2010 Volkswagen GTI
No need to look any further. The modern sports compact was created by Volkswagen thirty years ago by a bunch of engineers that were dead set on creating a sporty version of the first Golf. After a couple of prototypes that were spitting fire on large tires and suspensions fit for a cart, they decided that this “Sporty Golf” would remain civilized, whatever its performance would be.
The first GTI was introduced in 1976, powered by a 1.6-liter 4-cylinder engine that delivered 108 horsepower. Because of its injection engine, it was called GTI for “Grand Touring Injection”. The GTI soon became a best-seller in Europe and those three letters became increasingly popular. But only in 1983 lands the first GTI in Quebec, since the engine had to comply first with North-American antipollution norms. The pioneer was sold with a 1.8-liter four-cylinder and 90 horsepower.
In total, Volkswagen has sold over 1.7 million cars of the five first GTI generations and is now introducing a sixth generation. It will make its debut on the European market in May and will be launched in Canada in October, in two-door or four-door versions. Hatchback, of course.
Modern, yet traditional
The shape and proportions may be familiar but all panes have been redesigned. The goal was to recall the essence of the first GTI without adding anything to the body “which is unusual in that category”, outlines Marx Lichte, Head of Exterior Styling for Volkswagen in Germany. The only exception: the back spoiler attached at the top of the tailgate, essential part of good aerodynamics.
The most striking element, when compared with the previous GTI, is the return to a horizontal grille screen adorned with red lines, as in the older version. The rear part has also been redesigned. We added an “extractor” painted in black underneath the bumpers with an adorned chrome tailpipe extension at each end instead of a traditional double exhaust pipe.
The rocker panels are also more sculpted and have a shorter and sharper edge on all sides of the vehicle, above the wheel bays. Those alterations give the new GTI a heftier look, especially with the optional 18 in. alloy wheels that we can fit with 225/40R18 sporty or “three-season” tires. The rims are standard 17 inches.
Let’s play options
The Canadian importer will offer a “deluxe” version of the GTI that will comprise leather trim, a sunroof, Bluetooth connectivity, Dynaudio Sono and the efficient navigation system that was installed in the European models driven at the launch, with a clear screen and a 80 Go hard disk. The main option will be the DSG sequential gearbox with automated twin-clutch, priced at $1400.
There are no automatic cruise control, sonars or parking cameras either, or any headlamp washers or photosensitive rear-views. The 2nd generation of Park Assist system that allows the vehicle to park itself is also missing. Those options would have made the price bounce, and the manufacturer really wants the GTI to remain competitive against its direct rivals, the Honda coupé, the new Mazdaspeed 3 and the Mini Cooper S (not so well equipped).
There is however one option we would really like to see: the Dynamic Chassis Control that offers three driving settings: Comfort, Normal and Sport. Each mode modifies the damper loading and the Sport mode strengthens also the power steering. The cars that were driven at the French launch were equipped with that very convincing system. The suspension of the GTI in Canada is set between Normal and Sport, in terms of damping and firmness, according to a source. This could be perfectly suitable, since the car is 22 mm lower at the front and 15 mm at the back.
What is harder to understand is why VW won’t offer here the XDS system, a virtual auto blocking differential which consists of a simple extension of the ESP anti-skid. The most recent version is included with the GTI. The XDS puts on the inner wheel break at the beginning of a turn, and allows the GTI to "pivot" better. And it works. Understeer is virtually nonexistent, even when we push hard. However, the GTI already offers impressive basic agility and stability, whatever the road line or surface.
A turbocharged genius
The brilliant turbocharged 2.0 L four-cylinder of the new GTI may new for Europeans but we already knew it through the previous model sold here. We had simply made it comply with the more severe North-American antipollution norms earlier and made it more frugal. Its average consumption is 7.3L/100km for the standard manual gearbox and 7.4L with the standard double clutch sequential box, on the European cycle.
It’s easy to see why this engine won so many awards. Its power is always 200 hp at 3000 rpm and it delivers its maximum torque of 207 lb.-ft. from 1700-5300 rpm. The accelerations are fair at any load and the pointer goes up very fast on the revolution counter; it comes along with a round and pleasant exhaust sound. There is even a “sound generator” to add to the delight in the cabin.
At full acceleration, each gear change with the DSG sequential box creates a distinctive “brraap” sound, typical of a race or rally car. It’s possible to suppress this sound by moving the throttle of each cylinder back of a couple of milliseconds, but the devoted GTI admirers keep this soundtrack close to their heart, and we understand them perfectly. Performance wise, the manufacturer announces identical times of 6.9 seconds at the 0-100km sprint with both gearboxes. The manual version has a slightly higher overspeed than the DSG at 240km/h against 238km/h.
First-class cab
The creators had two objectives in mind for the new GTI: make it clear that it belongs to this lineage and become again the reference in the category in terms of finish and quality. They have succeeded rather well. The dashboard’s soft texture and matte surface are among the best that can be made, as well as the narrow moldings that divide it horizontally, adorned with thin silver lines on a charcoal grey background, underneath glossy enamel. Aluminum or metal finishing elements abound, including on the edge of the windshield washer button and around the speed selector, four larger aeration nozzles, dials and other control buttons. The pedals covered with aluminum were taken from the previous model.
Aluminum can also be found on the three sport steering branches, which redesigned hub shows more volume and character. The leather-covered rim has no less than a close to perfect shape and grasp. The red seams inside the rim, stick shift cover, handbrake handle and on the beads and sport seat headrests follow the pure GTI tradition, as well as the tile fabric of the seats, called Interlagos, from the famous Brazilian circuit.
The seats are impeccably sculpted and offer an excellent blend of comfort and behaviour. We would have liked, however, to have separate settings for the angle and height of the cushion instead of this lever with the typical VW diagonal setting. The driving ergonomics is however very accurate and most of the controls are that way, except for the small keys of the new manual air conditioning and the archaic controls of the cruise control, on the blinker lever.
The new GTI has inherited the superb cargo room of its predecessor, which volume passes from 350 to 1300 litres by lowering the two back seat sections that boasts enough space for a couple of pairs of skis or two snowboards. A rarity on the market.
Well behaved
Manufacturers usually don’t have the habit of praising how silent is their sports car, but this was a priority for this new GTI and they succeeded very well. That’s what impresses the most at first glance in this 6th generation of GTI. The manufacturer says that wind noise has lost 3 decibels (dB) at 120 km/h, which means half the noise compared to before. Only a rustle can be heard at this speed and barely a bit more when we accelerate a tad. The noise of the engine is supposedly lessened of 3 dB when in slow motion and of 5 dB in general. For pleasant sound effects, all there is to do it push down on the right pedal.
Steering is precise and the effort well measured, with an excellent self-aligning. Each gearbox is as good as the other. The DSG moves on to the perfect ratio changes with a joyful “brraap” sound. It compensates perfectly the running speed by shifting into low gear, with the steering controls or the short console selector. The manual gearbox lever is short, precise and fast, with an ideal pedal support for the heel and toe. It adds a direct sensation that car amateurs that appreciate other things than numbers in sports cars.
This is the key element of the new GTI: it’s hard to find such a balanced and proficient car. Convenient and refined on the road, it can become a wonderful sports car simply by pulling on the accelerator. If you’re sensitive to numbers, just wait for the Golf R20, which apparently will be even more powerful with full powertrain. But it’d be a shame not to enjoy this jewel for the time being
Summary:
Strong Points
Weak Points
- - Flawless behaviour
- - Perfectly balanced bearing
- - Top notch finish
- - Outstandingly quiet ride
- - Superb cargo room
- - Bulky central console
- - No adjustable suspension or XDS
- - Archaic cruise control
- - Little air conditioning buttons
- - Adjustable seat height
Editors Rating:
Latest News
-
1.
-
2.
-
3.
-
4.
-
5.
-
6.
-
7.
-
8.
-
9.
-
10.