2000 Volkswagen Golf Reviews

The Volkswagen Golf wagon is a big seller in Germany and although it has conservative local sales expectations a lack of direct rivals could help spread the word about the family oriented Golf.  It's also a small car with medium car aspirations.So much so, that VW hopes buyers looking at the Ford Mondeo wagon, Skoda Octavia wagon and Mazda6 wagon may cast an eye over the Golf wagon.Pricing and variantsThe wagon commands a $2000 premium over the equivalent hatch models and shares the hatches Trendline and Comfortline specifications and equipment.  Prices start at $26,990 for the entry 90TSI, rising to $36,490 for the 103TDI model.Buyers have the choice of four models, a 90TSI manual and seven-speed DSG, 77TDI manual or DSG, the 118 TSI DSG and the 103TDI DSG.VW Australia is unlikely to launch an all-wheel drive version of the Golf wagon.Although available in other markets, a Golf 4Motion wagon, would add too much complexity to the local model lineup, according to VW Australia executives.  Price and positioning could also be a problem, with Tiguan being the company's star all-wheel drive off-roader locally, according to VW Australia managing director, Anke Koeckler.DrivingThe ride is just as composed as the Golf hatch and despite the extra glass area and more open rear, cabin noise is restrained, due in part to an acoustic windscreen, which helps block out wind noise.  The steering is precise and the ride has that deliberate well-sorted European feel about it.  Unladen, harsh bumps are heard rather than felt and the cabin feels secure.The cargo area is well constructed and designed with durability in mind with a hard wearing carpeted floor and plenty of tiedowns. Like may Euro wagons, the sturdy cargo net can be positioned in two locations, depending on the load.  There is a nifty hide-away compartment below the luggage floor and the full-size spare is also a welcome addition.We spent most of the time in what is expected to be the volume seller - the 118 TSI mated to a standard seven-speed DSG gearbox.  The big surprise from this modest powerplant is that it delivers the power and response normally associated with a larger 2.0-litre engine, all from a 1.4-litre four cylinder that is both turbocharged and supercharged.Volkswagen calls it Twincharger and if you haven't driven it take one for a spin.  Families will be won over by the wagon's Germanic practicality, quality and most of all, price of the entry 90TSI.  The Golf wagon is so good, we suspect it might steal a few sales from the Passat wagon. 

The newest high-performance Golf is the latest VW to slash cylinders in the pursuit of greener pastures.  The Golf R has gone from a muscular 3.2-litre V6 to a 2.0-litre turbocharged four-cylinder.Despite what VW calls ‘intelligent downsizing’, the direct-injection turbocharged engine is not only lighter and more powerful, but cleaner and more economical.VW Australia spokesman, Karl Gehling, does not believe two missing cylinders will impact on sales, despite the popularity of the newest 2.0-litre GTi.  "I don't think enthusiasts will miss the V6," he says.  "It's not the only thing about the car.  When people drive it and experience it they will be reassured that it is still an R."PricingBuyers may also be swayed by the price. When the all-wheel drive three and five-door hot hatch arrives in July, VW Australia expects it to be cheaper than the R32.  Prices ‘will be somewhere between the GTi and current R series’, Gehling says. That means it should undercut the R32's $57,000 entry price for the five-door.Under the bonnetThe R shares much with the new-generation Golf.  Like the Carsguide car of the year, the R benefits from significant all-round improvements over the R32.For the new engine, VW Individual, which builds the R, dug deep into its parts bin to serve up a highly tuned 2.0-litre turbocharged four shared with the Audi S3.  VW has tweaked the engine with special pistons, a reinforced block, high-pressure fuel injectors a new turbo and more efficient intercooler.Enthusiasts will appreciate the 2.0-litre's power and torque gains over the V6.  Despite being smaller the engine pumps out 199kW/350Nm, 15kW and 30Nm more than the 3.2-litre V6.  This gives the six-speed manual version a zero to 100km/h sprint of 5.7 seconds, compared to the R32's 6.5 seconds.VW executive and head of product management for the R, Marcel Delgado, says apart from better fuel economy, downsizing the engine has delivered critical reductions in harmful C02 emissions, which have been reduced from 255g/100km to 199g/km.  "It would not have been possible to continue with the V6 in Europe longer term because of the demands of taxes on C02 emissions," he says.Delgado says development work on the new 2.0 R focused on improving the whole package not just economy and emissions.  "Everything has been refined and improved, from the all-wheel drive, to the gearbox and suspension," he says. VW spend a lot of time at the famous Nurburgring in Germany tuning the car's ride and suspension.  "We tested the R32 side-by-side with the new R at the Nurburgring," he says.  "The R was the quickest."Appearance and equipmentVisually the hatch is distinguished as a leaner, meaner Golf by a 25mm lower ride height, Xenon headlights with LED daylight running lights, 18-inch alloys, large front air intakes, black brake calipers and rear spoiler, LED tail-lights and bumper diffuser.  In profile there is a modest body kit, black exterior mirrors and discrete R badging.The R gets upgraded brakes, 345mm up front and 310mm at the back, along with 18-inch alloys and slick high-performance tyres.  There are also new springs and dampers, updated anti-roll bars and specifically tuned power steering.Sales and market More than 2100 Rs have been sold in Australia since it first went on sale in 2004.  Last year VW Australia sold 386, down from a 2008 high of 675, largely because of the arrival of the newest GTi.Engine performanceThe previous R32 sang off a wonderful song-sheet thanks to its 3.2-litre V6.  In moving to a turbocharged 2.0-litre four cylinder, shared with Audi's S3, only the capacity has changed.  All the other aspects that mark an R as a pure driver's car remain.The newest R has a sharper chassis, improved DSG gearbox and more performance than the R32.  However, the signature dual exhausts, all-wheel drive and pumped up looks remain.  For many though, the exhaust not may not be as raucous as the V6 but it is still plays a nice tune.There are important gains to be had at the fuel pump.  Even with more power and torque, economy has improved from 10.7 litres/100km for the R32 to 8.5 litres /100km for the R.On paper, there is little to miss about the V6, except perhaps those dulcet tones of the exhaust.  Like the Golf, the 2.0 R is a quantifiable improvement over the old model.Ride and handlingThe dynamics are spot-on, with precise steering and excellent handling.  Like similar systems, the car's three-mode chassis control, which is expected to be optional for Australia, changes the power steering tuning depending on the Sport, Normal or Comfort settings.  After fiddling with the system we left it in Sports mode.Even with the firmer setting the ride remained fluid and composed through the corners.  We suspect that having a lighter engine up front helps with the car's more assured behaviour.It is a confidence-inspiring drive thanks to the proven fourth-generation Haldex all-wheel drive system, particularly over slippery snow-covered roads in the Austria Alps.  The Haldex system can send as much as 100 per cent of the engine's torque to the rear wheels if the front tyres are slipping.Gearbox With the latest DSG gearbox, that slight hesitancy that marred the previous gearbox has gone.  The changes are crisp and fast even when making full use of the paddle shifters through twisty mountain roads.  If it has one small problem, when the gearbox is in D it up shifts a tad too quickly, obviously chasing the best economy.VerdictIt is a very quick car and a step up over the GTi.  The biggest trouble VW will have is convincing potential R buyers that it is worth the extra money.  It backs up its credentials with more muscular performance and all-wheel drive.  The GTi is a hard act to follow but the R is another game-changer from VW.

There is a little bit of black magic at work in the new Golf GTI. Through the dark arts of electric pulses, lightning-fast data transfer and endless streams of 1s and 0s between on-board computers the sixth generation of Volkswagen's most popular little sporty has shed its nasty understeer habits and learned to love corners."It is quite amazing, the first time I drove this car it was quite unbelievable," dual Le Mans winner and former F1 driver Hans-Joachim Stuck says. "It is all through electronics but the performance is very, very close to a mechanical limited slip differential. "You can drive it through corners now where previously it would have required specialist technique to avoid understeer."Stuck, speaking at the Australian launch of the GTI, joined the VW group just over two years ago under the stewardship of long-time friend and former VW chairman Bernd Pischetsrieder. His role covers a wide range of motorsport but specifically his initial task was to provide input and confirmation on the suspension and handling of the new GTI.The system that so impressed Stuck is the XDL (extended electron differential lock) which combined with the existing EDL (electronic differential lock) gives the front driver nearly all the characteristics of a limited slip differential assisted car. Simplistically, XDL uses sensors to read the wheel rotation, steering angle, wheel slip and a host of other parameters to compute the best combination of brake and torque to ensure maximum effect of the unloaded drive wheel when the car is tipped hard into a corner.The upshot is that power can be applied earlier and more enthusiastically through the corner without undue fear of the front end pushing through.Pricing and optionsAnd all of this is standard across a range in which the prices remain unchanged at $38,990 for the six-speed manual three-door and $40,490 for the five-door manual. As with the previous model the DSG automatic adds $2500.There is a substantial list of options: $1900 for a sunroof, $2500 for satellite navigation, $1300 for an upgraded audio system, $500 for a rear view camera, $3300 for leather trim, $2000 for dynamic bi-Xenon headlight, etc, etc — but the one must-have extra is the three stage adaptive chassis control ($1500), flowing on from the basic Golf VI and available for the first on the GTI.Volkswagen Group Australia is confident that the extraordinary level of pre-release interest will quickly translate to sales."This time there is not going to be the same supply issues we had with the last car," VGA general manager for marketing, Peter Dierks, says. "There are already 650 cars on the ground in Australia and another couple of hundred on the water. The longest a customer should have to wait for a special order car will be three months."Unlike the previous model the sixth generation GTI will be made at the home of Volkswagen in Wolfsburg.Appearance The design of the GTI pays homage to the original 1974 model with a tight horizontal grille rather than the gaping opening of the fifth generation, the use of red striping on the grille and placement of the lower air intake."It is a re-interpretation of the classic cues, but still recognisable as a GTI at first glance," Dierks says.Drivetrains There is little news on the raw performance front with the 2-litre turbocharged four up 8kW to 155kW while leaving the torque delivery untouched still a flat-bed of 280Nm peak urge on tap and ready to go from 1700rpm right through to 5200rpm.The minimal changes result in no real performance improvement but tweaks have allowed the claimed fuel efficiency to be improved by around 0.5L/100km, now 7.7L/100km for the manual and 7.6L/100km for the DSG.Driving The big changes are in how the car drives and the refinements that now make the manual a viable option to the DSG for anyone who still enjoys the idea of a connection with the car through clutch and gearshift.The adjustments to the manual give the gear lever a much more defined on-centre neutral position, shorter throws and a far sweeter and precise engagement of the ratios. With the amount of torque on hand sixth gear is only ever going to be seen on highway cruising with most of the business taking place between third and fifth.Overall, the nuts and bolts of changes to the GTI over the stand Golf are not huge but clearly very focussed.The car rides 22mm lower at the front and 15mm lower in the rear, the front track is 7mm narrower than it's more common sibling with a 1mm increase at the rear, it does get unique spring, rollbar and damper settings and of course the XDL programming.The safety package is impressive, with stability control, traction control, EDL, ABS, EBD and brake assist all standard along with seven airbags and a 5-star crash safety rating.Interior trim and equipment is as good as has come to be expected from VW with the standard tartan cloth trimmed sports seats both comfortable and supportive with a good range of manual adjustments.It doesn't take long on a twisty road to see just how big an improvement this generation Golf is over the one it replaces. The first tightening corner, approached with the caution instilled by a history of understeer, is dismissed by the GTI with an arrogant shrug and a "let's get on with this" attitude.More aggressive approaches, early application of throttle and increased steering inputs are all met with a balance and confidence the GTI, for all it's heritage as a sporty toy, could never previously claim. Obvious intervention from the stability control comes only after it becomes a challenge to find the limits of the little VW's new cornering prowess. For the record, it is well out beyond territory most owners will ever visit.Ride on the basic static chassis is a good compromise of tautness and comfort — not perfect, but no compromise is. However, with the optional adaptive chassis control the ability to suit the ride to the circumstance is considerably expanded. The comfort setting is considerably softer and best suited to situations where enthusiastic changes of direction are unlikely, or road surfaces are broken to the degree of being uncomfortable. The middle, or standard, setting is comparable to the static chassis experience while the sport setting both tightens the ride and sharpens the steering.Overall, an excellent compromise of sporting intent and day to day practicality. 

That's the lure of hybrids and the reason why cars such as Toyota's Prius is so attractive to green-tinged and fuel-conscious buyers. But are they the be-all and end-all of personal transport?

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

And VW has taken that approach with the new version.The GTI has long been the yardstick for the hot hatch class, and has a huge fan club. It´s sold 1.7 million around the world since it first appeared in 1976. In Australia, the Golf was VW´s best-selling model last year, and about 25 per cent of the 11,632 buyers were happy to pay the extra $13,000 whack to get into the GTI.So the new car has been patterned after the old one in just about every way. Anything that has been changed in this sixth generation still follows the recipe, and a lot has been carried over.The body is still in both three-door or five-door form, but now crouches 22mm lower at the front and 15mm at the rear, sitting on retuned springs, dampers and stabilisers, all aiming to increase the already agile handling..There are subtle changes to the looks, mainly around the front. Where the previous model had a gaping grille and rounded light elements, the revamped version of the black honeycomb grille has a body-coloured strip dissecting it, and the red bezel accent is now parallel lines accentuating the more geometric foglights and chunkier lower air dam.At the tail, the dual exhausts and revised diffuser have come from the concept shown at the recent Paris Motor Show, but apart from those details there is little altered around the back.Slip into the driver’s seat and you’ll find the flat-bottomed steering wheel has been given a cosmetic brush-up with more red-stitched finish, the centre stack has been revamped a little, and there are touches of chrome on the instruments.The car gets the a turbocharged 2.0-litre four cylinder TSI engine, with the same 280Nm of torque as the previous GTI but 8kW more power at 155kW due to a slightly modified induction system, and changes to pistons and pumps that make for less friction.The maximum toque now has an earlier entry and even better spread from 1700-5200rpm (1800-5000 previously), but there is no gain over the 0-100km/h of 6.9 seconds (auto) and 7.2 seconds (manual) of the outgoing mode. However, the rolling acceleration from 80-120km/h is 7.5 seconds in fifth gear and 9.6 seconds in sixth – slower than figures clocked during independent tests of GTI MkV that had it at 6.9 and 8.6 respectively.However it has picked up 5km for the top speed to come in at 240 km/h, and has cut fuel consumption from 8.2l/100km down to 7.5l/100. Emissions are similarly down from 197g/km of CO2 to 170g/km of CO2, helping it meet Euro 5 emissions compliance. .Those hoping to see the seven-speed twin-clutch transmission that is trickling across the Volkswagen stables will be disappointed – the GTI is keeping the six-slot DSG for the moment, along with the six-speed manual – until the seven is developed to handle a better torque load.However there are still some important – although not revolutionary — changes under the skin, including a new electronically controlled diff that loads up the inside wheel in cornering for better traction, handling and to reduce understeer. It’s not activated by slip, and not actually a diff lock as such, but more an application of judicious braking to bring the wheel under better control.And just in case you exceed the limit of the diff’s ability, there’s now a seventh (knee) airbag.The main feature (seen on a lot of stable-mate Audi’s cars) is an adaptive chassis control system with three modes – comfort, normal and sport – that can be selected to change the suspension and steering to suit the conditions. Sadly, it’s not standard but an option on other Golfs, and could end up being an expensive addition to the GTI.Also available as an option is adaptive cruise control, which automatically brakes and accelerates between 30k-210 km/h, bi-xenon headlights, revised park assist that now guides you into any spot as small as 1.1metres longer than the car (1.4 previously).There are no indications yet of whether the GTI will be hit with a huge price increase, and the decision is more likely to depend on currency exchange rates than any other factor.However VW Australia spokesman Karl Gehling says efforts will be made to keep it close to the current model’s prices, which start at $38,990 for the three-door manual.“We worked hard on the new Golf to maintain a competitive price point, and will do the same with GTI,” Gehling says.“We want to keep it as close to the current pricing as possible, but we have to take into account the different specification for the new GTI, and of course there’s the effect of whatever happens with the Australian dollar.”Gehling says that while he won’t make any sales predictions, VW could reasonably expect to hold the current figures of 200-250 per monthDriving The GTI at once feels familiar, and yet you’re aware of the changes. For a start, the engine sounds rortier – but that could be extra noise defence padding the cabin.Except for some wind-rush around the wing mirrors, the interior is now hush-quiet – all the better to hear the engine with, especially in Sport mode on the DSG where you get a delicious crackle and pop through the changes.And that’s where you’ll probably want to keep it, if you opt for the twin-clutch. The normal fully auto mode is noticeably sluggish by comparison … although probably better designed for you to approach the official improved fuel figure.But it will be tempting to ignore the fuel budget, because the engine is an enthusiastic partner in environmental crime, letting you dip into the torque quite early and happy to give up more right across the range.Steering is precise and refined, perhaps too refined as there were complaints from some of the drivers at the launch in France about a lack of feedback. However VW says nothing has changed on the system from MkV GTI.And the tendency of the comfort setting on the chassis control system to render the steering and dynamic abilities of a chocolate pudding — compared with the sport mode – didn’t endear it a great deal. In comfort mode with full auto on the DSG, the car felt too sluggish, and very uncharacteristic of a GTI.Dialling up the sportiest notch on the chassis control system helped the dynamics a bit when you were in auto, but by far the best fun of course is with all that added to the DSG’s sport function.It insists on holding the gears, changes down almost before you think you want to and offers slot-car manners around the corners.The suspension in this setting was brilliant for cutting through some sharp cornering, but you could clearly feel the effect when the wheels hit uneven edges in some places.The manual shift is smooth and solid — without being heavy — and deliciously precise, and is probably going to remain the favourite of those who want to really get to grips with their driving, despite VW saying the DSG shifts faster.The electronic stability control is unobtrusive, and there was little sign of understeer – even when it was punched hard through the bends – which suggests that the faux diff control’s braking effect is a worthwhile system.Of course, most of those performance and handling points are part of the recipe of the current model. But with the new – or slightly new – one, it’s all slightly improved.

It's a similar story with the car.Anyone who knows the Golf knows exactly what to expect when Volkswagen starts a fresh round with a new model. It will look a certain way, drive a certain way and feel a certain way.So the sixth-generation Golf is no surprise. And in a lot of ways it is just a mega-facelift update of the previous model, the super-good fifth generation that was great for owners but tough for Volkswagen to build at a reasonable profit.A lot has changed for Golf 6 but the best news for buyers is the price line has been held at $25,990, with more value and a lot of tweaking of details as minor as the dash lamps and mirrors and even the quality of the optional leather trim. The engines are smaller but there is better efficiency and double-clutch gearboxes are available across the range.Later this year, of course, there will be a new GTi.Volkswagen is aiming high with the new Golf, and not just because it is the backbone of the brand in Australia — and globally.It knows the competition is getting tougher as everyone from Ford and Holden to Peugeot and Renault and all the rest look to cash-in on global downsizing and a green movement which is providing a lot of power for compact cars.Volkswagen also knows it must work harder in Australia because of the classy competition — particularly the Focus, Mitsubishi Lancer and upcoming Mazda3 — which are clustered much closer to the $20,000 price point than it can manage.It is using the smoother new body, the powerplant choices, and an Audi- style emphasis on cabin quality to do the job.There are six models in the new Golf range, with a choice of three engines and three transmissions. The $25,990 starter car comes with a 90kW turbo petrol engine and a six-speed manual gearbox while the $35,690 hero is a 103kW turbodiesel with a six-speed DSG manu-matic gearbox.The one in the middle is the 118kW contender with the same engine package as the GT from the previous model, using a combination of supercharger and turbocharger on the same basic 1.4 litre engine as the base car.At the bottom, the trim level is called Trendline and this jumps to Comfortline once you pass the $30,000 threshold.But Volkswagen is following BMW with its optional equipment, which includes everything from the metallic paint and a sunroof to parking radar, satnav with 'Excite' sound, and adaptive chassis control with switchable settings to match the driver's mood.DrivingThe first time I drove the new Golf I was underwhelmed.The car looked and felt far too much like the old Golf to justify an 'all new' tag. It didn't help that a lot of the major building blocks in the car, from the chassis to the roof panel, are carried over.At the time I was convinced the Golf 6 was really, in computer-speak, the Golf 5.1.But I used a fresh set of eyes when a Golf rolled into the garage for more than just the usual one-week evaluation. And I was able to get it onto familiar territory to test a lot of the subtle changes.But a word of warning — the Golf in the garage is a $45,160 car, not a $25,990 base model, thanks to the 118 TSI engine, DSG gearbox, Comfortline trim and a long run of extras including a sports package, parking radar, satnav, premium sound and an alarm.It's not the car I would have chosen, but it is nice. Actually, it's very very nice.But the price means it goes up against cars like the Honda Accord Euro when most buyers will shop it against Mazd3 and Focus and Lancer.So, let's get the basics out of the way.Golf 6 looks a little cleaner and smoother, and will fit right in at the trendy schools and coffee shops.The cabin feels a touch roomier, and the improvements to plastics and switches and even the colour monitor lift it to a new level. It looks and feels like a premium compact.The super-turbo motor is a gem. No-one would know it is only a 1.4 because it kicks like a 2-litre when you ask the questions. It is also sipping at just 7 litres/100km, despite regular bursts of acceleration.The DSG gearbox is equally good, sliding through gears or responding quickly to a manual call for a downshift.But...Some of the Carsguide test team both complained about the car's jerky response, particularly in stop-start traffic or when parking. And there were also grumbles about poor response on light throttle.So the DSG takes some learning. And it's not perfect.But the suspension in the test car is sublime. A smooth ride with good grip and all the cornering power you could want, unless you really want the GTi. The Golf just follows the wheel and soaks up bumps.There seemed to be a lot of tyre noise at first, but that impression has faded. But it's something to consider.As for the rest, the Golf has won me over.It's a great little car and, despite the Euro-style price premium, looks good and good value. It's definitely a car to recommend to friends.Now we have to wait and see how it goes against the Mazda3, which will be the new Japanese hero in the compact class.HOW IT COMPARESFord Focus (from $20,490): 74/100Mazda3 (from $21,490): 72/100Mitsubishi Lancer (from $21,490): 73/100Peugeot 308 (from $25,990): 68/100

In a manner of speaking Volkswagen has, if not laid hands on, at least sighted the elusive target with its sixth generation of the Golf.The little car that just keeps on keeping on with more than 26 million sales worldwide in a 35-year production run has come to market again, and this time with a pair of petrol engines that offer power increases of up to 23 per cent and efficiency improvements as high as 24 per cent alongside a fuel-sipping diesel with the latest common rail technology."More powerful engines that are more fuel efficient, safety that is going to be the benchmark in the class for some time to come - and all of that for all buyers from the entry car to the top model," says VW Australia boss Jutta Dierks."We took a very good Golf and made it better."For the first time the Golf range in Australia will not have a naturally aspirated engine but rather three small, super efficient units with either turbo-induction or VW's brilliant "twin charger" technology which marries turbocharging and supercharging.The three engines are coupled to either six-speed manual gearboxes or the optional DSG double-clutch automatics at an extra $2500.It is no accident that the badge on the new Golf does not reflect the engine size as the prospect of boasting about a pair of 1.4-litre petrol units was not that appetising."If you are talking about putting numbers on badging, then 1.4 is not really that impressive - and it doesn't represent what the new engines offer," Dierks says.Instead the badge now reflects the power output of the engines and while Dierks concedes that the use of TSI for both the turbo and twin-charger models could be confusing, at least initially, "it is a global decision".TSI had previously been the designation for twin-charger models alone.The entry-level 90TSI is a 1.4-litre turbocharged petrol model starting at $25,990 for the six-speed manual. However, if you don't want it in white - the only non-metallic colour available - then immediately add $700.The 90kW engine replaces the naturally-aspirated 1.6-litre from the Golf V, lifting power by 15kW and carving 2.1L/100km off the fuel use.For the 118TSI the improvements are just as dramatic with economy improved from 8.6L/100km in the previous 110kW 2.0-litre automatic to 6.5L/100km for the 7-speed DSG coupled to the new 1.4-litre.For the first time VW will use common rail technology for its 2.0-litre turbocharged diesel in the 103TDI. According to VW the shift to common rail - in line with most of the diesel world - was driven by the third generation technology which allows for much higher pressure fuel delivery through the use of piezoelectric injectors with consequent reduction in compression ignition noise.Power and torque are on a par with the previous unit injector (Pumpe Duse) system at 103kW and 320Nm but fuel efficiency has been cut from 6.1 to 5.6L/100km.Apart from the engines and gearboxes the majority of change from the fifth to the sixth generation has been in subtle body shaping, small tweaks of the spring and damper rates and an upgrading of tactile surfaces within the cabin.Keeping the genetic cues — which make the MkI Golf as unmistakably a member of the family as the MkV — was paramount to the design team for the new car."This is a `class free' car ... it is available to anyone, so much so that the small car category in Europe is known as the Golf Class," design team member Frank Bruese explained at the Australian launch of the Golf VI."Golf is about heritage and history and each generation must be easily identifiable as a Golf - it must have the Golf DNA of a strong horizontal face, distinct wheel arches and a strong C-pillar."Beuse says that while the design changes are subtle rather than dramatic - sharper character lines, a new grille shape and restyled lights front and rear - as a unit they work to make the eye see a car that sits lower and looks more aggressive and sporty despite it having exactly the same major dimensions as the outgoing model."It is like an Armani suit," Beuse says. "It doesn't scream look at me but the closer you look the more you see of the quality of the material ... the class of the cut."Under the dress suit the new Golf is sitting on almost all of the same running gear as the previous car. Apart from the tweaks to the spings and dampers - and the option of an active damper system on the top-spec Comfortline model - it is business as usual.Styling inside the cabin is also readily recognisable as Golf although the quality of some of the touch surfaces - particularly the new steering wheel - and the inclusion of comfort items such as the climate control air-conditioning from the new Passat CC do lift the game.Across the range seven airbags, electronic stability control, anti-lock brakes, electronic brakeforce distribution and traction control are all standard. The cars have also earned a five-star crash rating in both European and Australian testing.Out on the road the Golf is quick to prove that it is going to keep its rivals honest - something that shouldn't be any surprise as it has been a hallmark of the previous two generations.The ride is subtle and composed across the range with the diesel - on short association - appearing to be the best all-rounder.Noise, vibration and harshness levels are good with only a degree of tyre roar on coarser-chip roads letting the side down.Broken and uneven surfaces were generally soaked up without fuss, although the firmer sport setting of the optional adaptive suspension fitted to the 118TSI did fall victim to mid-corner bumps on a couple of occasions.Both petrol engines can be punched along quite happily but it is the twin-charger 118TSI that excels when asked for extra effort. Despite being a slightly detuned version of the powerplant from the previous GT model it is a wonderfully realistic compromise between urban toodler and open road attack weapon.If you didn't feel the need to spend the optional $1500 on the adaptive damping you really wouldn't be missing out on much.Across the range the standard suspension is better than average with the general disposition of the cars balanced and composed.Steering is typical of VW's front-drive cars with a comfortable degree of feedback, little tendency to be unsettled and consistent linear feel.The new generation red-hot GTI, which has been a mainstay of Golf sales in Australia, is expected to arrive towards the end of this year. In the interim the current GTI will still be available.VW Golf VIPrice: 90TSI $25,990, 118TSI $30,490, 103TDI $33,190 (add $2500 for DSG)Engine: 1.4L/4-cylinder turbo 90kW/200Nm; 1.4L/4-cylinder twin-charger 118kW/240Nm; 2.0L/4-cylinder turbo-diesel 103kW/320NmTransmission: 6-speed manual, 7-speed DSG, 6-speed DSG (diesel)Economy: 6.2L/100km (90TSI), 6.5L/100km (118TSI), 5.6L/100km (103TDI) - all combined cycle, all DSG.The 2009 Melbourne International Motor Show...

Right now you can get your grubby little hands on a red hot, limited edition GTI Pirelli that's going to knock your socks off.With 169kW of power to call on instead of the regular car's 147, the Pirelli is just what the doctor ordered.It follows in the tradition of the original Pirelli launched way back in 1983, based on the first generation, second series GTI.That car quickly achieved cult status and now, 25 years later, the new Pirelli is sure to set a few hearts beating faster too.In Australia, the GTI is Volkswagen's best selling model.With special 18inch Pirelli wheels and tyres, the Pirelli can sprint from 0 to 100km/h in 6.6 seconds and has a top speed of 245km/h.It's available in three and five door configurations and in a variety of colours . Inside, there are plenty of goodies too, but the highlight of the show has to be the special Pirelli sports buckets with their cool, tyre tread pattern that runs down the centre.Drivetrain The Pirelli's turbocharged, direct-injection 2.0-litre engine is currently the most powerful four cylinder petrol unit offered by Volkswagen, but it comes only with VW's DSG gearbox. There is no manual.Maximum power of 169kW is produced at 5500rpm and maximum torque of 300Nm is available across a wide band, from 2200 through to 5200rpm.Chassis, brakes and ESP combine for a well-balanced package, fitted with the latest generation of 225/40 series P-Zero tyres.The DSG box works like an auto, but it's really a robotised manual with two clutches and a computer to do the work of your left foot.Believe it or not, it even blips the throttle on downchanges when you're in sport mode.You've got the choice of leaving it in D, putting it into the more aggressive sport mode or changing gears manually, either with the shifter or tiny wheel mounted change paddles.It's quick, there's no denying that, but we'd still prefer a manual, only because we find the drive more engaging.Bumpers and side skirts are colour-coded, visually setting the GTI Pirelli apart from the standard GTI.Driving The Pirelli is quick, much quicker than a standard GTI, but perhaps not quite as quick as a WRX, at least off the line.Corner to corner, however, there's not much in it.Drive is through the front wheels with electronic stability control to keep things in check.The steering is precise and the car responds quickly to the throttle, with strong roll on mid range acceleration where you want it.You can push it hard through corners with confidence and the brakes are equally impressive. They're not Brembos, but they feel like them.Give the price some people are going to say why bother? Why not get an R32 and be done with it.We've driven both and we reckon the GTI is the pick.It's lighter, feels more agile and is better suited to the demands of city driving with its turbo boost for short, sharp bursts of power.Apart from missing out on a manual, our main gripe with this car concerns the ride qualityCompared to other Volkswagens we've driven, it's harsh and can even become annoying at times.Volkswagen has always had the happy knack of delivering a smooth ride that magically firms up in corners, but not this time.All is forgiven, however, as soon as you hit that first set of bends.Golf GTI Pirelli is priced from $47,490 and $48,990 respectively for three and five-door models. 

The Japanese are so dominant in the small performance hatch arena today that if you were to land on this planet for the first time this week you could believe they wrote the book on them. Actually they didn’t, they were created in Europe back in the 1960s when Mini Coopers showed you didn’t need a V8 to go fast, a long time before the Japanese cottoned on to the idea and made it their own.Subaru’s WRX stands out as the hot hatch hero, but just about every other Japanese carmaker has a sporty model in their range. The Europeans have continued to refine the formula and can claim to have hot hatches, like the VW GTi, that are also refined and sophisticated. The GTi made a fleeting appearance on the local market back in 1990 when the then importer launched a detuned version of the European model.Having heard and read of the GTi’s reputation for 15 years or so the model that came here was a bit of a disappointment. It looked the same, and had the right badges, but lacked the sizzle of the model sold in Europe and failed to win over local performance car nuts who were largely still hooked on big V8s.MODEL WATCHThe Golf GTi that landed here in 1990 was already a dated model in Europe, being part of the second generation Golf that was launched in 1983. It only just beat the major update that came a year later, so the excitement of finally being able to buy the GTi was somewhat dulled.Still, the GTi’s reputation as the pace setter in the small front-wheel drive hot hatch market had reached Australia in the preceding years and the news it would finally come here was warmly welcomed.The enthusiasm quickly waned, however, when it was realized that the importer had chosen to market it here as a luxury sporting hatch rather than an all-out performance model. The engine chosen for Australia was a mundane 1.8-litre single overhead camshaft four-cylinder engine that was strangled by emission gear and developed just 77 kW at 5400 revs and 155 Nm at 3800 revs.With those sorts of numbers it’s clear the GTi wasn’t a rocketship. Instead it was smooth and refined, terms normally used when a car fails to excite the senses. A five-speed manual gearbox was standard at launch, but a three-speed auto was added in 1991.While the local GTi lacked the punch of a hot hatch it wasn’t lacking in luxury with a raft of features to justify its rather exotic price tag. It came standard with air, central locking, a trip computer, fog lights, Pioneer sound, and mirrors that were powered and heated, but oddly it didn’t have power windows.The GTi’s shape was functional rather than pretty. Its lines were forthright, simple and to the point, there was nothing to offend the eye or equally attract it. Inside there was pretty good room with comfortable seating front and rear, with a decent sized boot left over for luggage if needed. The dash was also functional and well laid-out, but the Europeans hadn’t quite made it to the level of the Japanese when it came to fit and finish of the interior parts. They were fiddly, clearly plastic, and weren’t put together very well.On the road the modest output of the engine dulled the GTi’s performance, but with a reasonable amount of torque available in the mid-range it could be stirred along with the well-matched ratios in the five-speed manual gearbox. If the engine didn’t excite the chassis was highly praised for its reserves of grip and its nimbleness. The power steering was a little vague, but the driver still had a good road feel and it didn’t load up when cornering as some front drivers were inclined to do. Overall the ride was surprisingly supple when it was expected to be rock hard and unforgiving.IN THE SHOPBack in 1990 the Europeans were still coming to grips with the build quality of their Japanese rivals. They weren’t producing cars with anything like the same quality. VW was similarly struggling to get up to the Japanese standard for general fit and finish, and their shortcomings were clearly in view inside the GTi.By today’s standards the plastics were poor, and made for European conditions rather than the ferocity of the sun they would have to contend with here. As a consequence they warped, buckled and split under the relentless attack from the sun. The interior trim also suffered under the tough local conditions, and was soon showing signs of wear and tear. Look also for faded metallic paint, again a legacy of the change to water-based paints that the industry was going through, and the force of the local sun.Mechanically the GTi is robust and reliable, and little of a serious nature often goes wrong with them. It’s important though that they are well serviced, with regular oil changes. If the oil isn’t changed regularly the valve guides can wear and that will lead to oil use.Check for a service record, and when driving look for oil smoke from the tail pipe on overrun. They can have problems with second gear synchro, but it’s not expensive to replace it if needed. Parts are reasonably priced and readily available, and servicing isn’t expensive if you seek out a specialist rather than use the factory dealers. Maintained well it’s generally held that a GTi will do 300,000 km or so without major problems.CRUNCH TIMEAn agile chassis with nimble handling was the GTi’s main safety mechanism in an era before ABS was widely used and airbags weren’t yet known about. Sturdy construction comes into play when the metal starts to crumble.AT THE PUMPWearing a performance tag means a GTi is sometimes driven harder than other cars, and the fuel economy suffers. Look for 9.0-10.5 L/100 km in normal use around town.LOOK FOR• Respected badge• Modest performance• Solid looks• Roomy interior• Robust and reliable• Service record a mustTHE BOTTOM LINE• Had the badge, but disappointedly it didn’t have the grunt to back it up.RATING• 60/100