Road Test: Volkswagen Golf GTI Mk VI

Review by Samantha Stevens - 29/October/2009

PASSING a crown of power from father to son does not guarantee that leadership will remain in the lineage.

Great families throughout history have proven this to be true – some father an enduring legacy, while the sons can destroy all that has been so hard fought and won.

The tale of the iconic Gran Turismo Injection Golf is no different. Rising from meagre beginnings, the first 1976 GTI stood out as a fresh concept of big performance in a little package, despite growing up in a world ruled by V8 performance.

Credited with kickstarting the hot hatch genre, the Golf soon lost its crown. The third and fourth generations grew heavy and dull, floundering in much stronger company.

But the 2004 Mk V version abolished the sins of the past. Neither the fastest nor most powerful in its class, the GTI’s brilliance as a hard-working weekday drive and exciting weekend performer brought thousands of new and old followers to its badge. Over 1.7 million GTIs have been sold in its 33-year history, and in 2005 the top-shelf hot hatch became VW’s biggest selling Golf on our shores.

Given this peppered past, GTI fans had reason to be nervous about the sixth generation of this remarkable genealogy.

They need not have worried.

Drive: 4.5/5

More power, more accessible torque, less fuel consumption, less weight and fantastic gearboxes – what’s not to like?

And like the previous iteration, the Mk VI proves itself as the consummate all-round performance hatch, more than able to nip around the most challenging roads with five people in the cabin and a kitchen sink in the boot.

Restrained only by the boundary of driven front wheels that must also steer and turn, the power feeds on through communicative steering and sensitive throttle to make the most of its new-found 155kW.

The six-speed manual is direct and short in its throw without being notchy or compromised at slower city speeds. The optional Direct Shift Gearbox (DSG) still has its detractors, but the speed and ease of the 0.2sec shifts from this dual-clutch semi-automatic are a true thrill when punting through the twists. Gears can be manually selected via wheel-mounted paddles or a stick shifter even in mid-corner without upsetting the balance or even taking a hand off the wheel.

The slight hesitation on low throttle from idle remains, and the GTI keeps its six gears instead of stepping up to the family’s new seven speeder, but the ratios are near perfect and the speed of the technology cannot be denied.

An optional trick Adaptive Chassis Control system (ACC) nicked from its Audi stablemate allows three different driver-selected suspension settings from an already-awesome chassis and suspension setup.

A button flicks between Normal, Comfort and Sport settings, which changes the stiffness of the electronically-controlled dampers, and sharpens the response from the steering and throttle. The difference in body control between Comfort and Sport is particularly noticeable through quicker corners.

Another nifty electronic aid is the new XLD, or Extended Electronic Differential Lock. Unlike a mechanical LSD, this system minimises wheel spin by lightly braking the front driven wheel that is slipping via the ABS/ESP system.

And that system is still excellent in its calibration and execution, catching slides deftly when in default mode, and allowing slip with little intrusion when switched (almost) off.

Engine: 4.5/5

Given full freedom, the GTI’s carryover turbocharged direct-injection 2.0-litre four-cylinder powerplant is easily capable of more than 200kW, as witnessed in worked versions of the Mk V and in its distant cousin, the Audi TTS.

However, VW has been conservative in its use of power, adding just 8kW with small modifications to the ECU, pistons, injectors and pumps.

The engine now develops a 155kW peak between 5,300rpm to 6,200rpm (a full 35kW down on the most powerful car in the class, the Mazda3 MPS), and torque remains at 280Nm over a slightly wider 1700-5200rpm band.

Though the block is still made up of old-fashioned cast iron and not a trendy, lighter aluminium, other areas have been pared back to strip 18kg from the GTI’s frame. The 1318kg kerb weight does not affect its claimed sprint times – a rather pessimistic 6.9sec to 100km/h – but it does help fuel consumption.

Now Euro V compliant, the powerplant consumes a full half-litre less than the Mk V. Formerly clocking 8.2L/100km, the manual now claims 7.7L/100km, and 7.6L/100km for the DSG. Emissions are reduced from 197 to 180g/km.

For those still unimpressed by the stats, the R-Line Golf promises a more aggressive power play. Formerly a V6, the next R32 will inherit the tried-and-true 2.0-litre GTI engine, and produce nearly 200kW of power. Aptly dubbed the R20, it is due to debut at the end of the year.

Exterior: 3.5/5

While the new GTI is markedly similar in dimensions and body shape, the new Golf grille, headlights and bumpers are a complete about-face when compared to its predecessor.

Following a trend seen in competitors such as the new Renault Clio, the Golf’s face has evolved from startled to sleek, and the changes are mildly polarising for the devoted follower. Gone is the wide-eyed, eager expression, replaced with a leaner, meaner grille line and air dam, narrower headlights, and more fluid bonnet line made deceptively lower by horizontal creases (the new Golf is actually 2.7cm wider than the previous version).

Other changes are more subtle. The trademark circular ‘telephone dial’ pattern in the 17-inch alloy rims remain, revealing red painted brake callipers and a sporty attitude, but the curves are accented with dark grey lowlights. Indicators are integrated into the wing mirrors, and the side skirts dissolve into the body instead of wrapping the sill from wheel to wheel.

The rear lights are smoked grey, and dual exhaust pipes now frame either side of the rear end.

It all adds up to give an impression of detail overhaul, not formulaic model progression. Perhaps VW have a fear of history repeating, and thus fear to stray too far from the successful Mk V.

Interior: 4/5

A famed feature of the original GTI was its unique tartan sports seats – a tradition still harboured by the current GTI in base format. Red double stitch weaves its way around seat, shifter boot, and that fantastic flat-bottomed GTI steering wheel.

The dash glows bright red and blue, largely the same but with more technical features than before.

For example, a new optional park assist mode will handle the hard part of reverse parking - the steering - while the driver operates the brake and throttle, and can squeeze into a spot with only 55cm to spare either side of the bumpers. The process is cutely displayed as a virtual cartoon on the centre screen of the dash, between mildly revised instrument dials.

It is easily one of the most comfortable and ergonomic cabins in its class.

Overall: 4.5/5

The new sixth generation GTI, like the superseded Mk V, is an involving drive in city, country or on track without any real compromise – precisely what a hot hatch should be.