The previous Golf GTi was neither fast enough in a straight line nor enough of an entertainer through corners to win enthusiasts’ hearts. But this time, the VW engineers have had the more sophisticated Mk5 chassis as a starting point.
The Golf Mk5’s steel shell is stiffer than the previous car’s (torsional rigidity is up by 80 per cent), promising improvements in handling, refinement and crash protection. The fact that the 2.0-litre turbo engine is a descendant of the 1.8-litre turbocharged unit from the previous GTi doesn’t leave you expecting much in the way of engine fireworks, but the new powerplant is transformed. A glance down the specification sheet reveals direct fuel injection (called FSI in VW Group parlance), a turbocharger and an intercooler, as well as continuous inlet camshaft adjustment and a variable intake manifold. It’s technology that has been tested to extremes in the Audi R8 Le Mans-winning racers.
The results in the Golf are encouraging without being spectacular: 197bhp and 206lb ft of torque fall well short of the Renault Mégane Renaultsport 225’s 222bhp and 221lb ft. Drive is delivered to the front wheels through a six-speed manual or an optional DSG dual-clutch gearbox.
Crucially, the Mk5 Golf has fully independent rear suspension, and the GTi version gets a lower, stiffer set-up with thicker anti-roll bars and larger disc brakes (312mm at the front, 286mm at the rear).
The GTi is 12mm longer than a regular Golf and is the first GTi to have bodywork that differs substantially from the standard car’s. The longer nose blends honeycomb air intakes with a gloss black centre section and is edged with red in classic GTi style. There are also deep side-sills, a rear wing that extends the roofline and attractive 17-inch alloy wheels with 225/45 tyres (18-inch wheels are optional).
The overall effect is a triumph, turning the rather bland Golf into a tough-looking but tasteful hot hatch, in the best Golf GTi tradition.