Hatchback Reviews

Opel Astra OPC and Ford Focus ST go head-to-head in this comparative review. 

Australia is one of the biggest markets in the world for the Volkswagen Golf GTI. About one in four Golfs sold locally are the hot hatch version.It’s popular not because we’re a nation of revheads, but because it’s priced at a $40,000 sweet spot that’s accessible to the masses.By choosing a GTI it’s as if Australians are saying “if I’m going to downsize to a small car then I’m damn well getting one with the works”.Just as many buyers choose a Golf GTI for its impressive equipment list, fuel economy and practicality as they do for its turbocharged engine and driving thrills. It also has enough visual appeal to say “I’m not driving a Corolla”, but nor is it enough of a hoon to attract unwanted attention from the constabulary.So a new Golf GTI is big news. This one is the seventh generation in 37 years, and the first new-from-the-ground up model in almost a decade. With 1.9 million global sales, it is the world’s top-selling hot hatch.It is so important Volkswagen put a former Porsche engineer in charge of the development of the latest Golf GTI. This time around, though, Volkswagen delivered two versions: a regular model and a premium-priced Performance Pack which has more power, bigger brakes and heavy-duty hardware that helps it better handle corners.As we would discover, however, this two-pronged strategy has created a dilemma. Which is the real Golf GTI, and has Volkswagen held too much back on the base model to create a second tier?ValueVolkswagen rolled back prices for the new Golf range when it was introduced last month, but we will have to wait until October to find out what the new GTI will cost when it goes on sale locally.Volkswagen says it is still negotiating the final price with Germany. But based on VW’s recent form the GTI will also need to be priced more sharply than before (its current RRP is $40,490 plus on-road costs but has been advertised at $39,990 drive-away in runout), especially given the new competition from the Ford Focus ST and Renault Megane RS.Volkswagen Australia has confirmed the three-door Golf GTI will not be introduced with the new model. So we reckon a smart move would be to bring the five-door at or under the price of the three-door ($38,990 on its debut in 2009, but discontinued a couple of years later).There was no “nudge-nudge, wink-wink” from VW with this pricing insight. It is our own guesswork, so don’t be surprised if dealers give you a strange look and lots of denials if you try to leave a deposit at this price. It’s our shot at the dartboard.TechnologyGiven it’s the flagship, the new GTI will be available with every gadget introduced on the regular Golf range. The problem is, this far out, we don’t know what will be standard and what will be optional.So here’s our second attempt at the dartboard. The basics such as Bluetooth and a full assortment of airbags and the usual array of remote control this and push-button that will of course be standard.The base model will probably come with 17-inch wheels (yet again) because Australia is viewed by VW’s German head office as being a market with harsh road conditions. We can’t blame them. Clearly they’ve travelled on the major arterials of our capital cities.The good news is the snazzy and newly-designed 18-inch wheels you see in these pictures are expected to be readily available options. Other bling such as the cool LED tail-lights and the ice-cube-style headlights will likely be options, as will the high-end audio system, radar cruise control and sunroof, among other things.You can bet the first batches of Golf GTIs into the country will come fully loaded with these extras whether you need them or not. Typically, when a new Golf GTI arrives those at the front of the queue have a choice: pay close to or in excess of $50,000 for the one with all the extras that’s in stock, or order yours without all the gear and wait up to six months. (It was actually nine months at its peak in the mid 2000s).So do your homework and assess which of the gadgets you really need, versus what you think you really need (lane keeping, blind zone warning, radar cruise control, emergency braking, road sign recognition, self parking, dynamic chassis control, etal).One gadget we really like but sadly is unlikely for Australia (for now) is the built-in WiFi. In Europe, where mobile data is cheaper than it is in Australia, you can tether your mobile devices to a built in SIM-card. It also enables the navigation to use Google Maps, so you can see the route amid images of the actual terrain, roads and buildings you’re driving past.DesignUnlike the sixth-generation Golf (which was in fact a reskin of the previous model) the seventh-generation is a new model from the ground up using Volkswagen’s brand new global architecture that will underpin most of its models for the next decade.This explains why Volkswagen has been able to trim 42kg from the Golf GTI’s overall weight (from 1393kg to 1351kg) even though it is longer, taller, and wider than before. Although you can’t see its cleverness, it’s a smarter engineering layout that also delivers a bigger footprint.As for external appearance, car buffs will have already noticed that this is the most overt-looking Golf GTI for some time. The red highlight trim in the grille now extends through the headlights, and the fog lights are framed inside a set of plastic whiskers that appear to be clawing the car (this treatment was much more subtle on the previous model).Consider it a sign of a conservative Volkswagen bravely stepping outside its comfort zone. It is also a visual nod to the GTI’s new capabilities -- depending on which model you buy.DrivingI love the new regular Golf line-up. I voted for it in the World Car of the Year awards. It will likely clean sweep this year’s awards in Australia. And I like the new Golf GTI but (deep breath) it doesn’t feel like the previous two models, which hugged the road like extensions of your arms and legs.As odd as it sounds I fear the new Golf GTI is almost too good for its own good. It feels so clinical it’s almost numb to the senses. The engine noise lacks the character of the Ford and Renault hot hatches. The Golf GTI’s exhaust blurt between gears is still there, but it’s muted by extra noise deadening.In terms of dynamics the grip is there, the flat handling is there, and it’s relatively nimble (even though it is wider than before), largely thanks to the clever new steering system (two turns lock to lock for the diehard propeller heads).But with the previous two Golf GTIs, you could feel the car wriggle into its groove like a dog rolling around on its back trying to scratch an itch. The new one feels like you’re driving something from The Jetsons. Figuratively speaking, it feels like you’re hovering above the road, not glued to it like the old one.There’s another minor issue: the 2.0-litre turbo engine is now underdone compared to power outputs of the Ford Focus ST and Renault Megane RS. The Golf GTI has a delay in power delivery below 2500rpm which I never noticed before -- or maybe the Ford and Renault engines respond better. I suspect it’s the latter. Thankfully, the six-speed twin-clutch gearbox disguises this trait by not falling off boost as often.Will Golf GTI fans love the new model? Absolutely. The new Golf GTI elevates hot hatch refinement to a new level, but Volkswagen is teasing us with the base model. Deep down, it feels like VW has held something back for the Performance Pack, which will come with a price premium when it goes on sale after the regular model either later this year or early next.Ford and Renault have thrown everything at their hot hatches in an attempt to over-deliver (and in Ford’s case, undercut on price). But Volkswagen is now metering out its goodies: one power output for the Golf GTI, another for the GTI Performance Pack and then yet another for the top-line R version.At the time of writing we had only sampled the regular Golf GTI. The Performance Pack has the rest of the motoring press in a blather. We are due to test it in the coming days. Would the real Golf GTI please step forward?

Look familiar? Well it's not. This is the new Volkswagen Golf. New. Seriously. It looks so much like the last one you wonder what the designers do other than buy pointy shoes and manicure their sideburns.Volkswagen assures us this is the seventh generation of the small hatch that was launched in 1974, with the sales tally about to hit 30 million. Selling that many cars tends to stifle any move to make a radical change between generations, so this Golf is only slightly larger than the previous model and has an almost identical silhouette.The design evolution may be glacial, but Volkswagen has made substantial changes to the Golf's innards. The result is a car that is significantly better than the last, which instantly sets a new benchmark for the class. Yes, it really is that good.PRICES AND SERVICINGThe range starts with the 90TSI manual at $21,490 and moves up to $24,990 for the better-specified Comfortline version running the same engine. Picking an auto adds $2500.Two new Highline models sit at the top of the range, the 103TSI petrol at $31,990 and the 110TDI diesel $34,490, with gear such as Alcantara seat trim, satellite navigation and small touches that contribute to a prestige feel for the cabin.Volkswagen Australia has decided to make life even more difficult for its rivals with the starting price, $500 less than before. It has ditched the undercooked 77kW base engine that reminded the owners they should have spent more money every time the traffic lights went green, replacing it with a 90kW unit.More standard equipment has been added, weight trimmed and fuel consumption has been cut. All this makes the Golf a formidable opponent. The Australian small car segment is still divided in two, with Hyundai and Kia duking it out with Toyota, Nissan and Mazda around the $19,990 mark while semi-premium European cars such as the Ford Focus and the Golf perch about $1500 above.While there is some quality new product among the cheaper models, this Golf is so much better, even in standard form that the premium suddenly looks like small change. That leaves the fear of servicing costs and durability problems as the only real reasons to doubt the Golf -- apart from the understated design.Motoring club technical query lines field a disproportionate amount of calls regarding Volkswagen faults these days and driving beyond the warranty period can cause anxiety. The durability of this particular model can only be proved with time, but Volkswagen Australia has at least moved to alleviate running cost concerns with a capped-price service program.It sets a standard fee of $2113 for the first 90,000km or six years for petrol models ($2371 for the diesel). Like similar programs it doesn't include consumables such as oil, brake pads and tyres, but goes some way to protect customers from dealers charging above the odds (not that dealers of European models would consider such a thing).PLATFORM DESIGNAs for the car itself, it is almost completely new and is the first to use the Volkswagen Group's new Lego-style system to be shared by its many brands, including Volkswagen, Audi, Skoda and Seat. The company has been sharing like this for years, but the new system allows for sections of the car to be mixed and matched. Front axle units, rear axle units, front ends, rear ends and so on can be arranged in different configurations.The Golf is the first of the new MQB models, which is abbreviated German for a front-drive car with a transversely mounted engine. The Audi A3, which is on sale here next month, uses many of the same modules, as will the next Skoda Octavia.The Golf employs two different rear axle units in the same range: a basic torsion beam system and a premium multi-link unit that delivers the ride and handling synonymous with Golf. The torsion beam is fitted only on the least powerful Golfs that Europeans are happy to tolerate and has not made the boat trip to Australia.That's quite a relief and means the Golf maintains its position as a model with a comfortable ride and capable handling. Pressing the car through the winding ribbon of the Toolangi State Forest near Victoria's Healesville revealed it is a joy to drive -- delightfully responsive and agile, benign but not dumbed down.ENGINESEngines have been revised and Volkswagen has discontinued the fascinating Twincharger four-cylinder that used both a supercharger and turbocharger. Now that turbo technology has improved, the supercharger has been left on the shelf.The 1.4-litre four-cylinder turbo, which benefits from a range of minor upgrades, now produces 90kW and 200Nm in the base car and 103kW and 250Nm in the mid-range 103TSI model. Both of these engines move the car along swiftly, rev out without much fuss and have enough torque to avoid any wringing of necks. The entry-level engine is teamed with a manual (six speeds) or dual-clutch automatic (seven speeds), while the mid-spec engine is auto only.Only one diesel is offered, an upgraded 2.0-litre four-cylinder with 110kW and 320Nm that provides loads of effortless torque for the 110TDI version. It is relatively quiet, for a diesel, although the stop-start system means the engine is intrusive when it fires up again. Auto only, the diesel has fuel consumption of 4.9 litres per 100km. Surprisingly the petrol Golfs, which also have stop-start, are not far behind with figures ranging from 5.2l/100km to 5.7.DRIVINGThe entry-level 90TSI is a revelation. It has an interior that belies its position in the range. The premium look and feel of the plastic surfaces, seat trims and switches is complemented by excellent suppression of tyre, road and wind noise, which have been reduced to Lexus levels.It absorbs the bumps without fuss, yet is not so soft that it wallows. Better-specified models are still easy to live with but the larger wheels and tyres do pick up a few more of the surface bumps.The new electric steering is lighter than before, which helps in tight spots, although there is always the risk of taking away some of the feel through corners at higher speeds. Volkswagen engineers spent a lot of time and effort on this and it has paid dividends.The result is a range of models that go beyond the best on offer in the small car segment in most respects by a long margin. While the Focus may match it through the corners and most rivals feature far more adventurous design, the Golf has so many strengths and is so well rounded, it is the new leader. It even rivals the more expensive Mercedes-Benz A-Class and BMW 1 Series in many respects.The step forward is such that I asked visiting Volkswagen board member Ulrich Hackenberg, who is in charge of development, why anyone would pay more for the Audi A3 when it uses many of the same underbody components. He mentioned the additional features, sportier focus and different design, before offering up, after a second question along the same lines that the answer could be found on the bonnet and boot.“The Audi customer would not consider buying a Volkswagen. They have reached Audi and will not go back,” he said. “The value of a brand, of the image, is very high.”VERDICTCheck out the A3 and other luxury hatches by all means, but don't overlook the brilliant Golf if you can live with the badge.

Hard to stand out in a small car these days, what with every second diminutive hatch or sedan in sight being a Mazda3 and almost everything else looking alike. Try, if you can be bothered, picking out a Pulsar or a Cruze while walking past a crowded carpark.Anyone with a few extra bob to drop on their shopping trolley is dropping it on a new Volkswagen Golf. And why wouldn't you? There's nary a choice from this overpopulated segment (of which some 250,000 will sell this year) that isn't utterly dependable, safe, sound and resoundingly dull.One of the exceptions, a car so marginal as to barely impinge upon the collective consciousness, is Alfa Romeo's Guilietta. For a hatch, a vehicle type defined by practicality, it's something of a perverse pleasure. The entry level 1.4-litre Gulietta has been re-labelled as the Distinctive. That it is.VALUEDespite a drastic and overdue price slice, the Alfa Romeo is still a bit overpriced at a little under $30,000 next to the new Golf. It's another $2000 to get an auto (one of the twin-clutch variety), which is standard on all Golfs bar the very base model. And that is not so very base despite starting about $6000 under the Alfa.Moreover, VW brings capped price servicing and a big dealer network. In terms of equipment, the Alfa hasn't much to boast of. And the resale will eviscerate you.Yet if you're straying in the direction of these few and far between showrooms, it's reasonable to assume you're less interested in litres per 100km than the way in which you get to 100km/h. While those who style themselves as Alfisti tend to be focussed firmly on the past, here's a contemporary car worthy of Alfa's hallowed heritage. Put what price you will on that.TECHNOLOGYAnyone who still somehow doubts small turbo charged engines are not where it's at -- that only capacity counts -- will be dragged into this decade by the Guilietta's 1.4 MultiAir four.The International Engine of 2010 combines turbocharging with direct fuel injection and a system that opens the engine's valves to the optimum. The result is an instantly tappable wave of torque, almost all of which occurs at barely above idle.That can be regulated by the DNA switch, which in Dynamic mode produces yet more torque. In addition to beefing up the steering feel, it's this setting you'll engage at almost all times. Normal mode is that in which the diesel-challenging fuel consumption figure was obtained, but then you're not in the market for a Prius are you?All this makes the bigger capacity but free-breathing petrol plants most Japanese carmakers persist with look like the relics they are. If the cost is paid in premium unleaded, the Alfa's breadth of talent is worth every cent. Standard is the Q2 electronic differential which vectors the power to the front wheel with the most traction. Like that clever little engine, it works so seamlessly you're scarcely aware of it.DESIGNYou won't find many functional objects with so much form. The trad Alfa cues shield grille, Milanese badge, offset license plate and hidden rear door handles individualise this five door. This base model lacks the presence of the top line Guilietta QV. Lowered suspension, bigger wheels and leather trim can be optioned if you really must.Venture within and you're reminded Italy is a country that has struggled to consistently mass produce a decent affordable car. Oh, don't bother writing in. You know it's true. The Guilietta's inside story is as doleful and drab as the exterior is evocative. Fit, finish, materials and ergonimics aren't good enough. A $19,000 Cruze has better plastics.SAFETYAlfa has not Volkswagen's remorseless reputation, but its safety package is every bit as sound. Five stars from Euro NCAP are one thing, but it's the active ability component that will save you from putting that to the test.DRIVINGEngage ignition. Select Dynamic mode. Find first gear. And be engaged. With the exception of Ford's Focus Sport, there's not a small car this side of hot hatch money that entertains to this degree. In any case, the Australian issue Ford for the moment lacks a turbo four to compete.As things stand the entry Guilietta is a better all round device than the near $40,000 QV. A second slower to 100k/h it may be (7.8 seconds in the manual) but its ride serves vastly better when getting quickly across the busted blacktop that passes for a B road in this country.While the heavier QV would be impacting hard the same ruts the Distinctive skims, it's also running out of puff. Though formidable down low, the QV's 1.75 turbo simply doesn't want to know after 5800rpm -- a frustratingly low, diesel-like ceiling. The ostensibly lesser car has meaningful power to impart on top of its torque. It's usefully more flexible and enjoyable, with a tastier engine note to boot.VERDICTHardly the soundest small car choice, but at least you've made a choice.Alfa Romeo Giulietta 1.4Price: from $29,350Warranty: 3 years/100,000kmResale: 46 per cent (Glass's Guide)Service interval: 12 months/15,000kmCapped servicing: NoSafety: 5 starsEngine: 1.4-litre turbo petrol; 125kW/230/250NmTransmission: 6-speed man or twin clutch auto; FWDThirst: 5.9/5.2L/100kmDimensions: 4.3m (L); 1.8m (w); 1.4 (h)Weight: 1290kgSpare: Space saver

Stepping down from a $240,000 car into a $40,000 one takes some discipline. Of course it's not going to be as good, not by any stretch of the imagination. But you know what? BMW's little 116i hatch ain't half bad either. VALUE Launched in 2011 the 116i is priced from $37,300. The only option fitted to our test

Where else to gain public opinions on the latest VW Beetle than at a place called Ferry Road Diner on the Gold Coast? It’s a well known meeting place on Friday nights for all things retro, mainly those on four wheels. The diner has a carpark the size of a drive-in movie theatre, that becomes an informal show’n’shine of classic metal.VALUEThe model range includes a 1.4 TSI five-door hatch in both DSG automatic and manual, valued at $32,490 and $29,990 respectively. There is also a special ‘Fender’ edition, with a custom exterior badge, a dash inspired by the Fender guitar manufacturer and a premium audio system. The Beetle Fender 1.4 TSI comes in DSG automatic, and is valued at $34,490.VW offer two option packages with the Beetle. One is a technology package that includes Bi-Xenon headlights, LED daytime running lights, keyless access, power folding external mirrors and low pressure tyre indicators.Our test Beetle was fitted with the sports package: 18-inch `Twister' alloy wheels, tinted side and rear windows, sports instruments on the dash centre and paddle gearshift paddles with the DSG.DESIGNWe rocked up in a new VeeDub Beetle, bright red in colour and sporting a great set of 18-inch twister alloy wheels. And found ourselves sharing parking space with thumping Chevys, A-Model Fords, an Excalibur, and a couple of Cadillacs. As about the only car under the age of 40 years, our Beetle stood out like a bright red sore thumb. It delighted us in getting more than its fair share of admirers.The next day we went to the supermarket and again the Beetle attracted plenty of lookers ... all of them smiling, with quite a few wanting to talk to us about the new shape.The first New Beetle looked cute and feminine. The new model (simply called the Beetle, the ‘New’ has gone) has a wider-stance lower roof and longer body that allowed designers to replace cute with curve. The roof extends further back and it's now a better proportioned car.The benefits include an increase in boot capacity from 209 litres up to 310 litres. Fold the seats down and it leaps to 910 litres. This is a coupe rather than a hatchback so is a car for singles or couples, not really being suited to family use.TECHNOLOGYVolkswagen Beetle for 2013 comes with one powertrain only at this stage. It’s a 1.4-litre Twin-charged petrol engine with 118 kW of power and 240Nm of torque. It comes standard with a six-speed manual gearbox, or a seven-speed DSG automatic at a $2500 premium. Our test car was the auto.It's a modest-performing car, though you wouldn't describe it as a slouch. The DSG can be a little slow and catchy at slow speeds as are many other double-clutch automated manuals.Anticipate other engines to come later, probably with powerplants borrowed from the yet to be announced VW Golf GTi.SAFETYThe 2013 Beetle has a five-star safety rating from Australasian NCAP thanks to standard stability program, four airbags and a tough laser-welded and galvanised body that has a high torsional rigidity. The car feels strong and solid in the Volkswagen tradition.DRIVINGTilt and reach steering is standard and we had no trouble finding a comfortable driving position - something that couldn't be said about the old New Beetle.Ride comfort is good on most surfaces and the slightly firm suspension provides the sort of handling that keen drivers will appreciate.The cabin will also bring a smile to most people's faces. The colour matches whatever exterior you select and in our test car that was bright red where it matters, on the doors and across the 1950's style dashboard. New VW Beetle has a large speedo in front of the driver in a separate binnacle. It’s easy to read at a slightest glance and revives memories of the old air-cooled cars.VERDICTA sports coupe it’s not, but the 2013 Beetle will be given the nod by all but full-on revheads.

Hyundai Accent arrived in Australia in June 2000 to replace the extremely successful Hyundai Excel. Hyundai attempted to push it a bit more upmarket than the Excel and that included a price rise that took it out of the cheap-and-cheerful category. The lower cost Hyundai Getz also stole sales from Accent.So sales of the Accent have never been as high as the Korean importers planned, but there are plenty on the used-car market and if you shop around there are some excellent buys out there.Hyundai’s build quality, which was a bit hit-and-miss in the company’s earlier years, had improved noticeably and the Accent benefited from being an all-new design. The later the car you buy the better it’s likely to be. The main structure of the Accent generally holds up well when subjected to the rigours of rough Aussie roads. Anything that squeaks and/or rattles, particularly inside the cabin, during your test drive should be treated with suspicion.There's good interior room in this small-medium Hyundai and buyers with pre-teen children can use the Accent as a full family car. The boot is roomy and easy to use and has a good shape that’s reasonably easy to load.Hyundai's Accent has good handling and the feel through the steering is better than average for an Asian import. There's some understeer if you push hard but the car is reasonably neutral until then. A good set of tyres can markedly improve things in the handling department and won’t set you back a huge amount of money.Model choices are quite limited because slow sales meant that the upmarket Accent hatchbacks, and all sedan variants were pulled off the Australian market in 2002. The sedan made a return in May 2006 with the introduction of a virtually all-new Accent.In September 2003 the Accent received a facelift to move it away from the somewhat bland look of the original model. This facelifted version is more popular on the used scene and it’s worth paying the extra if you’re looking for a bit of pizzazz in an affordable car.At the time of the 2003 body revamp, the Accent’s engine was increased in size from 1.5 to 1.6 litres. Performance from the new 78 kW unit made the small-medium Hyundai reasonably zippy on the road. It’s still not really sporting, but the car became more pleasant to drive, with shorter overtaking distances and the ability to climb hills with fewer gearchanges.Gearbox options are five-speed manual and four-speed automatic. This means it’s lagging behind more recent competitors with multi-speed manuals and autos. The manuals are generally good in their gearchanges but can bind up at times for no obvious reason. Automatics do sap a fair bit of engine power in a car of this size and are probably best left to those who do a lot of heavy-duty commuting in serious traffic.These days Hyundai is a fully established as part of the Australian automotive scene. The dealer network is large and widespread, though as is often the way in a car in this class, representation in the bush can be on the sparse side. We have heard of no real complaints about the cost of servicing or spare parts.The Accent is a simple design and has good underbonnet space, so it’s easy enough to work on. A lot of routine work can be done by a good home handyperson, though safety related items should be left to the professional. It’s always a good idea to have a workshop manual on hand before starting your own servicing and repair work.Insurance charges are moderate and there doesn’t appear to be a great deal of difference between companies as to the premiums they charge. Shop around but, as always, make sure you are doing a full apples-with-apples comparison before making your final choice.WHAT TO LOOK FORWe have seen Accents reach 200,000 km without any real problems. These cars had obviously been driven sensibly and serviced by the book - ask to see the full service records. Look over the interior, including the boot, for signs of rough usage. This may be a sign that other out of sight areas have also been mistreated.Rust isn't normally a problem, but look at all the lower body areas and around the front and rear windscreens to be safe. Any cars we have seen with rust in their bodies have been poorly repaired after crashes.Do an engine check for easy starting and smooth idling. Where possible this should be done with the engine cold, preferably after it has been sitting overnight.Feel for a manual gearbox that baulks during fast gear changes, especially during the three-two down change.Turn the steering wheel all the way from one side to the other whilst travelling at a very low speed and listen for clunking noises near the front wheels. These probably indicate the universal joints are worn.CAR BUYING TIPSellers will ask more for cars with a full service history, but it’s generally worth the extra outlay. Having paid the higher price it’s smart to keep its logbooks up to date. That way you can get most of your added investment back when it’s time to trade up. 

We're hustling along in the all-new Mk7 Volkswagen GTI, on a tightly curved back road in mountainous Southern France. Just as traffic opens up and I can see a fair distance ahead, I raise our speed into the next bend.But it turns out to be a flat, decreasing-radius corner. I pull my line tighter than intended; and instead of understeering - or exploring the limits of stability control - we slingshot through the corner, with a sense that, for a moment, we'd warped the rules of how front-wheel drive cars behave near the limit.What happened in that moment is that, right when it mattered, with my right foot dabbing into the accelerator, the front wheels seemed to simply find more traction and pull right through that tighter line - rotating us through without the rear wheels stepping out, with no torque steer, no wheel spin, no dramatic weight transfer.TECHNOLOGYBut back to reality; this automotive parkour I speak of is surely not due to my driving prowess, but to some smart new chassis engineering in the new GTI. With the Performance Pack, which we're convinced is the only way to get this GTI - this hot hatch packs a dynamically heroic one-two technology punch.First, Volkswagen has applied a electronically operated, hydraulically actuated, mechanically clutched front differential that can essentially lock to transfer up to 100 percent of torque to one of the front wheels - or more often expertly vary the mix to send increasingly more to the outer front wheel as you’re cooking it into the apex of a corner.Secondly, VW will fit all new GTIs with a variable-ratio electric power steering system that is darn near flawless, imparting good feedback, helping tuck those lines in tight hairpins, and allowing a system that can go lock to lock in barely over two turns of the thick, flat-bottom steering wheel.And altogether, the knockout punch here is how fluid and unflustered the 2015 GTI feels through this 'trick.' Most notably, somewhere between the differential system, the steering, and the front-end geometry, VW seems to have completely quelled torque steer.That would otherwise be a concern, because there's a lot of torque. Standard versions of the GTI are up to 162 kilowatts and 350 Newton metres of torque, while with the Performance Pack it makes 169 kilowatts and the same torque output - although different engine controls make boost more available when you need it, in transitions, and there's an even broader range for peak torque.What it means, essentially, is that while the throttle is even and easy to modulate from a stop, if you press further you'll reach a point when a groundswell of torque pins you back in your seat - and helps pull you quickly out of each corner, even if you're a gear or two too high.VW's DSG dual-clutch automatic keeps getting better, too; here it clips through the gears with as much urgency as ever, but it's better than it used to be for drivability in the lower gears. Steering-wheel paddle-shifters give good control, too; we just wish that VW wouldn't force downshifts, even before you click the accelerator detent.The manual gearbox in the GTI is an excellent choice as well. With one of the easiest-to-modulate clutch pedals among performance cars in any price range, you won't mind stop-and-go traffic. The linkage is a little imprecise, but the shifter glides nicely between gears once you're used to it.As for braking, in any versions of the new GTI, the pedal is a little on the touchy side for driving in traffic. But these stoppers feel super-confident in higher-speed slowdowns, and with the Performance Pack you step up to bigger 340mm rotors in front - commensurate with that model's 250km/h top speed. It also drops 0-100km/h times by a tenth of a second, to 6.4 sec.The engine itself is technically carried over - with the same EA888 engine code, 2.0-litre displacement, turbocharging, and direct-injection technology - but much has changed. The cast-iron block has been slimmed, and the cylinder head is entirely new, with water-cooled exhaust-gas recirculation (EGR) loop especially of note. That helps improve fuel consumption in conjunction with the variable valve timing system and dual camshaft system.The GTI is also around 23kg lighter than the outgoing model (we'll see exactly how much when the U.S. car is spec'ed out) - in moving to the new MQB VW/Audi front-wheel-drive platform - and the weight loss combined with the added kick of the engine make this GTI feel faster than the previous Mk6 car, even if all-out acceleration times are around the same.You might also notice we're talking a lot about the Performance Pack. While pricing, and exactly what's included, are still on the table, we know it'll wrap together the active-diff system, brake upgrade, and a few other items - although it might or might not include the summer-performance tires our test cars were fitted with. Variable damping is also a wild card, and could affect general refinement when it lands on these shores. In any case, we think this package, which will likely cost less than $2,000 AUD, will be the way to go. Without the Performance Pack, the 2015 GTI gets by with an all-electronic e-diff system, essentially leaving torque-transfer duty to the brakes. It's likely you'll want to check that box if you have track driving in mind.DRIVINGAs it is, though, the GTI is hands down the grownup of the hot-hatch group. For its dynamic prowess, quick steering, and immense torque on tap, the GTI is the small performance car we'd pick for a long daily commute, or a cross-country drive. Ride quality is great; the interior is definitely the quietest of this class; and the standard seats are not only well-bolstered but generously sized and genuinely comfortable for a wide range of driver types.There's no seat option like the Recaros in the Focus ST, but we're fine with that. The interior is hands-down the best of any small hatchback anywhere close to this price, with nicely coordinated materials, matched surfaces, and consistent button faces and lighting.All the details are right, in a way that few other sub-$30k performance cars get. We also appreciated the wide footwells, good-size dead-pedal area, and pedals that don't require narrow Pilotis to enjoy. The driving position is a bit low (the consequence of dropping the overall height yet preserving headroom) yet upright, and you look out over a bulbous hood that now disappears to vague vehicle corners.C-pillars are thick and can cut visibility when changing lanes but, well, that's a Golf-family trait we've known for ages. Tartan pattern upholstery is another carryover. And other upgrades include red ambience lighting, a stainless steel doorsill, plus brushed stainless steel pedals.In back, there's just a bit more space than you might remember if you've been in other Golfs or GTIs; a fold-down centre armrest (with cupholders and a ski pass-through) and decent headroom make it doable for two adults, provided they're not behind lanky ones in front. And of course the seats flip forward. Up front, an under-seat tray, for odds and ends (we’d put soft things like gloves and a hat down there) is a cool touch.STYLINGAs for the exterior? The look is still understated (just think if VW could have combined this chassis with the Scirocco's look). We’ll let you be the judge, but the new GTI (and Golf) are evolutionary - a little more chiselled in front, with hoods a little lower in front but curved outward, yet a familiar profile altogether.The GTI's fanned-spoke 'Austin' wheels and red calipers are the two most daring attributes, and GTI continuity is achieved with that little red line that runs through the grille and headlight area. One big advantage over other performance-hatch models is that with the GTI you have a choice between two- or four-door body styles.FOCUS ST RIVALWith the arrival of the Ford Focus ST this past year, there's fresh competition among hatches. It's a lot of fun; just with its predictable slingshot cornering, it's dynamically a different beast than the Focus ST, which seems to invite you to provoke it in corners, just to get the rotation that its setup allows.We dare say that the setup in the 2015 Volkswagen GTI will be more rewarding to those who drive with finesse - and we look forward to testing it out on any road course, where we think that the Performance Pack model might turn out better times, despite the lower power rating than the ST.VERDICTIt's refreshing to see Volkswagen give the GTI a little more attitude than the outgoing Mk6 version. Even if it looks conservative, the new car is deft, athletic, and it really does make you feel like the hero. Step right into almost anything else and that parkour you just performed will seem unfathomable.www.motorauthority.com 

The fastest Mini allowed on the road will be remembered for corners rather than flat-out speed. The Mini John Cooper Works GP Edition hammers to 100km/h in 6.3 seconds.It’s impressive, but not nearly as appetising as this car’s capacity on the twisty stuff. A reinforced chassis, race-spec suspension, massive brakes and close-ratio six-speed gearbox helping keep the engine on boost make this a back-roads or track-day weapon. Australia secured 55 of the 2000-vehicle global production run and there’s still a handful in dealers.The price is $56,900 with no options boxes to tick. That buys a track-day car fitted with xenon headlamps, foglamps, airconditioning, stability control with a ‘GP mode’ for bigger slip angles, and a Sport button to sharpen up the already acute response.Competition comes from the Renault Megane RS265 Trophy Plus at $51,640, the $56,990 Mitsubishi Evolution and Subaru’s $59,990 WRX, though they all at least pretend to take passengers in the back. A massive strut brace just in front of the rear wheel arches restricts the Mini to two-seater duties only.This hot hatch is track ready, courtesy of adjustable coilover suspension to adjust the ride height by 20mm and a set of six-pot vented front brakes with more bite than a cornered politician. The stability control’s GP mode takes advantage of the upgraded hardware by only braking the inside wheel instead of also cutting engine power.The 1.6-litre turbo engine is common to the JCW family and uses an alloy cylinder block and bearing mounts, stronger cylinder head, reinforced pistons, low-weight crankshafts and sodium-filled exhaust valves. Torque is rated at 260Nm with a 20Nm overboost feature. In this well-sorted chassis, that’s enough to propel the lightweight Mini around the Nurburgring in 8 minutes and 23 seconds.The bewinged Mini JCW GP edition started out life as a regular hatch so there’s nothing wrong with its basic proportions. The designers didn’t have much say on the inside, with the rear seat ditched to make way for the brace.A chunky steering wheel fits well with the “go-kart with a roof” ethos. The exterior enhancements are all in the name of aerodynamics (red stripes excepted). A front apron spoiler and engine undertray shield have cut front axle lift and contributed to a six per cent drop in drag.The rarity of the GP Edition means it is unlikely to be officially crash tested, but the Mini Cooper base car is a five-star vehicle. There are head, side and curtain airbags along with ABS brakes linked to traction and stability control. An electronic front diff lock is also part of the safety repertoire.This is the purist’s Mini, in the sense it tracks and handles with more authority than any Mini before it and is a point-and-go rocket without being a handful. The biggest gripe with the GP Edition is the way it copes with back-road bumps, when the combination of rutted bitumen, taut suspension and rapid acceleration can briefly leave it without purchase on the road.Even then it’s predictable: the suspension refuses to squirm to the point of unsettling the car on landing and the steering resumes tracking to the degree of steering lock. Settle the nose down into the corner and the GP Edition follows the white line like Road Runner. The windier the route, the better the GP does. Passengers tend to hang on and loose items need to be secured. At least the Mini gives a moment’s warning as the turbo alters the exhaust note, or the driver downshifts entering an approaching corner …

You'd be forgiven for mistaking the new Golf 7 for the old one. The two look very similar. But then Volkswagen probably wanted to avoid making the same mistake it did with the Golf 5.People weren't too keen on the rounded design, with its grey, plastic undersides and sales took a nosedive as a result. You see car buyers are a pretty conservative lot. They don't like change, at least not too much, too soon  anyway.Panicked. The Board that runs VW called for the doctor and Golf 6 was born soon afterwards, prematurely some might say? That was in 2009 here in Australia.Four years later we now have a new and improved Golf, one with "reassuring'' design that we're told is bigger, lighter and cheaper to produce  thanks to a clever "modular'' production process that's reminiscent of the way they produce Ikea furniture. The line up has been rationalised and the engines (two petrol and one diesel) are all new too  although they produce at most only marginally more power.VALUEThe starting price of $21,490 is $500 less than before and you get more for your money, but you can bet your bottom dollar VW is not passing on the full savings it has made in reduced costs (and they won't put a figure on it). The entry level 90TSI model comes in two grades, base and Comfortline for another $3500 with a six speed manual as standard. If you want an auto its another $2500.The higher output 103TSI model is $31,990, comes in the more luxurious Highline grade and includes an auto. Topping out the range is the 110TDI diesel, also in Highline with an auto, at $34,490.Highline models get a combination of cloth and suede leather trim  full leather is another $2950. None of these prices include on road costs.TECHNOLOGYThe 77kW 1.2 litre petrol engine has gone and so has the crackerjack, twin-charged 118TSI, although the latter it is still available in other models. We're left with 1.4-litre turbocharged 90kW/200Nm and 1.4-litre turbocharged 103kW/250Nm petrol engines, plus a 2.0-litre 110kW/320Nm turbodiesel.The 90TSI engine is rated at 5.7 or 5.4 litres/100km depending on whether it's manual or auto, the 103TSI 5.2 litres/100km and the 110TDI 4.9 litres/100km. The two petrol engines are now made entirely of aluminium to save weight and deliver better economy, while balancer shafts have been added to the diesel to make it smoother.Timing chains have been replaced by a toothed, fibre belt which means replacement at some stage. As before, the petrol engines are teamed with a 7-speed DSG double-clutch style transmission while the high torque diesel once again gets a 6-speed DSG. A six-speed manual is however standard on 90TSI models.DESIGNAt 4255mm, it's 56mm longer with a 59mm longer wheelbase than before, with more rear legroom and space in the boot. Fuel consumption is down and active safety has been ramped up, with things like fatigue detection, automatic emergency braking and active cruise control  but to access most of the new features you're going to have to shell out for the $1300 safety pack.The handbrake is now electric and an electronic differential lock is standard along with auto-start stop and brake energy regeneration  but a reversing camera is not. Comfortline adds a rear-view camera, front and rear parking sensors, auto lights and wipers, plus dual-zone climate airconditioning and alloy wheels. DRIVINGWe had a crack at all three power trains. There's nothing disappointing about performance offered by the 90kW TSI model and most people will be more than satisfied, but to get the better Highline trim you're going to have to fork out another $4500 for the 103TSI model.The car is responsive and sure footed even in the atrocious weather we had for the launch, with the 103TSI a bit punchier thanks to the extra torque. The XDL extended differential lock from the GTI, now standard, helps maintain traction in challenging conditions. The diesel feels, well . . . like a diesel, but is definitely smoother and less agricultural than before.VERDICTVolkswagens aren't the cheap and cheerful cars on which the company forged its reputation and haven't been for a long time. They're a premium, aspirational product that features cutting edge technology. The downside is that when things go wrong, they can be expensive to repair. The surety of fixed price servicing, introduced recently, will go a long way towards getting more customers across the line.