It's a little-known fact the original Golf GTI began as a skunkworks project. A handful of German boffins, inspired by test engineer Alfons Lowenberg, set about developing a prototype 'Sportgolf' version of the soon-to-be-unveiled hatchback.
This secret prototype was eventually shown to the VW management in May 1975, which commissioned a concept car for September's Frankfurt Motor Show. Show visitors were so impressed that a limited production run of 5,000 vehicles was announced. The rest belongs to the annals of sport compact folklore.
By November 1990, 1,000,000 examples of the Golf GTI had been built, and the model was in its second generation. But by the time the Mk III and Mk IV Golf arrived in 1992 and 1998, respectively, the GTI had lost its sparkle. Like Anna Nicole Smith in her post-J. Howard Marshall days, the Golf had grown fat and undesirable. Even the 237-hp R32 was more of a high-speed GT than a genuine GTI.
Volkswagen's engineers were not aloof to this criticism and huge sums were invested to ensure the Mk V Golf was a dynamic match for the European-spec Ford Focus. The fine-handling standard car was, they promised, no more than a warm-up act for the new Golf GTI, which would recapture the spirit of the original concept.
And now, little more than a year after the launch of the standard Golf in Europe, VW has unleashed the $37,359 Mk V GTI in Europe. The United States will get a federalized version of the car in early 2006.
Take a moment to drink in the looks. The latest generation of the Golf has been criticized for being too conservative, but the GTI has undergone an effective transformation. The most obvious and controversial modification is the introduction of a black-gloss nose job that frames the new black mesh grille and lower air intake. Depending on your point of view, this resembles either an inverted version of Audi's 'Nuvolari' grille or an ugly goatee, but at least it helps to differentiate the GTI from its lesser brethren and leave drivers with no doubt about what's coming up behind them.
The new front and rear bumpers increase the length of the car by 12mm and there are deeper side-sill sections, a rear wing that extends the roofline and handsome 17-inch alloys (18-inch wheels are available as an option). The overall effect is purposeful yet understated, altogether keeping with the original car's philosophy. So far, so good.
Step inside and nestle a buttock into the focused sport seats. Our test car's were finished in optional leather, but the standard seats come dressed in a checked pattern that harkens back to the Mk I and looks far more interesting. Poised ahead of the driver is a proprietary steering wheel. Flat-bottomed to mimic a racecar steering wheel, it's finished in perforated leather and is as good to hold as it is to look at.
The attention to detail is impressive. The GTI also benefits from a unique aluminum pedal set, a new gearstick, aluminum fascia inserts and sport instrumentation attractively lit in blue and red.
These instruments are mated to an engine that's among the first to combine a turbocharger and intercooler with the direct-injection technology that was proven on Audi's all-conquering R8 Le Mans racer. Dubbed the 2.0 T-FSI, it's based loosely on the 1.8-liter unit found in the old Golf, but it's been comprehensively reworked to produce 197 hp and 206 lb-ft of torque. Those figures don't sound too impressive in isolation-the cheaper Subaru Impreza WRX musters 227 hp, but the torque figure offers a clue to this engine's character.
Turn the key and there's a diesel-like chug that was an unappealing characteristic of the old engine. But where the 1.8 would settle to a dull hum, the 2.0-liter adopts a purposeful, strident tone. Pull away and this gives place to a mix of appealing induction roar and a deep exhaust rumble. It's not loud, but it makes an important contribution to the car's character and there's a satisfying whoosh when the excess boost is dumped.
It's a mark of how far sport compact cars have come in the last decade that a car which hits 60 mph from rest in 7.2 seconds should be described as rapid rather than genuinely quick. The Impreza covers the same increment about a second quicker. Subjectively, this performance differential is exaggerated by the nature of the power delivery.
While the Scooby's thrust arrives in a boost-inspired lump, the Golf is all but lag-free and the power delivery is linear, all the way to the soft rev limiter at 7000 rpm. If it makes the Golf marginally less exciting, then it also makes it a better long-distance companion.
The six-speed gearbox is also a revelation. Where the old Golf's change was notchy, ill-located and cumbersome, the new model's shift is slick, short and effective, even if it's not quite as positive as the WRX gearbox. For an extra $3,438, the stick shift can be swapped for the brilliant Direct Shift Gearbox (DSG) that debuted on the Audi TT. No word yet as to whether the DSG box will make it into the U.S. GTI.
The latest Golf's structure is 80 percent stiffer than its predecessor's and this, coupled with the introduction of a new multilink rear suspension has transformed the handling of the standard car. For the GTI, the setup has been uprated again: The suspension has been lowered by 15mm, the springs and dampers are more aggressive, and the stiffness of the rear anti-roll bar has been increased by 20 percent.
These changes are significant. The supple ride quality of the base model has been replaced by a setup that is noticeably firmer. It picks out surface imperfections that would go unnoticed in the standard car, but does so without being harsh or uncomfortable. The high-speed body control is superb and the VW will retain its composure even when the Scooby has started to feel nervous. The Golf's natural tendency is toward understeer, of course, but its buildup is progressive and the car's line can be adjusted by judicious use of the throttle.
This body control also contributes to excellent steering response; this is a pointy car that displays none of the slack or slop that blighted its immediate predecessor. A competent Golf driver should have little trouble keeping pace with a WRX on a challenging back road.
But it's not without fault. The steering lacks the last tenth of feedback that makes the Subaru so engaging and the brake pedal is too mushy for our liking. And no matter how good the chassis is, it cannot fully disguise the Golf's front-wheel-drive layout. Accelerate hard on a damp surface and the standard Electronic Stability Program works overtime to match the thrust to the available grip. Turn the ESP off and a sensitive right foot is required to contain the wheelspin.
In the United Kingdom, the Golf costs $1,869 more than the Subaru, although the VW will prove cheaper to run and to insure. The comparison between the two is fascinating. The WRX remains a more engaging driving tool, but the difference is not as great as might be expected.
VW has done a remarkable job combining the spirit of the original Golf GTI with the culture and refinement expected of a mainstream 21st century sport compact. This is a genuine driving tool and a welcome return to form.
Mk V VW Golf GTIEstimated Price: $37,359 EngineType: Inline four, aluminum block and head, direct injection, turbocharged and intercooledValvetrain: DOHC, four valves per cylinder, Continuous Intake Camshaft AdjustmentDisplacement: 1994ccBore x Stroke: 82.5 mm x 92.8 mmCompression Ratio: 10.5:1Claimed Crank Hp: 197 hp @ 5100 rpmClaimed Crank Torque: 154 lb-ft @ 1800 rpmRedline: 7000 rpm
DrivetrainLayout: Transverse front engine, front-wheel driveGear Ratios 1st: 3.36:12nd: 2.09:13rd: 1.47:14th: 1.1:15th: 0.87:16th: 0.73:1Final Drive: 3.94:1Differential: Open
ChassisExterior Dimensions Curb Weight: 2,945 lbsWeight Distribution F/R: 62/38Overall Length: 166.0 in.Wheelbase: 101.5 inOverall Width: 78.7 inTrack F/R: 60.6 in./ 60.2 inHeight: 57.7 in
Suspension Front: MacPherson struts, coil springs, anti-roll barRear: Multilink, coil springs, anti-roll bar
BrakesFront: 12.3-in. vented discs, floating calipersRear: 11.3-in. vented discs, floating calipersElectronic Driving Aids/Inhibitors: ABS with HBA (Hydraulic Brake Assist), ESP (switchable) including EDL (Electronic Differential Lock)
ExteriorWheels: 17x7.5-in. aluminumTires: 225/45ZR-17 Dunlop SP Sport 01A