Probably already been seen or posted, but I thought I'd post it up. I especially like the part about the ongoing DSG vs manual debate......
It was worth the wait. The impressive direct-injection I4 produces 200 hp and 207 lb-ft of torque from 1800 to 5000 rpm. That powerband makes third gear appropriate for a variety of situations, and winding out the engine is a joy. VW says to expect a 0-to-60-mph time of 6.9 seconds, a couple of tenths quicker than GLI and the same as A3.
A six-speed manual transmission is standard, while the dual-clutch DSG system is optional. DSG is trick, but its perfect gearshifts are too boring for a car this involving. It seems a shame to dilute your experience by going the no-clutch pedal route, even if DSG shifts faster than you can.
The fifth-generation GTI has lively reflexes and a touch of old-school character—the car is again worthy of its badge—missing in the previous version. This is VW’s sharpest handler, due to stiffer springs and shocks, and larger anti-roll bars than used on the standard Golf. U.S. cars don’t get the European version’s “short” springs; it sits 15 millimeters higher thanks to U.S. bumper-height requirements. This also provides more give on imperfect American roads. Still, the ride remains Euro-stiff, if not downright harsh. The upshot: GTI’s dynamic behavior is improved; suspension tuning and quicker steering allow the car to turn in more sharply than the old car, and it carves a faster line before suffering from speed-killing understeer.
Other differences between U.S. and European GTIs come down to standard equipment, including an upgraded stereo and xenon headlights. Options include satellite radio, sunroof, sport seats and
18-inch “phone-dial” wheels—straight out of 1985, when phones had dials. At around $23,000, you should get in line now.
It was worth the wait. The impressive direct-injection I4 produces 200 hp and 207 lb-ft of torque from 1800 to 5000 rpm. That powerband makes third gear appropriate for a variety of situations, and winding out the engine is a joy. VW says to expect a 0-to-60-mph time of 6.9 seconds, a couple of tenths quicker than GLI and the same as A3.
A six-speed manual transmission is standard, while the dual-clutch DSG system is optional. DSG is trick, but its perfect gearshifts are too boring for a car this involving. It seems a shame to dilute your experience by going the no-clutch pedal route, even if DSG shifts faster than you can.
The fifth-generation GTI has lively reflexes and a touch of old-school character—the car is again worthy of its badge—missing in the previous version. This is VW’s sharpest handler, due to stiffer springs and shocks, and larger anti-roll bars than used on the standard Golf. U.S. cars don’t get the European version’s “short” springs; it sits 15 millimeters higher thanks to U.S. bumper-height requirements. This also provides more give on imperfect American roads. Still, the ride remains Euro-stiff, if not downright harsh. The upshot: GTI’s dynamic behavior is improved; suspension tuning and quicker steering allow the car to turn in more sharply than the old car, and it carves a faster line before suffering from speed-killing understeer.
Other differences between U.S. and European GTIs come down to standard equipment, including an upgraded stereo and xenon headlights. Options include satellite radio, sunroof, sport seats and
18-inch “phone-dial” wheels—straight out of 1985, when phones had dials. At around $23,000, you should get in line now.