Volkswagen Golf GTI (2005-) Review

On the road

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Forget the softened, watered-down experience that Golf GTI-driving had become over the last decade. The Mk5 version is a properly focused hot hatchback with the easy, deep-seated pulling power that made the old eight-valve Mk2 such a disdainfully capable point-to-point car (only now there's much more of it) and a driving feel at once keen-edged and forgiving. The steering, with more weight and better feedback than in a regular Golf and little of the return-to-centre viscosity that spoils some electric systems, is quick and accurate. It gives a fair feel of the road through the leather-rimmed steering wheel, too, at least for a modern car - though a brief drive in two of Volkswagen's own Mk1 GTIs reminded us what modern cars lack in true feeling.

This meant that on the test route's wet roads we had to work up gradually to the grip limit, gaining information from other senses beyond hand touch and muscle tension in the arms. In the old cars we could feel what was happening more clearly, and drive near the limit of grip more confidently.

But a session on the Paul Ricard test track soon put things right. Helped by the huge grip, in dry and wet conditions alike, of the Bridgestone Potenza RE050 tyres we could discover just what the new Golf can do. All the test cars were on the standard 17in rims, incidentally; the 18in ones are entirely unnecessary for handling and would probably compromise the ride, so choose those only if you think the 17-inchers don't look tough enough (which is surely unlikely). Now we could confirm what we suspected on the road, that this Golf GTI's keen, positive responses, completely devoid of the Mk4's rubberiness, were not a gateway to a flailing tail despite a great turn-in and a degree of 'throttle adjustability'.

Partly this is down to a very effective but non-nannying ESP system, partly it's because the suspension design and set-up make for a very forgiving car. We could splash at speed through a curve drenched with enough water to trigger some major aquaplaning, yet the Golf would stay pointing straight. On a soaked hairpin, deliberate provocation by braking hard into the corner would flick the tail momentarily, then the ESP would take over, selectively brake wheels and apply throttle, and pull the Golf back on course. It was a remarkable, if unintended, demonstration, and proved that there's little to fear from a wet road. With ESP switched off some electronic systems remain activated, notable the traction control and the MSR which prevents engine braking from causing a skid, and the GTI is still barely fazed by soaked surfaces.

Armed with this knowledge, a damp road or even a dry one holds little fear. This is a grippy yet highly entertaining companion, able to devour twisty, bumpy roads with terrific traction, a calm if firm ride and amazing agility. A true hot hatch, in fact.

Performance is excellent because there is so much pace delivered so cleanly and generously. There is almost no turbo lag, just a very slight softness in the throttle response which makes this feel like a supercharged engine (that of Mini Cooper S, for example). The 207lb ft of torque is on tap all the way from 1800 to 5000rpm, which makes for very efficient overtaking and the ability to storm up twisty, hilly roads with the engine always pulling hard and never falling into a power-hole.

You don't need to rev it hard, but it's smooth enough if you do. It also sounds deep and meaty, a note rather like a GTI Mk2's; the induction system is tuned to please the driver's ear, while the exhaust note discreetly but distinctively tells the outside world that this is not a normal Golf. The DSG version emits a racy burble-pop on each gearshift, too, as the throttle is momentarily eased electronically and the timing retarded. The similarly-engined Audi A3 has none of these pleasing sound-effects.

Top speed is 145mph, and the manual version reaches 60mph in 7.2 seconds with the help of a particularly smooth gearchange. There can be a jerk if you throttle-off suddenly, though, which takes some getting used to. None of this occurs with the DSG, however; as ever, it is completely smooth and lets the engine deliver its torque with seemingly no interruption (there is one, as mentioned above, but you barely feel it). This means that this version of the GTI actually has better acceleration times, for example 6.9 seconds to 62mph.

The DSG's automatic mode works as well as any conventional torque-converter auto even though the DSG has a solidly-connected drivetrain. It's all down to expert management of the two clutches as they engage and disengage is exact opposition. Marvellous. Manual control is by central stick or steering-wheel paddles, and squeezing the accelerator past thee kick-down switch triggers a downshift, even in manual mode. It also changes up automatically at the rev-limiter; purists may decry these two features but they can be useful.

Despite the pace on offer, the GTI is entirely docile and snatch-free in traffic. It also has smooth, powerful, progressive and impressively large brakes.