2010 Volkswagen GTI Expert Review: Autoblog

Photos by John Neff / Copyright ©2010 Weblogs, Inc.

By the time the GTI came Stateside, with its square headlamps and NHTSA-approved bumpers, the sharply-creased hatchback was no longer in the business of breaking any new stylistic ground. That much holds true for the 2010 Volkswagen GTI as well. It's handsome and smoothly styled with the instantly-recognizable profile of a Volkswagen two-box.

In truth, this latest generation of GTI doesn't appear hugely different than its predecessor. The front and rear light clusters are revised, with less startled-looking headlamps and more horizontal taillights. The front fascia and grille are also redone on a more horizontal theme and red stripes at the top and bottom of the new grille are a touch deftly lifted from 1983. While evolutionary, changes wrought between MkV and MkVI are successful in smoothing and modernizing the GTI.

Inside, it's more of the same updated-retro theme. The standard seats fitted to our tester arrived finished in Interlagos Plaid upholstery. Tartan fabric still carries echoes of the 1970s and is as polarizing as the Bacon Explosion. Some love it, but if you don't, VW offers upgraded sport seats with partial leather upholstery as part of the $2,185 Autobahn package, which also adds a power sunroof.

Very few people will complain about front seat space in the GTI, though anyone who has to climb into the back might gripe about the hike. In two-door form, that means climbing in and over the sill, so carpoolers or family users would do best to choose the five-door version, although it costs around $600 more. Once gluteals are planted on the cushion in the second row, passengers will find it relatively comfy back there, but claustrophobes will definitely want the extra doors. The 15.3 cubic feet of cargo space is useful and accessible thanks to the GTI's classic hatch profile; this a well-rounded little hellraiser that can haul both people and cargo at ascot-flipping speeds.

Build quality both inside and out is typical Volkswagen – meticulous. The materials inside feel like what you'd find in a car costing $40,000 versus the $24,414 entry fee on our test car. The design is clean and uncluttered, with a center stack that puts an emphasis on symmetry. There are twin HVAC outlets at the top, with the touchscreen for the audio system just below. The switchgear feels high-quality and without slop, and the chunky, flat-bottomed steering wheel is wrapped in leather, carries redundant controls and feels purposeful underhand. Simple, clear analog gauges keep drivers informed at a glance.

The center stack's ergonomics are first rate: there are three simple knobs for the HVAC, and the control relationships are just right. Even if you don't opt for the navigation system and its attendant Dynaudio-sourced stereo upgrade, there's still a big 'ol touchscreen for the audio controls. For our money, the standard system sounds darn good already, and nav might be anathema to the GTI's mission, anyway, especially as it drives nicely enough that you won't mind getting lost. Since it starts as an Everyman errand-runner, the GTI doesn't earn many demerits in terms of visibility, or even cupholders and cubbyholes. Despite being easily goaded into rowdiness, the GTI knows how to hold your large coffee during the morning commute, too. For a starting point under $25,000, the GTI is comprehensively equipped and materials and fit-and-finish are significantly better than vehicles like the MazdaSpeed3 and Subaru WRX.

Niceties aside, how's it go? That is, after all, the point of a GTI. Though this VW kicks it with 200 horsepower and 207 pound-feet of torque sent through the front wheels from its 2.0-liter turbocharged engine, it's not a torque-steering monster. Available power is well down vis-à-vis the frothier 'Speed3 and WRX, though the resultant 6.8 seconds it takes to get to 60 mph isn't exactly leisurely. Taken as a whole, the GTI outclasses most comers: It's plenty quick, and with the new XDS differential that gets subtle brake application into the action, you can get yourself out of corners with more speed and less understeer.

The standard GTI without the optional adaptive suspension is tossable and supple, feeling like Volkswagen sent this car off to a weekend handling seminar at BMW. Since we didn't have the opportunity to sample the different modes of the upgraded package, we can't comment on any improvement that setup brings, but the standard car is plenty satisfying to wring out. Planting your right foot brings a snarl and a tug from the engine bay, and the chunky wheel rim lets you in on what the tires have to say.

While the modern way to play racecar driver is to get the dual-clutch DSG and its attendant wheel-mounted shift paddles, the standard six-speed manual gearbox is no downgrade. Action is solid and slick, and pedals allow heel/toe shifting without double-jointed ankles. Despite being a relatively small powerplant with a turbocharger, lag isn't so much an issue with peak torque available from 1,800 rpm. The way the GTI launches with aplomb, only mildly afflicted with wheelspin, may be due to some initial softness until the turbo comes up to full wail, but that works to your advantage.

Of course, nobody would turn down a GTI with thirty or forty more horsepower, and given the chassis' good manners in town and poise on curvy roads and highway strafing runs, the platform is certainly up to the job. All-out horsepower or even superior track numbers aren't everything, though, as driving the GTI shows time and time again. It's a polished package that may sprint a little less fleetly than its peers, but the VW's popularity with aftermarket tuners should quickly remedy any output deficiency for less than the price of those leather seats, anyway.

A stomp of the middle pedal brings easily modulated rapid deceleration. This car's reflexes are the stuff of hot-hatch daydreams, and while 3,000 pounds isn't featherweight anymore, neither is it as portly as most mainstream cars. The GTI feels nimble because of this, and while older VR6-equipped GTIs may have been more rapid, the six-cylinder certainly exacted a weight and handling penalty. The other demerit to the bigger engine was thirst, and the 2010 GTI provides relatively cheap thrills with fuel economy of 21 mpg city, 31 mpg highway. We're happy to see that the old first-generation frisky/frugal dichotomy has once again found its mojo.

Since its inception, the Volkswagen GTI has never been the least expensive car in its class. The iconic first-generation has proven to be a tough act to follow, though, and enthusiasts have rightfully worried that with each successive generation, Volkswagen was losing its way a little more. The 2010 GTI restores our faith that the GTI can still do the things that made the original one of the all-time enthusiast greats.



The competence and sheen of careful assembly might prod you into an excitedly Ron Popiel-esque "Now how much would you pay?" The answer to that boomingly voiced question would be a surprisingly reasonable twenty-five large. Just like the Jetta TDI is five grand cheaper than you'd think, the 2010 Volkswagen GTI strikes us as a bargain for the refinement and performance it offers.



Photos by John Neff / Copyright ©2010 Weblogs, Inc.

Performance Icon. That two-word phrase is bandied about so often there's hardly any meaning left in its 15 letters. After all, if a Porsche 911 is rightly referred to as a performance icon, can we call a Honda Civic Si the same? And are we talking any old 911/Civic Si, or just certain years and models? For instance, there is no doubt that the B13 Nissan Sentra SE-R, with its killer SR20DE engine, is a performance icon, but what about the current B17 Sentra SE-R? How about the Spec V? No way – the Versa has a better chassis.

We mention this problem with the Performance Icon label because Volkswagen described the all-new 2010 MkVI GTI to us as the "performance icon of the brand." As you may have noticed, Volkswagen's been delving pretty deeply into its past for marketing purposes as of late. First they tried reintroducing the Rabbit name much to the chagrin of Golf fans nationwide, and now they have Max, the black 1964 Beetle telling you that VW is "Das Auto." On a smaller scale, it's attempting to remind potential GTI buyers that the new model is both a direct descendant of and flag bearer for the original 1983 MkI GTI. Here comes the begged question: is it?



Photos copyright ©2009 Damon Lavrinc / Weblogs, Inc.

Looks-wise, almost. In this case it's hard to argue with an icon, and let's not forget that the original Golf (called Rabbit in the U.S.) was a Giugiaro design, perhaps his best ever (he also did the OG Scirocco, which we also like very much). That first GTI, with its big rectangular headlights and grille is, for all intents and purposes, a classic. It even managed to make giant Seventies-era bumpers look good. On the other hand, the new GTI is simply a good looking small car. And in a lot of ways, it owes its looks to the MkII GTI, not the MkI. But remember, the MkI is the performance icon, so that's what VW's trying to sell us.



Besides having red striping like the MkI, the front end of the new MkVI GTI accomplishes two very important tasks. The first is a big, "We're sorry" from Volkswagen to America for not bringing over the new Scirocco. They want to, but they can't. The other task accomplished by the GTI's schnoz is saying auf Wiedersehen to VW's gigantic goatee-like grilles, a seemingly never-ending trend introduced to the mainstream by none other than VW's own Audi brand and now being carried out to silly extremes by Mazda and Lincoln, to name just a couple. Volkswagen had the good sense to realize that this particular cliché has finally jumped Billy the Big Mouth Bass. Also, the little chin spoiler is not only slimming but quite slickly integrated.

As far as the rest of the car is concerned, changes over the MkV GTI are subtle. Quickly, the cutline is deeper, the mirrors are tricker, the C-pillar has been slimmed down dramatically, the taillights are squished flatter and the rear end is fitted with twin-pipes (another trend that's gotten out of control). From a driver's perspective, the most important change is the increased greenhouse area. Again, since the introduction of the Chrysler 300C, almost every new car has been gaining metal and losing glass. Hopefully this trend has peaked with the new Chevrolet Camaro, a car you actually can't see out of. We can't tell you how refreshing it is to be able to see the road when you peer out the side windows. But the real changes happen both under the skin and inside it.



Starting with the interior, the GTI's cabin is decidedly more upscale than the outgoing model. The materials are noticeably finer and the flat-bottomed steering wheel is worlds better. Even the air vents look great. In fact, the MkVI's cabin is almost identical to the VW CC, minus the fancy CC-only pleated leather seats. But who wants leather when you can get VW's sharp plaid cloth seats? We drove GTI's equipped with both the cool-as-all-get-out cloth pattern and the optional leathers, and we have to advise you to save the money and go cloth. Not only are they more comfortable (and less sticky), but they weigh a little less. And you get those throwback Euro adjuster knobs. Tech geeks might be put off by the good-not-great nav-radio unit, but it's totally passable. In the interest of truth we should point out that we had but a few hours with the car and were less interested in the radio and more interested in wringing the GTI out.

Now we get to what lies below – the real point of any GTI. There might be some consternation – if not outright groans – regarding the fact that the engine is unchanged from last year's MkV GTI. One might be led to believe that in 2010, 200 horsepower and 207 pound-feet of torque from a 2.0-liter turbo four just isn't enough gumption to keep up with the Subaru WRXs and Mazdaspeed3s of the world. After all, even the Chevy Cobalt SS comes with 260 hp. In one sense, you might be right. But, in a more factual sense, the MkVI has plenty of power.



There are couple of reasons why – the first being refinement. Introduced four years ago in the 2007 GTI, Volkswagen's FSI (direct injection) 2.0-liter mill feels as smooth as 1,500 thread count sheets. There's no perceivable lag, no shortcomings and the engine is ready and willing to rev all the way up to its 6,250 redline (remember – turbo engines don't need lofty redlines to produce their power). Another reason why the carryover engine works so well is that the new GTI weighs less than the old one. Eighty-six pounds less to be exact, but less is less. True, over in Europe the MkVI sports an all-new engine, but it makes just 210 hp. Volkswagen didn't feel the increased cost of a new mill would justify just ten ponies. We'll go ahead and agree with 'em.

So what's new for 2010, then? The suspension for one, though not massively so. Stiffer springs have been attached to all four corners and the rear sway bar is two millimeters thicker. There's been a bit of damper retuning, too. The dual exhausts allow the installation of an H-pipe, though you shouldn't expect to hear anything from inside the car – the new GTI is spooky quiet. In fact, the only sound you hear is produced by a resonator box fed off the air intake, which is a little odd. The big news is the electronic limited-slip differential, or XDS in VW-speak. This "Cross Differential System" uses the GTI's existing ABS and stability control program to limit front wheel slip in corners. Once again, Volkswagen cited cost concerns as the reason why they went with an electronic as opposed to a mechanical LSD.



So what's it all add up to? Turns out that less weight, a sportier suspension and the XDS does make for a remarkable new GTI, one that you'd be hard pressed to confuse with the MkV. Volkswagen turned us loose on some of the finest driving roads exurban Atlanta has to offer (Wolf Pen Gap, for instance) and the GTI lived up to its task admirably. We're typically fond of front-wheel drive hatches on tight and twisty mountain roads because in those situations rear-drive cars can be a handful. The GTI reconfirmed our bias, but with a little asterisk.

Because of the MkVI GTI's new electronic limited slip, you can get on the power incredibly early when coming out of a corner. We're talking pre-apex here. And this is fantastic, allowing you to attack turns the way you might in an all-wheel drive car. The XDS partnered with the revised suspension means you're at full power more often than not, taking big speed into (and more importantly) out of bends faster than we were expecting given our impression of the outgoing GTI. However, and this is big, driving this way shortens the useful life of the brakes considerably when you push the GTI hard. Remember, electronic LSDs use ABS to stop the wheel from spinning so fade comes on fast.

Even when we would downshift into a turn and blast our way out, the car was still using its brakes, which provided an unwelcome surprise when suddenly we got on the brakes and the pedal (*gulp*) sunk almost to the floor. Be advised that we were really pushing the car, so much so that we arrived at our destination 40 minutes ahead of the next GTI. Could you fit better pads? Sure. Stouter brakes? Maybe, but doing so might foul up the XDS and then where would you be? Just think of the new GTI as a part-time performance ride instead of a track toy and you'll do just fine.

Then there's the new eternal argument, DSG versus plain old manual. A couple of facts we learned about GTI transmissions: Interestingly, unlike most cars sold in the U.S., a full 50% of GTI buyers opt for the manual (as opposed to the 90% slushbox rate in VW's other offerings). The fast shifting dual-clutch unit weighs 22.4 pounds more than the manual. That might seem like nothing (in fact, other journalists laughed at our question once the answer was given), but remember that people pay big $$$ for a Porsche GT3 RS fitted with a lithium-ion battery that saves... 22 pounds.

While largely carried over from the old GTI, the DSG now features launch control, and it's incredibly easy to use: Disengage the traction control. Flop the transmission over into Sport. Push the brake pedal in with your left foot. Floor the throttle with your right and watch as the tachometer climbs to 3,200 rpm. Then, simply dump the brake. You are treated to a bit of wheelspin and a slightly faster jaunt to 60 mph. It should be noted that you can get a whole bunch more wheelspin by dumping the clutch with the manual, though Volkswagen claims this way is slower.



So, which transmission to get? Call us Luddites if you must (Luddites!), but if your desire is a satisfying driver's car, then there is no question that the six-speed manual is the box to get. It's just more fun. Oh yes, we know that the DSG can change gears faster (VW claims 1/10 of a second) and all that, but it feels artificial. While there are dual-clutch transmissions that float our boat (hello, Nissan GT-R), in the case of the MkVI GTI, the manual transmission is the enthusiast's way to go. Which is no doubt why Volkswagen sells so many row-your-own GTIs. It's cheaper, too.

The 2010 Volkswagen GTI MkVI has a lot going for it. As far as hot hatches are concerned, none of the competition offers the same mix of refinement, sophistication and driving good times that the GTI does. The price – starting at $23,290 and hitting $29,030 with all the boxes checked – is right, too. Yes, you can get faster cars for the money. Slightly better handling ones, too. But then again, GTIs have never been about flat-out performance. They're too civilized, too – dare we say – nice. In that regard, the 2010 GTI is a worthy successor to the original 1983 GTI, and we wouldn't regret owning one. Besides, if big time power and performance are what you're after, the upcoming Golf GTI-R/R20 is right around the corner. As it stands, the MkVI GTI is a practical albeit fancy little hatchback that's up to the occasional back road burn.



Photos copyright ©2009 Damon Lavrinc / Weblogs, Inc.