Volkswagen Golf GTD 2010 Review

Volkswagen Golf GTD

What we liked
>> Strong performance with sparing economy
>> Sporty yet practical five-seat interior
>> Exemplary Golf looks and drivability

Not so much
>> Front-heavy dynamics
>> Price point between 103TDI and GTI
>> Some option pricing

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 2.5/5.0

About our ratings

OVERVIEW
-- more diesel power for Golf VI
The GTD brings more brawn to the latest Golf Mk VI range. It combines performance levels closer to the highly revered champion of the family, the Golf GTI, with fuel economy akin to the strong-selling Golf 103TDI -- until now the range-topping diesel model.

Sporting touches, including revised sports suspension, larger diameter alloy wheels and decorative trim enhancements both inside and out, differentiate the otherwise subtle athletic model from the remainder of the line-up.

PRICE AND EQUIPMENT
-- Priced to entice or niche delish?
Available exclusively in five-door guise, the new Golf GTD is priced at $39,390 for the manual model and $41,790 for the self-shifting DSG (twin-clutch automated manual), but it's not just a case of big engine, same car.

The GTD adds a subtle but stylish new front that's suitably sporty without being garish. The red lines of GTI are replaced with GTD-specific chrome strips, bordering a black honeycomb grille with 'GTD' badge set to the driver's side. The 'stacked' horizontal lines of the fascia, itself representative of Volkswagen's now-familiar new family face, also housing standard front fog lamps with chrome surrounds.

In profile, the GTD is much the same as its standard siblings with the exception of a new side sill incorporating a matte black insert. Stylish 17-inch 'Seattle' alloy wheels come as standard (18-inch 'Vancouver' alloys are optional at $1200), while at the rear, a colour-coded bumper with black diffuser and rear spoiler differentiate the sporty oiler from its conventional counterparts. Unlike the GTI's split twin pipes, the GTD features paired exhaust outlets positioned on the left-hand side.

Inside, the GTD is well equipped in standard guise with subdued new 'Jacky' grey tartan cloth trim in lieu of the GTI's 'Interlagos' orange. Grey and silver highlights abound, with a three-spoke flat-bottom leather steering wheel (again with GTD badging) featuring remote controls for audio and MFD systems plus paddle shifts on DSG models. Figure hugging yet comfy sports seats are also added.

The usual mod-cons are all included throughout with Golf GTD including dual-zone climate control, cruise control, single CD tuner, trip computer, electric heated mirrors, power windows and tilt/reach steering column as standard issue.

Optionally, a long list of extras makes customising the new Golf GTD to your own tastes an enticing, but somewhat expensive proposition. Extras such as an electric tilt/slide sunroof, leather upholstery and satellite navigation are all available -- plus plenty more... But be warned, ticking all the boxes will see the GTD get dangerously close to the $57K-plus LCT threshold.

MECHANICAL
-- GTD covers more space with more pace
The front-wheel drive Golf GTD is powered by an inline DOHC four-cylinder turbodiesel of 1968cc capacity. Utilising the latest Bosch-sourced common-rail fuel injection system and variable vane turbocharging, the high-output diesel unit delivers an impressive 125kW of power at 4200rpm, and peak torque of 350Nm across a rather narrow but effective torque curve -- 1750-2500rpm.

With purposeful pull available at just off idle, turbo lag is, at worst, negligible. 

Mated to a choice of slick-shifting six-speed manual or six-speed dual-clutch (DSG) transmissions, the Golf GTD can accelerate from rest to 100km/h in 8.1 seconds in both formats. Fuel consumption in combined-cycle testing is just 5.5 and 5.8L/100km for each transmission (man/auto) respectively, while CO2 output also varies between specification at 145 and 152g/km.

Drive is sent to the front wheels via Volkswagen's electronically controlled differential featuring EDL (electronic differential lock) with XDL (extended differential lock) function. The system ensures torque is sent to the outside wheel during cornering to eliminate free spin of the inside wheel and provide a more positive drive with almost no understeer or torque steer -- both typical characteristics of high-torque front wheel drive cars.

Steering is of rack and pinion arrangement with electro-mechanical assistance with a turning circle of 10.9m.

Riding 15mm lower than regular Golf, the GTD sits on MacPherson struts up front and a coil-sprung four-link independent arrangement at the rear.

Electronically controlled dampers are also available as an option (at $1500) in Volkswagen's 'Adaptive Chassis Control' program. The system allows the driver to select between three modes (Comfort, Normal and Sport) using a button located on the centre console. The system monitors damping settings up to 1000 times per second for optimum road feel.

Braking comes courtesy of GTI-specification disc brakes all 'round, the larger diameter stoppers measuring 312mm at the front and 253mm at the rear. The brake system is assisted by ABS, brake assist, and electronic brakeforce distribution and, on DSG models, hill start assist.

Measuring in at 4199mm in length, 1785mm in width and 1479mm in length the Golf GTD shares the same dimensions as other diesel-powered models in the range, also riding on the same 2574mm wheelbase. The GTD weighs in at1360kg (tare) for manual models and 1380kg for the DSG with towing possible up to 1300kg (braked).

PACKAGING

Like most German engineered cars, the Golf places a lot of emphasis on ergonomics and driver comfort. The GTD boasts a driving position that is both comfortable and commanding with excellent all-round visibility and easy reach access to all vital controls, switch gear and ancillary functions.

The sports steering wheel fits glove-to-hand with recesses and thumb rests ideally placed. Seating bolsters too provide adequate support without sacrificing comfort or ease of entry and egress while clear, concise gauges and general lack of clutter makes offer a sensible instrument panel that is easily read at a glance.

Large door pockets and a deep (chilled) glove box counter the lack of space available in the centre console bin while six cup holders mean enough refreshments can be carried to outlast the longer cruising range offered from Golf's 55-litre fuel tank (over 1000km is possible from a single fill).

The centre stack offers HVAC and audio system controls in an easy-to-navigate layout while cruise control, wipers and indicators are controlled from column stalks leaving the headlamp switch and auxiliary controls (such as fog lamps, panel dimming and height adjustment) to a separate panel located on the lower right-hand side of the dash.

Electric mirror and window functions are placed on the driver's door to free up space in the centre console for a couple of cup holders, which of course include the trademark VW bottle opener.

SAFETY
-- Five-door practicality, five-star safety
The GTD's safety features are unaltered from the remainder of the Golf range, the five-door model scoring seven airbags (dual front, side, curtain and driver's knee), ABS brakes, stability and traction control, electronic brakeforce distribution and emergency brake assist as standard. DSG models add hill start assist.

All seating positions feature head restraints and three-point inertia reel seatbelts with the front pews adding pyrotechnic pre-tensioners. The three rear seats are also fitted with child seat anchor points.

As an option, and in addition to the Adaptive Chassis Control mentioned earlier, the Golf GTD is also available with optional bi-xenon headlamps with cornering function for a greater spread of light on dark, winding roads (active bending headlamps are available for $2000).

For the sum of all its parts, the new Volkswagen Golf range, including the new GTD, sees it earn a five-star Euro NCAP safety rating.

COMPETITORS

The BMW 1 Series is a good place to start -- the 123d very close on the specification count -- but with its higher entry price and small back seat, meeting the 'family ask' could be a challenge, especially where teenage kids are concerned.

Similarly, offerings from Alfa Romeo and Fiat could fill the void where space is concerned, but again struggle to offer the same level of kit for coin.

So that leaves a couple of French offerings, which like the Italians are again lower on performance, or Sweden's revised Volvo C30, which misses out on the middle seat (four seats only). Perhaps Golf's niche position could work in its favour after all.

ON THE ROAD
-- Big grip, no slip
The launch program saw us depart from just east of Hobart's snow-capped Mt Wellington through the colonial country towns and stone cottages of post-convict era south-east Tasmania.

Leaving Richmond, the picturesque east coast road is occasionally punctuated with more open, fast flowing sections of snaking black top, contrasting sweetly against the steeper, winding passes of the north-east hills, their roads flanked by trees ablaze with late-autumn colour.

The extended drive, finishing in the comparatively bustling Launceston, saw us encounter roads shared with heavily laden log trucks, their impact on the road surface seemingly determined to pick flaws in GTD's sports suspension. But, try as it might, inferior roads were no match for the GTD's suspension arrangement, which in our instance was unassisted by ACC. The car remained tenacious in grip and comfortable throughout the three-hour journey, proving an ideal compromise between comfort and grip.

Push a little harder over mid-corner lumps and bumps and GTD will try to push the front end (understeer) against the electronic diff, but it's more a sensation of the additional torque the diesel-powered engine provides testing the limits of Volkswagen's XDS differential (compared to the petrol-engined GTI) as opposed to any added inertia (both the GTD and GTI weighing in at an identical 1360kg).

Steering feedback inspires confidence, the well-weighted wheel precise in action and linear of feel under load. Likewise, the brake pedal is progressive, almost firm, allowing perfect control. The larger diameter of the GTI-spec brake discs evident in their performance under heavy application.

Perhaps the most curious element of the Golf GTD comes not in its performance or handling, not even in its exceptional fuel economy (my co-drive and I tallying an average of 7.7L/100km despite our warm pace), but in the aural character of this terrific little engine. The relatively free-revving nature and crisp induction noise of this engine give it a more petrol-like sound with no tractor-like rattle at the lights or asthmatic top-end note generally associated with diesel engines.

The Golf GTD is a great all rounder, and, if you can keep a level-head come options time, a viable option against the sportier, petrol-powered GTI.

Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at www.carsales.mobi