The GTI comes with either a 6-speed manual gearbox or the now-familiar 6-speed DSG dual-clutch gearbox – and the latter is clearly the gearbox of choice. The manual box is fine but the DSG swops cogs with an instantaneity and seamlessness that no manual box can manage. And as was the case with the Mark 5, there’s a brief but grin-inducing burble from the exhaust on each upchange, and a quick blip of revs on every downchange.
Two minor transmission-related peeves still remain, though. The gear indicator is still too small to see and the DSG’s electronics still second-guess you by automatically changing up when you approach the rev limiter.
This can prove an unwanted distraction during on-the-limit driving, especially when you flick the paddle to effect an upchange at the exact moment the gearbox decides to do it for you, resulting in the box changing up two gears at a go.
So far, so familiar. But two acronyms set the new GTI apart from its predecessor: DCC and XDS. DCC stands for Dynamic Chassis Control, which is Volkswagen-speak for its switchable adaptive dampers. It’s optionally available on the GTI but highly recommended.
DCC gives the best of both worlds. While ride quality is excellent in “Comfort”, there still remains an underlying firmness to the set-up, so that even in this mode, the GTI turns in keenly and doesn’t roll like a hippo.
“Normal” mode firms things up a little while still retaining a good ride. And in “Sport”, the car does its best to mimic the handling alacrity of a go-kart, but also exhibits the ride quality of one. The steering picks up a bit more weight, too.
The other acronym, XDS, refers to an electronic limited-slip differential, which is standard on the GTI. Essentially, it utilises the existing hardware of the car’s traction control system to sense impending wheel spin in a front wheel, and then brakes that wheel to quell the wheel spin before it even occurs.
It’s not the purer, mechanical-type LSD that actively channels power to the grippier wheel, but insofar as avoiding wheel spin is concerned, it does the job.
The mountainous south of France, scene of the GTI’s launch, is brimming with roads that are twisting, turning, ducking and diving, resembling rally special stages. In fact, some of them are used as actual rally stages. And on these roads, the GTI is magnificent.
Turn-in, while not puppy-eager like that of a Mini Cooper S or a Renault Clio R27, is nevertheless very keen. And steering action is linear, fluid and well weighted. There isn’t a lot of steering feel, but the sheer stability and predictability of the car’s behaviour give you the confidence to explore its limits, even on stretches of road still damp with dew and drizzle. And only at the most extreme cornering speeds is there a trace of understeer.
While the GTI’s chassis is hugely composed, those keen on a bit of tail-out action may find the car’s rear end a bit too planted – it sticks to its line, even when provoked with sudden throttle lift.
But it’s also that resolute chassis balance and huge grip that allow the car to be hurled into mountain bends at speeds you wouldn’t even dream of hitting on our local expressways. The GTI is a dynamic masterpiece: It’s extremely fun to drive, yet manages to be predictable without ever feeling anodyne.
So, as far as Volkswagen is concerned, the Mk 5’s shoes are filled. Mission accomplished. But for every other rival hot hatch maker, the goalposts have been shifted. Again.
Mk 6 Volkswagen Golf GTI 2.0 (A)
DRIVETRAIN
Type Inline-4, 16-valves, turbocharged
Capacity 1984cc
Bore x stroke 82.5mm x 92.8mm
Compression ratio 9.6:1
Max power 210bhp at 5300-6200rpm
Max torque 280Nm at 1700-5200rpm
Power to weight 156.8bhp/tonne
Gearbox 6-speed dual-clutch with manual select
Driven wheels Front
PERFORMANCE
0-100km/h 6.9 seconds
Top speed 238km/h
Consumption 13.5km/L (combined)
SUSPENSION
Front MacPherson struts, coil springs, anti-roll bar
Rear Multi-link, coil springs, anti-roll bar
BRAKES
Front / rear Ventilated discs / Discs
TYRES
Type Michelin Pilot Exalto
Size ?225/40 R18
SAFETY
Airbags 6
Traction aids ?ABS, ESP
MEASUREMENTS
Length 4213mm
Width 1779mm
Height 1469mm
Wheelbase 2578mm
Kerb weight 1339kg
Turning circle 10.9m
BUYING IT
Price incl. COE Not available
Warranty Not available
+ Agile, confidence-inspiring handling, smooth, punchy & great-sounding engine, slick DSG gearbox
– Lacks steering feel, minuscule gear indicator, gearbox changes automatically at rev limit
