2007 Volkswagen Golf Reviews

Those who need a sensible car, yet who also enjoy spirited driving will find the Volkswagen Golf does a good job of meeting these apparently conflicting needs.Even by Australian standards the Golf has grown in size with each new model, going from small to small-medium and finally to medium in overall dimensions. This is partly to provide the extra space needed for occupant crash protection though there is some more interior room as well.Aussies tend to regard them more as transport for a family with preteen children, but if you live in an inner city area in Melbourne of Sydney you may need nothing more than a Volkswagen Golf to fill all your motoring needs. In Europe, the VW Golf is often seen as a full-sized car and it's not unusual to see them carting four large adults about.Golf is chiefly sold as a three- or five-door door hatchback. A 'Golf' four-door sedan was called the Bora from 1999 until the launch of the fifth generation model in 2005, when it was renamed Jetta. Boot space in the sedans is substantially better than in the hatches and the four-door models are certainly worth consideration.VW Golf Cabriolet was sold until 2003. It has good roll-over protection for an open-top car and still offers a reasonable amount of space in the back seat. Access to the boot is difficult with the smallish boot lid sitting very low at the rear. The Cabriolet was replaced by the New Beetle Cabriolet, but in a surprise move, VW reintroduced the Golf Cabriolet in 2012.Engines come in various guises: petrol and diesel; with four-, five- and six-cylinder units. Four-cylinder petrol engines are the most common, coming in capacities of 1.4, 1.6, 1.8 and 2.0 litres. The 1.6 will suit most drivers, but those who like to drive hard may find it a bit dull. The 1.4-litre is a brilliant, relatively recent, design and the little turbo unit provides performance with economy.Volkswagen in Australia started a big push in the diesel field several years ago and these engines are now far more common than in the past. With capacities of 1.6, 1.9 and 2.0 litres they provide plenty of grunt and turbo lag isn't too bad. Those who enjoy a really good drive should consider the VW Golf GTi. A fun machine for the keen driver, it's rapidly becoming regarded as a classic in the Australian hot-hatch market.Then there's the Golf R range of extreme hotshots. These traditionally had a large V6 engine – 3.2 litres in a smallish car gives plenty of performance. These are tagged as Golf R32. The mk6 Golf R, launched in 2011, takes a different tack, going for 2.0 litres and a high-pressure turbo. Disguising the smaller size of the engine is the change of name to simply Golf R - somehow it wouldn't have been right to replace the R32 with an R20.Six-speed manuals arrived with the fifth-generation Golfs in 2004 and are popular on the used scene. The DSG gearbox, also launched in 2004, is a self-shifting manual gearbox. It provides far better performance than the old-style four-speed automatics used until 2004. However, in those early days the dual-clutch DSG was often slow and awkward at very slow speeds, making it a pain in tight parking situations. Later DSGs have been improved, but still aren't as good as conventional automatic transmissions.This VW is a relatively easy car to work on and spare parts are not overly expensive. The dealer network has expanded from a low point during the mid-1990s and nowadays we hear very few complaints about parts availability or servicing.Insurance charges are about average for an imported European vehicle on most Golf and Jetta models. The high-performance Golf GTi may attract higher premiums, the Golf R32 and Golf R almost certainly will cost you a lot more.WHAT TO LOOK FORRust isn't common in Golfs and is more likely to be the result of bad crash repairs than vehicle design. Have the car inspected professionally, or find another one. Older Golfs that have been kept in the open continuously may suffer from sun-dried dashboard tops and rear parcel shelves.Feel and look for uneven tyre wear, particularly on the front wheels. Engines should start quickly. Listen for untoward engine noises, especially when it's cold. Look for smoke from the exhaust when the engine is driven hard, particularly on long uphill runs. Make sure a manual gearbox doesn't crunch on fast downchanges.Check that dual-clutch transmissions are positive in their shifts and don't hesitate too much at very low speeds. Be sure the brakes pull the car up evenly. If ABS is fitted you should feel a pulsing through the pedal during hard stops.CAR BUYING TIPAn area to check early in the piece is the top of the rear bumper. Careless owners may have rested luggage on it while loading the car. And careless luggage packers may also be careless drivers, even careless about having servicing carried out according to schedule. 

Volkswagen set the bar high with last year's seventh-generation Golf, combining a brilliant chassis, ergonomic efficiency and responsive turbo engines.

NEW - It was way back in the 1970s that the Golf GTi took over the hot-  hatch mantle from the Mini Cooper S, but VW has been able to do what   the Brits couldn't; keep it alive and thriving. Today's GTi is the hottest yet in a long line of hot hatches from the   German company. By any measure it's sizzling hot, and for many it's   the benchmark against which all others are measured.There can be no underestimating the fun of driving a GTi, and the   great thing is that it can be enjoyed day in and day out, on any   road, in any weather. Most people agree that there's no end to the   fun to be had with VW's great little hottie. For some the new model that lobbed here in 2005 was a case of   evolution rather than revolution, but why would you radically change   something that has worked so well.The GTi was readily distinguished from its more mundane brethren by   its lower stance, sportier front bumper, front foglights, distinct   grille, GTi badges and rear diffuser. When added up it comes to a   tough looking car. It came as a three-door and a five-door. In its three-door guise the   doors are a little longer and heavier, which means there's a bit of a   stretch back to the seat belt, but it also means easier access to the   rear seat.The engine is a bit of a fire-breather, a 2.0-litre turbocharged four-  cylinder unit that delivers all the grunt you could want when presented with an open road free of other traffic, yet at the same time it's docile enough the handle the daily trundle to work without complaint. The gearbox choices were a six-speed manual and the much maligned,   but improved, DSG six-speeder that was offered up as a fun-filled auto.A new diff lock was fitted to the new GTi, which was designed to   improve traction and battle understeer, two things that tend to bring   hot front-drivers back to Earth.NOWMost GTi owners swear by their cars, they usually say they'd never   switch. But like any car they can give trouble. With any hot hatch it's important to search for signs of hard use,   look at the tyres, the brakes and anything else that could come under   extreme pressure when worked hard.Same with the turbo engine, lift the oil filler cap and inspect for   sludge, and check the service book for records of regular oil changes. Thoroughly test drive the DSG gearbox, put it to the sword under all   sorts of driving conditions, observing for any miss-shifts, rough   shifts, shuddering etc. The funky gearbox can be fun to drive, but it   can be a nightmare if its goes wrong and there are plenty of stories   of things going wrong.For most owners the thrill-a-minute driving experience is enough to   forgive any issues that crop up. One owner we spoke to had had a 2005 model for six years and covered   130,000 km without any trouble to speak of, even with the DSG.He felt the DSG was a bit slow on the uptake in city driving when in   Drive and found that driving in manual was smoother. Another owner we spoke to is on his third GTi and so far all is going swimmingly. The DSG in his previous car had a problem with shuddering, but that was sorted out under warranty. Service costs, he told us, are higher than some cars, but then so are all European cars!SMITHY SAYSA great driver sometimes brought undone by its technology.Volkswagen Golf GTi 2005-2010Price new: $40,790 to $42,990Engine: 2.0-litre 4-cylinder turbo, 147 kW/280 NmTransmission: 6-speed manual, 6-speed DSG, FWDEconomy: 8.1 L/100 km, PremiumBody: 3-door hatch, 5-door hatchVariants: GTiSafety: 5-star ANCAP  

Volkswagen Golf, a solid and sensible German car, is a major player in the European car market and in the last decade has made its mark in Australia as well.Those who need a practical car, but who enjoy driving will find the Golf goes a long way towards meeting each of these conflicting needs. Golf is a pleasant car to drive with good handing and sharp steering feel to let you get involved in what the car is doing, and with plenty of road grip even when pushed hard.These cars remain comfortable even on rough bush roads, though they are more at home in the suburbs than the far outback. These days Golf is a medium-sized car, having grown in size over the years, mainly to provide the extra space needed for occupant crash protection.There's some more interior room as well. In Europe, Golf is often seen as a full-sized car and it’s not unusual to see them carting four large adults about.Aussies tend to regard them more as transport for a family with preteen children, but if you live in an inner city area in Melbourne of Sydney you may need nothing more than a Volkswagen Golf to fill all your motoring needs.Golf is sold as a three- or five-door door hatchback. A ‘Golf’ four-door sedan was called the Bora from 1999 until the launch of the fifth generation model in 2005, when it was renamed Jetta. Boot space is substantially better than in the hatches and the four-door models are certainly worth consideration.VW Golf Cabriolet was sold until 2003. It has good roll-over protection for an open-top car and still offers a reasonable amount of space in the back seat. Access to the boot is difficult due to the odd location of the hinges. The Cabriolet was replaced by the New Beetle Cabriolet, but in a surprise move, VW reintroduced the Golf Cabriolet in 2012.Engines come in various guises: petrol and diesel; with four-, five- and six-cylinder units. Four-cylinder petrol engines are the most common, coming in capacities of 1.4, 1.6, 1.8 and 2.0 litres. The 1.6 will suit most drivers, but those who like to drive hard may find it a bit dull. The 1.4-litre is a brilliant, relatively recent, design and the little turbo unit provides performance with economy.Volkswagen in Australia started a big push in the diesel field several years ago and these engines are now far more common than in the past. With capacities of 1.6, 1.9 and 2.0 litres they provide plenty of grunt and turbo lag isn’t too bad.Those who enjoy a really good drive should consider the VW Golf GTi. A fun machine for the keen driver, it’s rapidly becoming regarded as a classic in the Australian hot-hatch market.Then there's the Golf R range of extreme hotshots. These traditionally had a large V6 engine – 3.2 litres in a smallish car gives plenty of performance. These are tagged as Golf R32. The latest model, launched in 2011, takes a different tack, going for 2.0 litres and a high-pressure turbo. Disguising the smaller size of the engine is the change of name to simply Golf R.Six-speed manuals arrived with the fifth-generation Golfs in 2004 and are popular on the used scene. The DSG gearbox, also launched in 2004, is a self-shifting manual gearbox. It provides far better performance than the old-style four-speed automatics used until 2004.This VW is a relatively easy car to work on and spare parts are not overly expensive. The dealer network has expanded from a low point during the mid-1990s and nowadays we hear very few complaints about parts availability or servicing.Insurance charges are about average for an imported European vehicle on most Golf and Jetta models. The high-performance Golf GTi may attract higher premiums, the Golf R32 and Golf R almost certainly will.Interiors generally stand up well, but some older Golfs that have been kept in the open continuously may suffer from sun-dried dashboard tops. Feel and look for uneven tyre wear, particularly on the front wheels.Look for scrapes on the bottom edges of the front mudflaps, they will often drag on the ground if the car has been cornered hard. New mudflaps could be a suspicious sign. Engines should start quickly. Listen for untoward engine noises, especially when it’s cold.Look for smoke from the exhaust when the engine is driven hard, particularly on long uphill runs. Make sure a manual gearbox doesn’t crunch on fast downchanges.Check that dual-clutch transmissions are positive in their shifts and don't hesitate too much at very low speeds. Be sure the brakes pull the car up evenly. If ABS is fitted you should feel a pulsing through the pedal during hard stops.Rust isn’t common in Golfs and is more likely to be the result of bad crash repairs than vehicle design. If you do come across any have the car inspected professionally or pass it up for another one.If there’s a problem in a used car get it fixed before you buy it. Don’t fall for the sales persons’ trick of saying you can bring it back later and everything will be sorted out then. It can be a lot harder then...

NEW - If the BMW 3-Series was once the way of buying European prestige without breaking the bank that particular baton has been passed to the VW Golf.The Golf has become a popular choice for buyers wanting something more than the Japanese and Koreans can deliver, particularly in terms of driving excitement. Like all Europeans the Golf has exceptional road manners, it feels safe and solid with responsive steering, agile handling and comfortable ride.Available as a five-door hatch it's a fine all-rounder for anyone living within the confines of our traffic-choked cities. Its external dimensions are compact, but there's still decent room inside for four.Five is a squeeze, but then few of us ever drive with a full complement of passengers on board anyway. Behind the seating lies a good-sized boot for carrying whatever it is we need to haul around with us.There' s a good choice of engines, both petrol and diesel, including an economical 1.6-litre petrol four, a spirited 2.0-litre petrol four, and 1.9 and 2.0-litre turbo-diesels. It needs to be noted that the petrol engines require premium unleaded and there's no shortcutting that requirement without risking serious internal damage to the engine.VW also offered a wide choice of transmissions, with five and six-  speed manuals, a six-speed auto with tiptronic shifting, and a six-  speed DSG auto-shifting manual. With a five-star rating from ANCAP the Golf is right on the mark for safety, boasting a full complement of front, head and side airbags, with ABS braking, emergency brake assist and traction control.NOWVW enjoyed an extended honeymoon period after the company re-entered the market in its own right a few years ago. I t was an affordable way of buying European prestige, but the love affair has struck trouble in more recent times.The German carmaker has invested heavily in technology and its cars bristle with the latest engineering advancements, but it seems its advanced technology focus has brought with it a few issues that have caused owners considerable angst.The DSG gearbox, a wonderful gearbox when it's working properly, has been one subject of regular complaint here at Carsguide and owners have regularly complained that they have had difficulty in getting their issues resolved.Complaints about the DSG gearbox have typically been rough shifting, erratic shifting where it seems the wrong gear has been chosen, selecting neutral at the most inappropriate times. We have been given a copy of a technical bulletin issued to dealers advising them of a problem with oil fouling the wiring loom controlling the gearbox, which appears to be the cause of the shifting problems.When driving a DSG-equipped Golf it's vital that you conduct a thorough assessment of the gearbox looking for the above problems. There have been reports also of engine issues with owners having to replace engines at relatively low kilometers. VW claims the failures were due to owners using the incorrect fuel, but the jury is still out on that being the real cause.When considering a VW it's important to note that you must run the fuel specified by VW and that could mean higher running costs. Cutting corners could lead to even greater expense down the road.Window regulators have been known to fail, so make sure you check the operation of all windows, front and back. While the failures have been spectacular the build quality of the Golf is generally good.Before buying a used Golf find a good independent service specialist and you'll save heaps on servicing and repairs. It's also worth having a VW specialist go over any potential purchase to give you an independent report of the condition of the car.SMITHY SAYSA good driving car let down by some fairly serious mechanical flaws. Must be approached with caution, can be very expensive when things go wrong.VW Golf 2004-2009Price new: $27,990 to $35,290Engine: 1.6-litre 4-cylinder, 75 kW/148 Nm; 2.0-litre 4-cylinder, 110 kW/200 Nm; 1.9-litre 4-cylinder turbo-diesel, 77kW/250 Nm; 2.0-litre 4-cylinder turbo-diesel, 103 kW/320 NmTransmission: 6-speed auto, 6-speed DSG, 5-speed manual, 6-speed manual, FWDEconomy: 8.2 L/100 km (1.6), 8.5 L/100 km (2.0), 5.8 L/100 km (1.9 TD), 5.7 L/100 km (2.0 TD)Body: 5-door hatchVariants: Comfortline, Trendline, SportlineSafety: 5-star ANCAP

VW claims responsibility for the hot hatch, which is a fair-enough boast when you remember that the Golf GTi kick started the movement back in the 1970s. Given its history it's not surprising then that VW pushed the hot hatch boundaries as other carmakers joined in the party with their own GTi clones. The R32 was VW's attempt to build the ultimate luxury hatch, one that would offer a very different, but still exhilarating driving experience to the GTi.MODEL WATCHThe Golf GTi has always been the hot hatch benchmark; it was the first and remains the one that comes to mind first when the chat turns to hot hatches. But in the wake of the GTi's success other carmakers have jumped into the fray with their own versions of the VW formula and the class has become rather saturated with choices.While the sizzling hot turbocharged front-wheel drive GTi retains pole position in the class, and delivers the sort of performance petrolheads lust after, the R32 offered a more refined driving experience. It actually irked VW that the R32 was described as a hot hatch; it saw it as a ‘luxury class saloon’, one that offered a unique blend of performance and refinement. Unfortunately for the company to most eyes it looked like a hot hatch, so that's what it was. Badges aside there were few visual clues to identify an R32 from a distance; it looked pretty much like any other Golf.VW, however, was of the view that the unique aluminium-look grille, extra air intakes in the front bumper, and twin polished stainless steel exhaust outlets were enough to make it stand out. If the skin appeared little different from the rest of the range what lay under the skin was quite a different story.For starters the engine was a 3.2-litre double overhead camshaft V6 that put out 184kW at 6300 revs along with 310Nm between 2500 and 3000 revs. To put that into some sort of context a turbocharged GTi at the time boasted 147kW and 280Nm. The R32 also differed from the GTi in the drive it employed. Whereas a GTi was conventional front-wheel drive, the R32 used VW's 4Motion all-wheel drive system. 4Motion used a Haldex mechanical coupling that was controlled electronically to give the best possible grip in all conditions. VW also reset the suspension to cope with the extra zip of the R32, which sat lower than a GTi, had uprated springs and shocks, and rolled on larger, 18-in, alloy wheels.In line with VW's pitch that the R32 was a luxury sedan it came with automatic air-conditioning, leather seats, rain-sensing wipers and bi- xenon headlamps.IN THE SHOPVW build quality is generally of a high standard with good fit and finish inside and out. Few issues concern R32 owners, the car's mechanical package is sound and well proven, including the 4Motion drive system. The main issue that eventually surfaces on this, and most other Euro cars, is brake wear. European cars are renowned for the rate of wear on both discs and pads and owners get quite a shock when presented with a bill that is usually quite substantial, and often at quite kays. Servicing is important so check for a credible service record that confirms regular oil and filter changes.ON THE ROAD The R32 faced an uphill battle to convince buyers to spend the extra dollars needed over a GTi when the GTi was such a great car. That wasn't to suggest that the R32 couldn't hold its own on the road; it could do the 0-100km/h sprint in a creditable 6.5 seconds. Given its head it would cover ground very quickly, with a finely balanced chassis and great grip on the road. But being more luxury focussed the R32 did the job with little fuss; it was smooth, refined and comfortable.IN A CRASHThe R32 packed plenty of safety gear with front, side and curtain airbags for the ultimate protection in the event of a crash. Before the crunch came there were electronic stability control, anti- skid brakes, traction control and electronic diff lock to stave off trouble at the wheel.AT THE PUMPLike all performance cars the fuel consumption of the R32 is highly dependent on the way it's driven. Road testers tend to be rather heavy on the throttle, using up whatever performance is available under the right foot. With that in mind road testers at the time of the R32's launch reported average fuel consumption of 11.5-12.5 L/100km.LOOK FORSizzling performanceAll-wheel drive gripCompact dimensionsLuxury refinementThirsty V6Innocuous looks.THE BOTTOM LINE: Great driving hatch, but why bother when the GTi delivers more thrill for less money.RATING: 70/100

We raved about the 2.0-litre diesel Golf a while back but it pales into insignificance compared with the just-released Golf GT Sport TDi.Significant power boost for GT Sport TDi, up from 103kW to 125kW and torque jumps from 320 to 350Nm. Makes an already strong performer stronger. Roll-on acceleration borders sports car threshold and it ain't too shabby out of the blocks either, especially with the dynamic shift gearbox (DSG) a six-speed automatic by another name.Covers the 0-100km/h sprint in a tad over eight seconds while sipping about 5.5 litres/100km. It is possible to dip under the magic 5.0 litres with careful driving.Power boost comes from new injectors and other minor engine tweaks. DSG offers sequential change on the stick shift and levers on the back of the steering wheel.Being a Sport brings firmer suspension, 17-inch BBS alloys with wide, low profile rubber, big brakes, racy looking front end treatmen, sports seats and steering wheel.It's a great car to travel in, gobbling up long distances with ridiculous ease and capable of covering about 1000km on a single tank. It's smooth and quiet, if the road turns feral, the Sport TDi loves nothing better than to go into attack mode and pull on its sports car guernsey.The interior is well equipped and good to look at. There's premium audio, climate control and all the trimmings. Passenger capacity is five and the boot is a reasonable size.Space-saver spare is a disappointment. It is possible to confuse the DSG with on/off application of the accelerator or a heavy right foot off the mark. Too many sequential gear change options on wheel and stick shift lose one, cut the price. Test car was only a few hundred bucks under $40,000.Not much to complain about at all a really impressive package and something you could live with for years and be happy with, especially as you drive past the servo again and again. Performance is excellent. 

This latest and cleverest incarnation of the exceptionally successful Mark V Golf provides decent performance.

While there are many small cars available on the market, it's often hard to find one that boasts a sporty performance and produces enough power to get you excited, without costing you an arm and a leg at the dealers and the pump.But the Golf GT does just that.On paper a 1.4-litre engine doesn't appear very impressive at all. You'd be forgiven for thinking someone has the performance figures wrong.But it's what's added to that engine that makes it, because when the choice between a turbocharger and supercharger came up, Volkswagen didn't choose. Instead, it decided to use both. And that means turbo lag has been thrown out the window. Volkswagen has come up with a solution for that initial delay, introducing a mechanically driven supercharger into the equation.There's plenty of torque available right from the word go.The maximum torque of 240Nm is available from as low as 1750rpm, right up to 4500rpm.But even lower down the tacho, there's still plenty available, with 200Nm delivered from 1250rpm through to 6000rpm. The power is also impressive for a small car, with an output of 125kW. In comparison, its 2.0-litre Golf sibling produces a lower 200Nm and 110kW of power and the even more impressive GTI delivers 147kW and 280Nm.So the GT perches itself nicely in a range that offers 24 variants, with eight different engine choices.Volkswagen claims this is the world's first direct-injection twin-charged engine for high-volume production use. And the marriage of the two is a match made in heaven.The supercharger starts working very quickly and then hands over to the turbocharger once you reach mid to higher revs. But the transition is seamless, with no indication of the swap from the driver's seat.The supercharger retires at about 3500rpm at the most, allowing the turbo to show what it can do.But when the speed drops and more power is needed, the supercharger fires back up again. Power delivery remains constant and smooth as you work your way all the way up to 7000rpm. From behind the wheel the engine feels much bigger than a measly 1.4-litre capacity, and it also sounds much better.For one thing, you don't get that feeling of “Please Sir, I want more”.Because there's no wishing for an extra boost from the engine, as you do on a 20-minute run when you know you have more in you, but you can't seem to power those legs fast enough to extract that extra performance. That experience is nowhere to be found with the GT, which could perhaps be short for “good times,” “going tough” or “golden trooper”.The pocket rocket leaves you satisfied. It's like a buffet where you can eat as much as you want.For a reasonable $34,990, you can feel content you have your money's worth. There aren't many competitors who can offer a package like the GT. It's no slow-coach when it comes to accelerating, doing zero to 100km/h in just 7.9 seconds, quite impressive for such a small four-cylinder motor.We tested the six-speed manual model, the transmission giving an even delivery of power, with smooth shifting. The DSG automatic adds $2500 to the price.During tests, the GT returned a fuel consumption as low as 6.5-litres per 100km on highways, and sat at around 7.8-litres during busy city driving. And the Golf GT's handling and driving dynamics don't let you down either, whether you're out on a highway, cruising around town or throwing it around some bendy roads. The suspension has been lowered by 15mm, adding to its sporty nature and the over-all pleasant ride.Our model had some optioned features including a sunroof worth about $1900, a little steep perhaps but it does add a lot more character, and a $500 metallic paint job.The interior has the typical Volkswagen class and is both a comfortable and good-quality setting. There is a good list of safety equipment, although extra enjoyment-type features would have been nice.It comes standard with dual zone climate control, six airbags, decent storage spaces, a CD-player, ABS with Electronic Stability Program and traction control and a boost pressure display, letting you know when the twinchargers are at work. And while it was a fun car to drive, one criticism arose during the week.While the driving was impressively sporty, it just didn't stand out enough from the regular Golf models.It could have done with a standard sunroof perhaps, and more bling. Aside from the GT badges, there was nothing that screamed out “Look at me, I'm special.”But Volkswagen practically read my mind this week, announcing the Golf GT is being replaced by the Golf GT Sport, featuring the same 1.4-litre engine, as well as adding the option of a 2.0-litre diesel to the mix, which starts at $37,490. And as you can expect with the word Sport, there's more glamour to the package.The GT has not only been hit with the Sport label, it has also been given the athletic makeover in appearance.It now gets features from its big older brother, the GTI, with a distinctive bumper and radiator grille design, sports seats, a sports steering wheel, twin tailpipes, exclusive 17-inch alloys and sports suspension all as standard.It also now wears a GT Sport badge. Perhaps the theory “Ask and you will receive” might be true after all.So now it's not just what's underneath the bonnet that counts, there's that added pizzazz to its look as well, which lets everybody know just how cool it really is. Snapshot Volkswagen Golf GTPrice: $34,990Engine: 1.4L/4-cylinder twin charger, 125kW/240NmEconomy: 7.7L/100kmTransmission: 6-speed manualThe RivalsMazda3 SP23 hatchPrice: $32,600Engine: 2.4L/4-cyl, 115kW/203NmEconomy: 8.6L/100kmTransmission: 6-speed manual   Volvo C30 LE  Price: $38,450Engine: 2.4L/5-cyl, 125kW/230NmEconomy: 8.4L/100kmTransmission: 5-speed manual   BMW 120i  Price: $43,300Engine: 2L/4-cylinder, 115kW/200NmEconomy: 7.9L/100kmTransmission: 6-speed manual  See this car at the Australian International Motor Show   

Imagine being asked to run just as fast on a third less lung capacity.That's the test VW gave its Golf GT designers, and they came up trumps.The GT is a hot favourite for Car of the Year, which is powered by a 1.4-litre engine that uses a supercharger and a turbocharger to produce the power of a larger engine but without the fuel penalty.VW calls the twin-charger a TSI, a world first combination of turbo charging, supercharging and direct petrol injection.Driving the GT is like having your cake and eating it too, adding fun and frugality to daily motoring. It has the low-down punch of a turbo diesel yet the free-revving nature of a petrol engine.The engine-driven Eaton supercharger packs a wallop from rest and hands over to the exhaust-driven turbocharger as engine speed rises.There is no throttle lag, almost no whine from the supercharger and just a slight “woof” from the exhaust on full throttle upshifts when fitted with the optional direct-shift gearbox.Output is 125kW at 6000rpm and 240Nm of torque at 1750-4500rpm, comparable to a naturally aspirated 2.5-litre engine.Acceleration from rest to 100km/h is a claimed 7.9 seconds in the manual and 7.7 seconds in automatic.Fuel use is a claimed 7.7 litres/100km, or about 20 per cent less than a 2.3-litre engine with comparable performance.There are two versions, the six-speed manual at $34,990 and the six-speed DSG at $37,290, both five door and both about $2000 more than the Sportline FSI and $5000 less than the top-selling Golf, the GTI.The DSG or a direct-shift automatic gearbox takes just 0.2 seconds.By the time it takes to blink, the highly entertaining GT with DSG has left one of its six gear ratios behind and gone on to the next.And there is just a trace of exhaust “whoomf” under hard acceleration as the engine releases its exhaust pressure. On enthusiastic downshifts, DSG automatically blips the throttle, providing yet another sensory treat.The DSG is a perfect match for the GTI's gutsy 2.0-litre turbo engine, making decisions in both timing and speed of gear shifts that no human can match. It is also quicker than the manual GTI, sprinting to 100km/h in 6.9 seconds or 0.3 seconds quicker than the six-speed manual.And it uses less fuel than the manual, an official 8 litres/100km, compared with 8.1 litres/100km in the manual.The purists will be inclined to pick the manual version, but not just because it is $2300 cheaper. Slick and precise, the manual shift is a delight to use and gives plenty of scope to explore the engine's wide rev range and its throaty growl. But after a day or two in the DSG, few would go back.Technically speaking, the DSG is a manual transmission that behaves like an automatic with two clutch plates that overlap. The gearbox has the ability to hold two gears in mesh at the same time. As one clutch disengages the other engages, resulting in smooth and quick changes.The sequential shift gate has a sport mode to alter the shift pattern and there are shift paddles on the steering wheel, which overrides the automatic mode. The only oddity is a brief pause as the clutch engages when selecting drive or reverse and in stop-start traffic.Breath on the throttle and it's off, delivering strong and willing punch over a wide rev range.The front-drive chassis is beautifully balanced, the steering pin sharp and the brakes tireless. The GT runs the same suspension as the GTI, which delivers exceptional traction and grip and a firm, compliant ride.Equipment includes eight airbags, stability control, 17-inch alloy wheels, eight-speaker single CD audio with steering wheel buttons, sports seats, power windows and heated mirrors.Tell-tale signs are minimal over the GTI. They include GT badges, black inserts in the lower grille, body-colour trim on the grille and duel exhaust pipes.