In performance terms the Golf can’t quite match its rivals; its 6.7sec 0-60mph time trails the Mégane 225’s by 0.6sec, and only matches a Honda Civic Type-R. The Golf’s flexibility tells against its peaky Civic rival, with 50-70mph in fourth gear dismissed in just 4.4sec to the Honda’s 5.3sec. The burly Renault, however, takes just 4.1sec.
The 2.0-litre four-cylinder powerplant is outstandingly flexible and a joy to use. It also sounds good, with a hard-edged induction bark and deep rally car-like rumble from the exhaust. Lift off the accelerator at full turbo boost and there’s a sneeze from beneath the bonnet as the excess boost is dumped, too.
The six-speed gearbox allows fast changes, even if the shift action is slightly vague. We’ve also driven the DSG dual-clutch gearbox-equipped GTi and, contrary to VW’s claims, it was over half a second slower to 60mph, lacking the manual car’s ferocity off the line.
Excellent body control is the cornerstone of the GTi’s prodigious cross-country pace. Vastly more agile than the previous model, it responds instantly to steering inputs, without a hint of understeer, lurch or wallow. There’s enough performance and composure here to keep pace with a Subaru Impreza WRX, and the Golf will put clean air between you and most of its hot hatch competition over a demanding road.
Volkswagen has played it safe with the overall balance of the GTi. On slippery roads, a sharp stab of the brakes can send the GTi’s tail slithering briefly before the ESP stability control system intervenes. But even with the system turned off, it will automatically cut in if it detects a serious loss of control.
In fact, this is one ESP system that enthusiast drivers will want to leave on, acting as an F1-style traction control device. Turn into a greasy corner, let the ESP settle the car onto its cornering line and get back on the power: the software will feather the power to maximise your cornering speed without sliding off line.