Road Test: 2010 Volkswagen GTI 3-door DSG

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Mr. Automatic

Does adding a slushbox diminish a hot hatch fave?

By John LeBlanc No doubt you’ve heard of Volkswagen’s GTI. Like Chevrolet’s Corvette or Porsche’s 911, it’s one of those instantly recognizable enthusiast car badges that, in spite of the occasional oil crises or economic downturn, has kept its flame burning for decades. After its unveiling at the 1975 Frankfurt auto show, the original GTI’s combination of a practical hatchback body with an added dash of performance quickly made it a giant killer on its native autobahn, and one of the first so-called “hot hatches” from Europe. And in lieu of the inevitable size and weight gains demanded by buyers wanting more features and governments wanting safer cars, today’s GTI hasn’t wandered too far from its original formula, and still makes of my Straight-Goods/Hot Hatch short list, and—of course—my recent Top 10 New Hot Hatches group. But VW’s concept is no longer a unique proposition. Unlike the mid-1970s, today there are plenty of small, sporty cars. The current GTI is available as both a three- or five-door hatch. When it comes to three-door hot hatches, like my GTI tester (that starts at $28,675), the VW’s only real rivals the $30,995 Volvo C30 T5, and $29,900 Mini Cooper S. Despite it endurance in the marketplace, does the current GTI’s practical-versus-performance recipe still make it a standout? Or has its familiarity only bred boredom or contempt? Like the rest of VW’s Golf lineup (that won the first annual Canadian Automotive Jury's Best of the Best award) for 2010, the GTI benefits from a mid-cycle update. Its sheetmetal has been slightly tweaked with crisper edges to reflect light better. The insides have been slightly restyled. And there are some technological refinements in the transmission and suspension departments As a hangover from the more luxury-oriented 1999 to 2005 six-cylinder GTI, today’s model can still be pimped out like a luxury car. Already nicely kitted out with 17-inch rims, bi-xenon/adaptive headlights, dual-zone climate control, stability control and a decent sound system, my GTI tester added nearly $7,000 of non-enthusiast stuff, i.e. leather, navigation system, larger wheels and an automatic transmission. Me? With a spouse, plus 6- and 18-year old  daughters to consider? I’d probably spend the $1,000 VW charges for the even more versatile five-door GTI... Like the original, the 2010 GTI’s front wheels are powered by a four-cylinder. This time, it’s a carryover, turbocharged 2.0-litre inline-four that’s been around since 2007. Its 200 hp and 207 lb.-ft. of torque betters the Cooper S, but is no match for the C 30 T5’s blown inline-five’s 227 hp and 236 lb.-ft. Newly optional to the GTI this year is a $1,400 six-speed dual-clutch automatic. Dubbed Direct Shift Gear (and also marketed as S Tronic in the near-identical Audi A3), it’s one of a new breed of dual-clutch, automated-manuals that promise the performance of a stick, but the convenience of a regular slushbox. VW says, when equipped with DSG, the 2010 GTI can scoot from naught to 100 km/h in 6.9 seconds — 0.2 of a quicker than the six-speed manual version. You can either shift manually (via a set of trendy steering wheel mounted paddles) or up and down using the console shifter. Left in D, the automated-manual seems programmed for better fuel economy with sluggish responses. If you like to drive, though, you’ll leave it in S (which delivers snappier cog swaps) at the expense of a few extra litres-sipped-per-100 kilometres As someone who enjoys the mental and physical challenge of using a manual gearbox, I’m not going to argue in DSG’s favour. Its instantaneous upshifts and seamless downshifts can be addictive. Especially if your daily slog involves a lot of stop-and-go traffic. Still, it’s awkward clutch engagement at low speeds and hesitation at step off means it’s not perfect. After the trick DSG, the GTI’s new killer app this year is a standard, front electronic differential. When cornering hard, it applies brake pressure to the inner wheel, which sends more torque to the outer wheels. The result? Understeer is dramatically reduced, and the car feels more balanced and cleaner (i.e. faster) through turns. Admittedly, the compact VW isn’t as nimble as the smaller, lighter and more locked-down subcompact Mini; the VW’s extra height and weight are the main culprits. But unlike a Cooper S, overall, the GTI is less of a one-dimensional car. As a further reminder of its everyday car roots, the five-passenger GTI three-door won’t ask its owners for sacrifices as a day-to-day car. The GTI can relax its muscles when not being called upon as a sports car. It’s much quieter going about its business than either the Volvo or Mini. Road and tire noise are hushed, and the VW’s highway ride is controlled, but never harsh. For its occupants, the VW betters its two main rivals in every dimension. Sitting in the rear seats of the GTI won’t feel like punishment. The VW’s cargo hold can carry 433 litres, more than twice as much as a Cooper S. Plus the folding rear seats possess a middle portal that’s perfect for hockey sticks or a set of golf clubs. Regardless of which gearbox you choose, today’s GTI is still a cut above the regular Golf to drive when the mood arises, while it’s a better compromise over its rivals for its all-around driving refinement. While the C 30 T5 maybe have a Swedish supermodel body, and the Cooper S can show up the VW hot hatch on a parking lot slalom, by retaining its original practical performance recipe, the 2010 GTI remains true to its roots as one the most flexible and all-round enjoyable hot hatches you can buy. Still. 2010 VW GTI DSG WHAT I LIKE: Practical packaging; upscale interior; great trade-off between ride and handling; super-quick DSG shifts. WHAT I DON'T: DSG lurches from a stop; options add up fast; some rivals are sportier PRICE: base/as tested $28,675/$35,640 ENGINE: 2.0 L turbo I4 POWER/TORQUE: 200 hp/207 lb.-ft. FUEL ECONOMY: city 8.7; hwy 6.3; as tested 7.8 L/100 km (32/45/36 mpg) COMPETITION: Mini Cooper S, Volvo C30 T5

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