2000 Volkswagen Golf Reviews

This is the one we’ve been waiting for – the new Volkswagen Golf GTI.

Has VW been too conservative in styling it's new Golf 7 along "generic" Golf lines? Probably.

Volkswagen Golf 110 TDI

Before you sign up to that compact SUV, do yourself yourself a favour.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Volkswagen's entry level Golf. This is generation seven of the world's best selling hatch, but you'd be forgiven for not being able to pick it from the old one the exterior changes are subtle.How much?Prices for Golf start at $21,490, although our test vehicle in Comfortline trim is one step up the ladder at $24,990. That price does not include an auto which adds $2500 nor a decent paint which is another $500.What are competitors?You name it. The Mazda3 is Australia's best selling hatch followed closely by the Corolla but many people aspire to own a Golf.What's under the bonnet?A 1.4-litre turbocharged four cylinder petrol engine that produces 90kW of power and 200Nm of torque, the latter between 1400 and 4000 revs. It's mated with a six-speed manual as standard or 7-speed double clutch style DSG transmission as an option.The XDL electronic differential lock is now standard in all models and improves both traction and handling.How does it go?The turbocharged engine offers punch, but throttle response can be jerky in traffic. The brakes can also be quite aggressive.Is it economical?Gets auto stop/start which contributes to the excellent fuel figures: 5.4 for the auto and 5.7 litres/100km for the manual, bearing in mind that it takes premium 95RON petrol.Is it green?Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide, just a whisker less than the hybrid Prius.Is it safe?No probs here. Gets a full five stars for safety and has done so since 2005, with seven airbags and electronic stability and traction control as standard.Is it comfortable?Golfs are built for big people and bogans like us fit easily. Too bad the plastic cap on the seat back adjustment fell off the first time we used it.What's it like to drive?We're in two minds. Golf nails the figures but the combination of small force fed engine and robotised double clutch gearbox is just not as smooth as a standard setup. As such we didn't find the experience particularly relaxing.Is it value for money?More so now that Volkswagen has adopted fixed price servicing. Comfortline is the one to get with dual zone air, reversing camera, front and rear parking sensors, auto lights and alloy wheels. But it's a $30K car by the time you get it on the road.Would we buy one?Having recently driven the new Mazda3 overseas we'd prefer to drive them back to back before making that call. The 3 is impressive, maybe more impressive than the Golf?

It's the car world's equivalent to a returning messiah but the latest Golf still carries dents from recent wars. There's no doubt that Volkswagen is shaken, not stirred, as quality issues with its seven-speed DSG transmission and engine breakdowns rattle owners and quietly amuse rival carmakers.It says the issues are behind it. It launches the seventh-generation Golf to an Australian small-car market that is very astute with buyers aware that there's 30 other name plates from which to choose.The market has also twisted its focus from fuel-saving diesels - a Volkswagen hallmark - to recognising a new breed of petrol engines that are almost as economical, more convenient to refuel and cheaper to buy. The Golf is a new car for a new age.VALUEVolkswagen has aggressively priced its cars over the past five years to such an extent that in Australia it almost mirrors pricing of its discount sister, Skoda. Golf Gen-7 prices start at $21,490 but that model is a bit bare and you'd be happier with the features of the Highline automatic range at $31,990 for the 103TSI petrol and $34,490 for the 110TDI diesel tested here.Choose diesel for long-distance range but for most of us, the 103TSI will save $2500 in purchase price and cost only $55 a year extra in fuel (based on averages). The diesel costs $876 to service for three years and the petrol is $931. Resale values are identical at a high 58 per cent.DESIGNCrisper, neater and oddly not too far departed from the previous Golf's style, the latest is both attractive and purposeful. No wasted line, no extraneous metal or plastic. Better, it won't tend to date. The cabin is even better.Electric park brake, lots of personal storage - including a driver-side glovebox and underseat drawers - add to the liberal passenger room and reasonable 380-litre boot (Mazda3 is 340). Soft-touch dash, piano-black and metal trim, instrument and switch clarity, the touchscreen and high-resolution reverse camera plus superb build quality put it into Audi territory.TECHNOLOGYThe platform is Volkswagen Group's MQB version designed to suit all its front-wheel drive cars. The chassis is lighter, stronger and cheaper to make. Engines are tweaked for more fuel economy and Volkswagen says the latest DSG transmissions won't have the same problems as previous versions. There's more focus on driver-focussed tools - sat-nav, smartphone integration and voice control - but nothing is complex or excessive. Golf models also get an Eco Tip function to help drivers save on fuel.SAFETYThe five-star car has seven airbags and a host of electronic aids. Aside from stability and traction control, all new Golfs get the GTI models' upmarket electronic limited-slip differential. The Highline adds daytime running lights, corner lights, auto headlights and wipers, emergency brake flashing, driver fatigue detection, hill holder, tyre pressure monitor, heated mirrors that dip when reversing, front and rear park sensors, reverse camera and a space-saver spare wheel.DRIVINGThis is so quiet. The engine is suitably muted but the cocoon-like cabin dismisses road noise like a luxury saloon. Everything feels tight and gauges are clean and simple while controls move positively and crisply into action. It reeks of attention to detail.The drivetrain is familiar and noted by the hesitancy of the diesel engine to arouse the six-speed dual-clutch automatic, the confident pull of the strong mid-range torque and the abrupt upshifting as that same torque seeks to save fuel flow to the engine.Handling is spot on and a credit to how good an electric-assist steering system can get. The ride isn't as firm as previous Golfs yet its suppleness doesn't upset the handling's fun factor. But I'm still not a fan of those awkward moments when the engine is called on for power and it's found sleeping with the transmission - a period of lag that gets very annoying.VERDICTHard to compare this to price-like rivals when the Golf is such a great drive. The diesel's love-hate relationship with the DSG means drivers must learn to be patient. Overall, the 103TSI petrol version may be better value.

The problem with getting to the top of the heap is everyone wants to knock you off.And when it comes to car makers, the battle is more mixed martial arts than Marquis of Queensberry. Volkswagen has engineered its seventh-generation Golf to take the fight to the Mazda 3 and anything else in the small-car class. At stake is the title of the best private-buyers' car in the country.

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.

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