipper bearings.

An all-new design, the cylinder-head integrates the exhaust manifold, placing the turbocharger closer to the exhaust ports. Warm-up is faster, helped by a comprehensive thermal management strategy, and turbo lag is reduced – a consequence of an electric wastegate with a high clamping force.

Other technical elements of the GTI that distinguish it from the bread-and-butter Golf include Progressive Steering and Adaptive Chassis Control as standard. The former – variable ratio and electric assistance – reduces turns of the wheel, lock to lock and can variously provide more or less assistance according to speed and driving style.

At parking speeds the assistance level is high and feedback is reduced, but the parameters change as speeds rise. The number of turns lock to lock is reduced by one full turn of the wheel, or from 540 degrees in either direction to 360, putting it another way.

Adaptive Chassis Control can be selected through the infotainment system and provides three damper settings: Normal, Comfort or Sport.

If active safety can be broadly defined as the means to prevent a crash in the first place, then the GTI's high-tech features – the likes of auto flashing brake lights for instance, or City Emergency Brake – are right up there with the car's ‘native’ roadholding, traction, stability and anti-lock braking for keeping driver and passengers out of harm's way.

If a collision has become a fait accompli, it's good to know that the GTI features a driver's knee bag among the seven airbags, ISOFIX child seat anchorage and multi-collision brake.

In the modern era, the Golf GTI is far from those early days, when it had a market niche (largely) to itself. Not all the rivals to the latest GTI are necessarily 'hatches' per se. The Renault Megane RS 265 Cup looks more like a coupe than a hatch, but it does have a lifting tailgate, in spite of its two-door style.

Mazda is about to put its second-generation small car out to pasture – and there's no word yet on and MPS version of the new Mazda3 – but for a few months more there's that option available for those cross-shopping the Golf GTI.

Other cars to consider (and not necessarily in the same league for price, performance or even hatchback-ness) include the Alfa Romeo Giulietta QV, Ford Focus ST, Citroen DS4 DSport, Subaru WRX, Mitsubishi Lancer Ralliart and Volvo V40 T5 R-Design.

But the very first impression of the car was the penetrating engine note from the 2.0-litre four-cylinder turbo engine. With its strong burble dominating at lower speeds and under partial load the latest Golf GTI is like a boom box on the move. At open-road speeds it cruises quietly (although it was tough to assess the new car's NVH on a day of bluster and squall), but the tyres can be noisy on some sections of country road.

The engine's power delivery seems made for the DSG dual-clutch transmission rather than the manual box. Despite its rapid, lag-free response, the engine seems just that little more on the boil when the DSG is handling the gear changes.

Allied with paddles for downshifting, the DSG also provides smooth engine braking at precisely the moment you need it. In my opinion, the DSG lends the driver greater 'control' over proceedings than the driver can typically manage with the manual, unaided by fancy electronics.

This translates to faster in-gear acceleration (although the manual remains the better choice for fast launching), and easier set-up for cornering. There is no doubt that VW has achieved what it set out to do by reducing turbo lag. The engine can be blipped by the driver when double-declutching the manual, and the DSG effects the same result on downshifts.

There's a fairly broad power band, ranging from around 3000-5500rpm, in which the manual variant gives of its best. But whether due to ratios or engine tune, the DSG variant better exploits the performance available right up to redline. According to the tachometer that's supposedly 6000rpm, but the needle will work its way a good 500rpm past that point before the DSG shifts up a gear.  

The manual gear shift is effortless to use, but what seems like a narrow take-up in the clutch pedal requires above-average finesse for smooth shifting. Much as some people hate self-shifting transmissions – and with all the bad press dual-clutch transmissions have generated in recent times – I would still order a Golf GTI with the DSG rather than the manual box...

Ignoring the constant flogging it received, the DSG-equipped GTI posted an average fuel consumption figure of 9.9L/100km across over 400km of Tasmanian country roads.

Now standard with Adaptive Chassis Control, the GTI rides acceptably well even in Sport mode.

In point-to-point motoring – along some very twisty roads – the brakes were strong and dependable and the front-end grip was unimpeachable. Only once, after braking too late for a particularly tight corner did the GTI understeer slightly – and that was manifested more as some tyre scrubbing, rather than anything worse.

Breaking traction on the exit from a corner – even in the worst weather Tassie could throw at us – was a major undertaking. Having that electronically-controlled diff up front was heaven-sent in the more extreme conditions encountered during the drive program. The GTI was surefooted at all times and could get the power to the ground without undue fuss or carry on. Didn't detect any torque steer either...

Progressive Steer is just the thing for combining your love of hard driving with your passion for body building. The steering loads up a lot once the speed rises and corners turn tighter. But for day-to-day driving the steering is pleasantly light and sensibly weighted. Also, there are no discernible thresholds of assistance in between.

All up, the new Golf GTI can take its place among its illustrious predecessors, having moved the game on with significant improvements in packaging and driveability – without breaking the bank.

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