Volkswagen Golf GTI 2013 Review - International

Volkswagen Golf GTI

What we liked:?
>> Tenacious cornering
?>> Improved performance
?>> More refined driveline

Not so much:
?>> Steering wheel diameter
?>> Slight tyre rumble
?>> High-speed wind noise

The same is true for this seventh-generation model. The latest Golf GTI offers more speed, better fuel economy, improved dynamics, and increased safety. It does so also adding a suite of infotainment enhancements certain to appease even the most discerning tech-head.

With exactly double the power of the original 1976 Golf GTI, the latest incarnation offers a hearty 162kW/350Nm (up from 155kW/280Nm) in standard form or 169kW/350Nm in GTI Performance guise. Couple this to a weight reduction of 42kg and it’s no surprise the model hits 100km/h in 6.4 seconds on its way to a top whack of 250km/h.

The Golf GTI variant is distinguished by new yet familiarly-styled ‘Brooklyn’ alloy wheels and aerodynamic enhancements, red-painted brake calipers, smoked tail-lights and the obligatory GTI insignia in as many places as possible.

The inside is only slightly classier than the donor car, though tartan cloth, now called ‘Clark’, sportier seats and unique instrument panel graphics help distinguish the sporty variant.

Volkswagen Australia says the model will arrive in local showrooms from October (2013) and will be priced within a cooee of the outgoing variant (which retailed from $39,990 plus on-road costs). More information will be offered closer to the local launch.

This is great news for devotees of Wolfsburg’s wunderkind who will walk out of the dealership poorer to the tune of 40-large.

Included in the deal this time round is not only more power and speed, but a swathe of goodies aimed at bettering those times GTI drivers spend stuck in traffic.

These include dual-zone climate control, 5.0, 5.8 or 8.0-inch touchscreen (depending on variant), Bluetooth phone and media connectivity, an electronic park brake with brake-hold function, in-glass radio antenna, dusk-sensing bi-xenon headlamps with dynamic light control and static cornering lamps. Metal-trimmed pedals adds some pizazz inside, with practical additions also including parking sensors, tyre pressure monitors, cruise control, multi-function flat-bottomed steering wheel with red stitching, detailed trip computer and ambient lighting package.

The latest GTI also features LED rear lights, 17-inch ‘Brooklyn’ alloy wheels and dual-outlet chrome exhaust tips.

‘Clark’ tartan cloth and ‘Vienna’ leather upholstery options are of course available, as is a Golf-ball style gearshift knob (manual models), reversing camera, 18-inch ‘Austin’ or 19-inch ‘Santiago’ alloy wheels, adaptive cruise control, sunroof, Dynaudio premium audio system, DAB+ digital radio, sat nav, dynamic chassis control, internet functionality, rain-sensing wipers and an electronically-adjustable driver’s seat.

Final specification and packaging details will likely change for Australian-delivered models. More details will be offered closer to the car’s local launch later this year.

The GTI Performance pack adds an additional 7kW (169kW at 4700-6200rpm), though the torque figure is unchanged.

The engine is offered in conjunction with a six-speed manual or six-speed dual-clutch (automated manual) transmission. Coupled with its reduced kerb weight (now 1351kg) and standard idle stop-start, the Golf GTI’s transmission improvements have shaved fuel consumption by 18 per cent in manual format (now 6.0L/100km and 139g/km of CO2) and 14 per cent for the self-shifter (now 6.4L/100km and 150g/km of CO2).

Manual models are capable of hitting 100km/h in 6.5 seconds with a top speed of 246km/h. This drops fractionally to 244km/h when a DSG transmission is optioned.

For GTI Performance models, the zero to 100km/h time is 6.4 seconds while top speed increases to 250km/h (248km/h for DSG models). Ergo, the top-spec GTI is now ten clicks faster than the model it replaces.

The Golf GTI is equipped with sport suspension and rides 15mm lower than lesser Golf models.

Optional Dynamic Chassis Control (DCC) allows dampers to be adjusted through four modes: Comfort, Normal, Sport and (customisable) Individual. DCC is further offered with a Driving Profile Selector which also offers four styles: Eco, Normal, Sport and Individual, a la Audi.

A more advanced ‘XDS+’ version of VW's electronic front 'differential' (extended to incorporate interaction with the stability control program) makes an appearance in the new model and is offered with torque vectoring and locking function in GTI Performance variants.

All models are fitted with a reduced-ratio progressive electronic power steering system (now 2.10 turns lock-to-lock, down from 2.75 and 10.9m turning circle) and four-wheel disc brakes. On the GTI these measure 314x30mm at the front and 300x12mm at the rear, growing to 340x33mm up front and 310x22mm up back for GTI Performance models.

The fuel tank holds 50-litres of 95 RON PULP and the boot 380 litres of, well, what ever, really.

More information on the Golf 7 can be found at our local launch coverage.

In the case of the GTI’s stability control system a less-is-more approach is adopted. The system now intervenes "more gently and with delay", Volkswagen says, allowing the front differential to dampen yaw movements.

In oversteer situations, stability control inputs may be "avoided altogether" in the interests of "driving fun and better performance". A ‘Sport’ function with even further reduced intervention is also offered for "very experience drivers". Or you can switch it off entirely.

Like all Golf Mark 7 variants, the GTI scores five stars in both EuroNCAP and Australasian New Car Assessment Program (ANCAP) crash testing.

Traditionally speaking, however, Golf GTI is likely to face cross-shopping against a blend of Euro and Japanese hot hatches. These may include Ford Focus ST, Honda Civic Type-R (if you can still find one), Mazda Mazda3 MPS, Mitsubishi Lancer Ralliart, Nissan Pulsar SSS (coming soon), Opel Astra OPC, Renault Sport Megane, Subaru BRZ / Toyota 86, Subaru WRX, and (ageing) Volvo C30 T5 R Design.

A lot will depend on what you intend to use the vehicle for, and just how hard you intend to drive it. But as an all-rounder, there’s few that do it better than the GTI.

Push the starter button (no need to turn the key here) and a muted bassy growl signals the GTI is as feisty as it has ever been. It’s not an annoying resonance like some in this category, more a pleasing reminder that you’re settled behind the wheel of the quickest two-wheel drive in the Golf line-up...

And just wait until you stretch its legs.

Heading down the autobahn the GTI has no trouble snapping cleanly through its six ratios, climbing with ease beyond 230km/h. We sampled both the GTI and GTI Performance over the course of two days, driving the same route over a mix of A and B roads, as well as a stretch over the Grossglockner alps which gave us a chance to try the new XDS+ differential.

In GTI guise, the differences are obvious over that of the predecessor. The car behaves predictably through corners, though the occasional moment’s ‘thinking time’ is noticed before torque meets tarmac.

In GTI Performance variants, this momentary hesitation is all but dispensed with. The drive comes instantly and with great traction, pulling the GTI from the apex with neutrality not many front-drivers can muster.

And unlike so many in this class, the rewards seem to come entirely without compromise. The steering isn’t wrenched from your hands as you fight to maintain direction, there’s no squirrely understeer or nagging ESP intervention. Try as it might, the GTI also manages to avoid wasting energy on unwanted wheel spin as it pulls efficiently but quickly from the curve.

Our Performance GTI test car was also optioned with adaptive dampers which compliment the already stiffer package (15mm lower, 30 per cent stiffer) sweetly. There’s an impressive level of body control, especially in the sportiest setting, though it doesn’t come entirely at the cost of ride quality, which it has to be said is excellent considering the lowered ride height.

As power delivery goes, the Golf GTI in either guise is considerably torquier than the model it replaces -- and it shows. The engine doesn’t seem to work as hard to achieve the same results; is less inclined to downshift up hills; and overtakes with consummate ease.

The hearty DSG ‘boof’ still graces upshifts, too, provided you’ve got the throttle open more than half way.

If we had to pick a negative to any aspect of either model, aside perhaps from the larger diameter steering wheel, it’s that the brakes on the regular version feel a little underwhelming when you’re driving nearer the limit. They don’t fade or run short, but when sampled back to back it’s obvious there’s more stopping power to be had from the dinner plate-size rotors of the Performance pack.

Like we said, it’s long-been the best all-rounder in its class, and with the improvements offered on the seventh-gen model, will likely continue to be for quite some time to come. Let’s just hope VW Oz gets the nod from Wolfsburg and lands the Performance pack Down Under ASAP. The enthusiasts are guaranteed to love it.