Vehicle Tested
| 2010 Volkswagen GTI
Base Price: $23,890
At-Tested Price: $26,684
Built in Germany.
Options
Navigation Sysatem
Bluetooth Cell-Phone Link
Autobahn Package
Engine: Turbocharged 2.0-Liter I4
Transmission: 6-Speed Automatic
Drive Wheels: Front-Wheel Drive
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Hoping to spice up flagging sales of the aging Rabbit, Volkswagen introduced the GTI moniker in 1976. What VW and the rest of the world didn't know was that the original GTI signaled the birth of a whole new kind of subcompact car, the hot hatch.
Over the years many automakers have tried to copy VW's GTI formula of adding horsepower, sporty graphics, larger wheels and tires, and trick suspension to a bare-bones economy car. Some succeeded, others failed. Even VW tried to tweak the formula by moving the GTI brand upmarket.
Regardless of the name on the hatch or the emblem on the hood, the principle of a hot hatch is as sound today as it ever was: Give the economy car buyer a flavor other than vanilla and you can charge a premium.
The 2010 GTI remains true to the original in that it starts out as a run-of-the-mill front-drive Volkswagen Golf in either two- or four-door hatchback form. To that VW adds a turbocharged 200-horsepower four-cylinder engine, upgraded brakes and suspension, larger wheels and tires, and custom graphics.
Transmission choices include a six-speed manual or six-speed automatic with steering-wheel-mounted paddle shifters for manual-like operation. The automatic is labeled DSG, which stands for Direct Shift Gearbox. It consists of two independent gearboxes and clutches in one housing that work together. Volkswagen claims this design offers the driver control of a manual transmission with the slick-shifting properties of a traditional automatic. The DSG is also offered on Audi and other Volkswagen models.
Standard safety features include antilock four-wheel disc brakes with brake assist, traction control, stability control, tire-pressure monitor, daytime running lights, and dual-front, front-side, and curtain-side airbags. Rear-side airbags are optional. Rear-view monitor and park assist are not offered.
A single model is offered, with the two-door listing for $23,465 and the four-door costing $24,070. The automatic adds $1100. Standard features include air conditioning with interior air filter, tilt-telescope leather-wrapped steering wheel with radio controls, cruise control, heated front bucket seats with height and lumbar adjustment, center console, split-folding rear seat with trunk pass-through, aluminum interior trim, heated power mirrors with integrated turn signals, power windows, power door locks, keyless entry, AM/FM radio with in-dash six-disc CD/MP3 changer and digital-media player connection, satellite radio, trip computer, outside-temperature indicator, compass, variable-intermittent wipers with heated washer nozzles, illuminated visor mirrors, rear defogger, intermittent rear wiper/washer, floormats, theft-deterrent system, fog lights, rear spoiler, HID headlights, 225/45HR17 tires, and alloy wheels.
Options include leather upholstery, sunroof, navigation system with hard drive, and Bluetooth cell-phone connection. The GTI is built in Germany and has a destination charge of $750.
Get Up and Go Volkswagen quotes a 0-60 mph time for a manual-equipped GTI at 6.8 seconds. That's fast by economy-car standards and only a second-and-a-half off the pace of set by hyper-performing subcompacts such as the Subaru WRX and Mitsubishi Evo.
The 2.0-liter turbocharged four is tractable and energetic. The only hint of turbo lag can be found when bursting out of slow corners, otherwise the engine feels as strong and smooth as any V6 in the class.
The same can't be said for the DSG automatic. It slips and slurs its way to smoothness with the subtly of a flying brick. In gentile acceleration, there are a couple of hiccups between the first- and second-gear changes, downshifts are far too dramatic, and the dual-clutch unit clunks when coasting to a stop. Conversely, the manual transmission shifts with delightful accuracy and precision, making you wonder why anyone would want the automatic anyway.
As you might expect from a small, four-cylinder car, the GTI's fuel-economy ratings are quite good. EPA estimates of 24 mpg city and 32 mph highway tell part of the story. Real-world driving is likely to yield slightly higher numbers in both counts--that is if you aren't constantly lead-footing it from stoplight to stoplight. The only downside is VW's request that you fill the GTI with premium-grade fuel.
On the Road The original GTI is best remembered not for it's blistering acceleration (which is most certainly didn't have) but for it's tenacious trademark: Three-wheel roadholding. That's right, I said three wheeled. Push the original hot hatch into a fast corner and it picked up its inside rear wheel and planted the other three so firmly that you could easily wipe the print off a dollar bill.
The 2010 version isn't quite as dramatic, but it more than gets the job accomplished compared to run-of-the-mill subcompacts. The suspension is firm enough to take a set in hard cornering, but sophisticated enough to cope with small imperfections. The electric steering is nicely boosted and imparts plenty of road feel. The brakes are strong and provide smooth, drama-free stops. Combined, the suspension, steering and brakes give the GTI a nimble and athletic feel that makes it one fun subcompact from a driver's perspective.
You might think that ride quality would suffer from the firm damper rates and thicker than usual tires. That's true to a point, the GTI rides with more harshness than a typical subcompact, but the ride never becomes hard or unruly. About the only complaint could be a fair amount of head toss on uneven concrete surfaces, and that's common to many sport-tuned cars.
Noise levels are appropriate for the type of car and class. The engine asserts itself with an authoritative growl in hard acceleration, but quiets nicely in highway cruising. Wind and road noise are present but not too intrusive.
Behind the Wheel Most Volkswagens sport a business-like interior dominated by black plastic trim. The GTI is no exception. Still, the layout is pleasing to the eye and there's just enough bright work to ease the monotony. Upscale materials are a nice touch, but expected, given the GTI's price position compared to other subcompacts.
Functionally, the GTI's interior couldn't be better from a driver's perspective. Gauges are front and center and all ancillary controls are properly placed for best operation. The Bluetooth connection is difficult to operate and results in dropped calls and driver distraction--disappointing, considering the cars intended demographic.
The front seats are firmly bolstered and quite supportive. Larger adults might want a little more room in the lumbar area, but otherwise, the seats are quite comfortable. Head room and leg room are generous, perhaps the best in the class. Even tall adults will find that there's adequate head clearance on sunroof-equipped models.
The driving position is upright and the tall roof and thin forward pillars offer a great view of the road. Unfortunately, the view to the rear is blocked by slightly larger than normal supports. The standard tilt and telescope steering wheel is a nice touch.
More spacious than most, the GTI offers adequate rear-seat room. The four-door seems to have a tad more space, but both can accommodate two adults in modest comfort. It's also a whole lot easier getting in and out of the back in the four-door.
The hatchback design offers great cargo versatility compared to a traditional sedan, but lacks a covered bin for additional secure storage of valuables. The rear seats don't fold completely flat and that's frustrating when packing large items. Interior storage is class average and no more.
Bottom Line There's plenty to like with VW's new GTI. The handling is terrific, the engine is willing, and the car is quite practical. About the only thing holding it back is the stiff price of entry. At more than $23,000, it's more expensive than most other sporty subcompacts, but still positioned below hard-core enthusiast models like the WRX and Evo.
While the original GTI had rollup windows and a hand-crank sunroof, the 2010 GTI is considerably more sophisticated. Does that make it any less fun? Not from a driver's perspective. It just makes the GTI a bit more expensive to buy. Too bad VW doesn't offer a stripped down model without AC, radio, and other luxury goodies . . .
Specifications, 2010 Volkswagen GTI
| Dimensions
| 2-door hatchback
| Engine
| Turbocharged DOHC I4
| Wheelbase, in.
| 101.5
| Size, liters/cu. in.
| 2.0 / 121
| Length, in.
| 165.8
| Horsepower @ rpm
| 200 @ 5100
| Width, in.
| 70.0
| Torque (lb.-ft.) @ rpm
| 207 @ 1800-5000
| Height, in.
| 57.8
| Transmission
| 6-Speed Automatic
| Weight, lbs.
| 3084
| EPA Estimates, mpg
| 24 city / 32 highway
| Cargo Capacity, cu. ft.
| 15.3
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| Fuel Capacity, gals.
| 14.5
| Manufacturer's Warranty
| Seating Capacity
| 5
| Bumper-to-Bumper
| 3 years / 36,000 miles
| Front Head Room, in.
| 39.3
| Powertrain
| 5 years / 60,000 miles
| Front Leg Room, in.
| 41.2
| Corrosion
| 12 years / Unlimited miles
| Second-Row Head Room, in.
| 38.5
| Free Roadside Assistance
| 3 years / 36,000 miles
| Second-Row Leg Room, in.
| 35.5
| Free Scheduled Maintenance
| 3 years / 36,000 miles
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