Volkswagen Golf GTI 2009 Review - International

Back then it was to be a limited edition run of just a few thousand cars, now GTI is more than a halo car for the German company's small car range. It's an iconic vehicle for the brand as a whole, and one that has helped forge the reputation of the modern Volkswagen.
 
Accounting for up to 25 per cent of all Golf volume Down Under, it also contributes significantly to Volkswagen Australia's bottom line. Consumers pay a premium for what they believe is the premier hot hatch.
 
The most recent Golf 5 GTI has been a winner for VW internationally since its introduction. Since arriving locally in 2005 it's also been the hot hatch of choice. Thus the new Golf 6 GTI has big shoes to fill when it arrives in Australia in the last quarter of this year.
 
The new GTI builds on the refinement, safety, chassis and powertrain advancements of the cooking model Golf 6s. Like the 'normal' 6, the differences appear subtle but are more substantial under the skin. Faster and fitter than ever before, the good news (for GTI fans and VW Oz) is that on first impressions the new car looks more than capable of throwing a cat amongst the hot hatch pigeons.
 
Though it may not have the sheer horsepower to lead the segment on paper, Volkswagen is determined the new GTI will top the class with a mix of efficiency, refinement, impeccable build quality and all round ability. The company may just be right!
 
 
PRICE AND EQUIPMENT
As the GTI will not go on sale in Australia until the last quarter of 2009, Volkswagen is saying nothing about pricing. It's being tight-lipped on local spec to boot.
 
One thing confirmed is that at launch GTI will only be offered as a five-door. Officially, three-door GTIs are still not a given for Australia, though we'd suggest that they should arrive by mid-2010 at the latest.
 
The question mark over the GTI, therefore, is whether Volkswagen Australia will be able to retain its current pricetag. With no three-door manual model in the launch line-up, the sub-$39K sticker goes out the window. With the cheapest Mk5 GTI five-door currently kicking off at $40,490, we'd be surprised if the new five-door arrives much under the $43,000 mark.
 
The final pricetag will be a reflection of the Australian currency and the final specification upon which VW decides.
 
We'll speculate that the base GTI will arrive, as it does currently, with cloth trim, six-speed manual box and 17-inch alloy wheels as standard. The GTI's trademark Direct Shift Gearbox (DSG) twin-clutch gearbox -- still also a six-speeder) will be optional.
 
The new GTI will definitely get seven airbags (as do all Golf 6s), manual sport seats, central locking and cruise and climate control plus all the normal interior (and exterior) trim upgrades that set the hot Golf apart from its lesser brethren.
 
The launch GTIs featured a special GTI-spec version of VW's Dynamic Chassis Control (DCC) system. Fettled by no less than F1 and sportscar legend, Hans-Joachim Stuck, DCC features adaptive damping and offers the choice of Normal, Comfort and Sport modes. An option in Europe, DCC could yet be fitted to GTI as standard equipment Down Under -- the decision is still to be made Volkswagen Australia officials say.
 
Standard, however, will be XDS. Called an 'electronic transverse differential lock' by Volkswagen, XDS is actually a brake differential system that takes place of the mechanical limited slip differentials fitted in hot hatches like the Megane RS and special MINI Cooper S models. Using the brakes to apportion drive (the diff itself is 'open'), the system also 'communicates' with the GTI's standard stability control system.
 
As much as we think Volkswagen is stretching the friendship calling XDS a locking differential (it isn't!), the system certainly seems to work as advertised.
 
VW says XDS endows the GTI with manners that are "significantly more precise and neutral" -- an opinion we'd endorse after sampling the tight and twisty roads near St Tropez. The company also states XDS produces characteristics which it says drivers perceive "more like the handling characteristics of a car with all-wheel drive than those of front-wheel drive".
 
Like the other 6s, a much wider range of optional convenience equipment will be offered on the new GTI. As well as the abovementioned DCC, an auto park function, active cruise control, active headlamps and a host of features normally found in cars a class higher than the Golf will be available -- at a price!
 
 
MECHANICAL
With 'just' 155kW, the new Golf betters the outgoing Golf 5 GTI's 147kW but is still 14kW behind the limited edition Pirelli GTI currently offered Down Under. Though this power figure would suggest a tweaked version of the existing 2.0 TFSI powerplant, according to VW's boffins, the engine is "new", being a "second stage" development of the Volkswagen Audi Group's (VAG) 'EA888' TSI series of DOHC four-cylinder powerplants.
 
The new engine shares the same displacement and bore and long stoke as the outgoing GTI mill (82.5 x 92.8mm and 1984cc), but has more in common with the A4 2.0 TFSI powerplant.
 
"This engine– optimised for transverse mounting in the new GTI -- has new components such as modified pistons and piston rings, a regulated oil pump, a new vacuum pump, a new high-pressure fuel pump and a new mass airflow sensor," VW's launch blurb states, confirming the relationship.
 
At a claimed 7.3L/100km in European testing, the new six-speed manual GTI is 0.7L/100km more economical than the outgoing 147kW model and nearly a 1.0L/10km more frugal than the Pirelli GTI. The six-speed DSG is rated at 7.4L/100km thanks to Euro legislation that penalises 'automatics' say insiders.
 
That doesn't mean the GTI's lost sight of its performance role, however -- more an indicator of the efficiency of the new package. With its 280Nm peak torque produced as low as 1700rpm and held through to 5200rpm, and peak power available from 5300-6200rpm, the six-speed manual GTI and its DSG equivalent both knock off the 0-100km/h sprint in 6.9sec. This compares to 7.2sec for the current manual model and is unchanged for the DSG version.
 
Top speed is now 240km/h, with the DSG-equipped variant a shade slower.
 
VW claims the real secret of the car's on-road performance, however, is its midrange grunt. In fifth gear, the manual GTI accelerates from 80-120 km/h in 7.5sec. The same bracket in sixth takes just 2sec more. Peak torque is developed earlier than the Golf 5 version and stays longer -- the result is a car with a lusty midrange. And one that's faster than it feels.
 
A final verdict on how the car will compare to the 190kW heft of the new Mazda 3 MPS and the 165kW-plus of the Focus XR5 will have to wait until we can get our hands on a car(s) Down Under. VW's 'Mr Golf', Technical Project Manger for the Golf program, Rolf Trump is not perturbed by the horsepower deficit, however.
 
"The GTI is about offering an overall package rather than addressing a horsepower shortfall," Trump said at the St Tropez launch.
 
Lighter than the car it replaces (-18kg) and safer (in the latest revised Euro NCAP testing, Golf 6 received the highest overall rating of any vehicle), the new GTI benefits from all the changes wrought on the Golf's body-in-white in the changeover from 5 to 6. Check out details here.

Of course, the GTI remains front-wheel drive only and features a lowered and retuned version of the revised MacPherson strut front/multilink IRS rear used in the Golf 6 'cooking' models. The rear antiroll bar is thicker to help tame understeer. As noted above a specially tuned version of VW's Dynamic Chassis Control (DCC) is offered as an option in Europe.
 
Aside from some software tweaks, both the electromechanical steering and four-wheel antilock disc brake set-up (312mm fr/282 rr) are carried over from the last generation GTI in their entirety. In the case of the former, this is a touch puzzling as the steering is definitely lighter and less 'communicative' than the previous edition.
 
We noted the 18-inch wheeled test cars displayed improved steering feel on Michelin Pilot Exalto tyres, compared to the Bridgestone RE050s fitted to just two of the launch fleet, but would still suggest there's work to be done. (See more in ON THE ROAD below.)
 
Finally, the new GTI gets a bespoke exhaust system that's specially tuned to be "sporty, without irritation on longer tours", says VW. The car also uses a "sound generator" to pump up the engine's bass notes. In the case of early left-hand drive launch models this is essentially a sound tube (a la Focus ST/XR5) that acoustically links the inlet track and the GTI's cabin.
 
According to development boss, Trump, the system will be replaced by a full electronic system which will artificially emulate the effect (via a firewall mounted 'speaker' as used on the new TT TDI and GTD -- more here) by the end of 2009. Just as well -- if the change did not take place, the existing system could not be fitted to right-hand drive GTIs.
 
 
PACKAGING
Built on the Golf 6's excellent foundation, the GTI retains its thoroughly hatchback packaging. Check out our Golf 6 coverage for the bread and butter stuff, meanwhile we'll outline here what separates the GTI.
 
Of course, traditional GTI cues are present and though overall its styling is derivative of the model it replaces, it is a new car inside and out.
 
The trademark red-lined grille returns though in the context of the new VW 'face' as pioneered in last year's Sirocco coupe and reinforced in the latest Polo. Gloss black front-end detailing also sets the GTI apart from lesser Golfs, though perhaps not as much as it did in the Mk5.
 
Rumour suggests that the initial sketches for the GTI moved it further from the standard Golf, but the changes were too effective and killed off by Volkswagen and Audi's shared management. Whether that's the case matters not, the GTI's a handsome beast -- though perhaps a little understated for some.
 
At the rear there's a punchy, functional diffuser, enlarged hatch-top spoiler and big bore twin exhausts. Rear park assist will also be standard and there's a reversing camera that 'hides' under the rear centre VW logo on high-spec versions.
 
Inside, tartan cloth trim is a GTI must, though most Aussie GTIs will no doubt be delivered with the safe and sane, but sombre, full leather option. The sport seats are among the best in the business -- fulsome in their support but not too tight to make getting in and out a chore. Remember, VW's brief for the GTI has always been a "company car" for the week and "predator" for the weekend.
 
Some traditionalists will lament the latest GTI has dumped its blue gauge illumination for white. VW, however, says the change was based on customer feedback.
 
The higher levels of fit and finish rolled out in the Golf 6 range generally are honed even further in the GTI -- and yes, the silly flat-bottomed steering wheel has returned.
 
 
SAFETY
As of March 2009, the Golf 6 is the safest car Euro NCAP has ever tested. Whether you place much sway in standardised crash tests and the real world efficacy of their results or not, it's still an impressive performance.
 
We detailed Golf 6's full safety story in both our international and local launch reviews (see links hereabouts). Suffice to say, Golf GTI arrives at the very top of its game.
 
In terms of active safety, the great inherent ability of the new car, good levels of grip, agility and excellent antilock brakes' all point to a car that gives the driver every chance of avoiding the 'bang' in the first place.
 
Stability control is standard. It's switchable, but only to a point. The console mounted button might say ESP OFF, but if you really get into trouble it will intervene. Same thing goes if you get out of line and hit the anchors. The enthusiast in the writer laments the fact, but the realist understands VW's logic.
 
We can vouch for the fact you need to be pushing pretty hard to even get the stability control telltale lamp to start winking. As tested there's not much to get in the way of your fun.
 
 
COMPETITORS
Worldwide, the GTI's key competitors are the Focus ST (XR5 to us Aussies) and Honda's Type R Civic, says VW execs. After that comes daylight... Closer to home, you can add the likes of Mazda's new 3 MPS, the Subaru WRX, Mitsubishi's Lancer Ralliart Sportback, MINI's most muscular Cooper models and our current favourite, the RenaultSport Megane RS.
 
The new GTI's fit and finish and the addition of a wider range of options means that the 6 may cast its net a little wider than just hot hatches. BMW's 1 Series and Audi A3/S3 line-up are definitely in GTI's sights. So too will be the hotter Fiat Punto and Alfa Mito models when they eventually arrive Down Under.
 
In pure performance terms the Renault is still arguably ahead of the GTI, but it will take a back-to-back drive to sort out the details. By the time the new GTI arrives, with any luck the stylish new three-door Megane RS will also be Down Under. Can't wait...
 
 
ON THE ROAD
The best news is the 'boof' is still there. As you click up through the DSG gearbox the new TSI-engined GTI emits the traditionally solid exaltation at each change. It's as much a part of the character of the turbocharged GTI as its forgiving, capable chassis tune and class leading mix of sport and practicality.
 
And in the newest Golf GTI there's more to enjoy aurally through the rev range as well. Thanks to clever exhaust tuning and the new 'sound generator', there's a deeper timbre to the engine at low and middling revs and the tunes are more sonorous -- there are no harsh edges to this soundtrack.
 
Volkswagen's knocked off the few rough edges that remained in Golf 5 in the transition to the new generation. The same holds true to the GTI. Cabin build material and build quality is superb, and the seats and driving position rival anything in the segment.
 
Refinement has stepped up a grade from the last model too. The engine is super smooth and both the Bridgestone and Michelin shod cars we drove exhibited minimal road noise (though the Cote d'Azur's road surfaces are not exactly coarse chip) with the nod going to the Michelins as most polished.
 
Even at 140km/h-plus on the motorway, wind noise was negligible.
 
The launch testers were all equipped with 18-inch wheels -- a recipe for firm riding in the last model GTI. Thanks to DCC (see MECHANICAL), however, we were able to 'tune' the car for each part of the drive loops.
 
On the Comfort setting the ride was better than average through the badly surfaced sections of the coastal and mountain villages -- even on the 45 section rubber. The Normal setting delivered a ride that was sharper and at times a touch brittle, however. We'd argue that this car is sharper than the last gen GTI.
 
When Sport was selected the whole affair tightened up another notch -- though, according to Stuck, not as extreme as VW engineers first calibrated the car. After testing the car at the Nurburgring, the Austrian asked the boffins to wind back some of the aggression.
 
Nonetheless, on the tight, smooth and narrow 'rally' roads around Prat-Bourdin and l'Avelan, the maximum attack setting tied the GTI down hard. It almost felt like the car was carrying a wheel over some of the exaggerated camber changes but there was no shortage of grip nor any histrionics as it 'landed'.
 
In all instances the Michelin shod GTIs were a touch better behaved than the Bridgestone cars. The French rubber appears to deliver better ride and steering -- though it's a matter of degrees.
 
Sport mode in the DCC also weights the steering -- though perhaps not enough. Indeed, the steering (even on the Michelins) is one of the few weak points in the whole new package. At least in terms of feel...
 
While the last GTI was extremely 'talkative' through the wheel, the new car is almost mute. The steering is sharp enough, consistently weighted and unerringly accurate, but it's also lifeless in your hands. Feedback is limited to the odd shimmy as the electronic traction control pretends to be a limited slip diff out of tighter corners when you're pushing on.
 
And push on the new GTI does. Like many quick cars it doesn't feel so -- but an occasional glance at the speedo changes that opinion.
 
There's a very meaty midrange to the new engine and it will pull mightily from only middling revs in higher gears. Lock the DSG into manual mode and use the torque in fourth and fifth gears and you'll make rapid progress over most ground. Really rapid overtaking or pull out of tighter corners might need third (or very occasionally second), but using the higher gears is the fastest and most rewarding way to drive the new GTI point to point.
 
In tight stuff the XDS is efficient but never quite matches the efficacy of a true LSD. That said in normal driving there's none of the wander and torque reaction 'tight' diffs cause on front-wheel drive cars.
 
The GTI's DSG gearbox is robotically efficient in its D and S auto modes, and apart from a hesitation from standstill (inevitably when you want make a French-style dive into a gap entering a roundabout), is better than any conventional gearbox in manual mode. VW's new dry-clutch seven-speed DSG banishes this hesitation more effectively, but is limited to 250Nm and can't live with the torque of the GTI's 2.0 TSI engine. (Audi's seven-speeder can take up to 550Nm but it is only available to suit longitudinal installations -- currently!).
 
If the latest GTI is nothing else, it's a performance car for the times. Promising to deliver better economy alongside better performance, it's packed with technology that makes it easier to live with and yet retains pin-sharp manners when it comes time to cut loose. That all of this comes with normal five-seat hatchback versatility is the reason the GTI's appeal is so enduring.
 
It was always going to take a very special hot hatch to wrest the real world honours from Golf 5 GTI. That very special hot hatch is the Golf 6 GTI. The King is dead. Long live the King...