The formula for producing the GTI is a simple one. Start with one standard-issue Volkswagen Golf two-or four-door hatchback, drop in a spunky engine and other sporty content and watch them literally fly out of dealer showrooms.
Sounds straightforward enough, yet surprisingly few automotive brands have dared challenge Volkswagen's three-decade-long domination of the performance-infused compact-car niche. And the few that do, including Mazdaspeed3, Honda Civic Si, Mini Cooper and most recently the Ford Focus ST, have a tough fight on their hands.
The sixth-generation GTI that came to our shores for the 2010 model year is due for replacement late this year or the spring of next, and will originate from VW's production facility in Puebla, Mexico. That means if you're looking to acquire an honest-to-goodness German-manufactured GTI, this could be your final opportunity.
Since it is Golf-based, the GTI benefits from that model's uncomplicated design and generously sized hatch opening. From that point, VW replaces the nose with a blacked-out egg-crate grille and installs a larger air intake and running lights below the bumper. And for that final touch, the GTI comes with a set of unique 18-inch "Detroit" alloy wheels that can be easily spotted from afar.
Of course the GTI shares the Golf's ability to stow about as much luggage as most mid-size sedans. It can more than triple its normal cargo space for accommodating bulkier objects when the 60: 40 split rear seat is folded flat. That makes the GTI a useful as well as a sporty vehicle.
The GTI further distances itself from mainstream Golfs with its well-bolstered front seats with plaid inserts, as did the very first GTI. For driving convenience, there's a thicker flat-bottom steering wheel, size-large tachometer and speedometer, and brushed aluminum pedals.
Drivers will enthuse over the standard 2.0-litre turbocharged four-cylinder engine that generates 200 horsepower and 207 pound-feet of torque. By comparison, base Golfs make do with a 2.5-litre five-cylinder with 170 horsepower and 177 pound-feet of torque.
The turbo-four functions through a six-speed manual transmission or optional dual-clutch automated manual gearbox (DSG).
The former comes with hill hold assist that gives you sufficient time to move your right foot from the brake pedal to the accelerator without having the car roll backward.
Selecting the DSG assures you of rapid-fire shifts, in as little as four-hundredths of a second (much faster than your typical automatic transmission), and contributes to the GTI's estimated fuel economy of 8.7 l/100 km in the city and 6.3 on the highway, compared to 9.9/6.7 if you stick with the stick.
Gear changes can be left to the transmission to figure out or they can be controlled manually using finger-controls on the steering wheel (or by toggling the floor shifter).
The DSG also includes a launch-control program that, when the GTI is stopped, allows you to rev up the engine before the clutch is engaged. The result is an extra-quick start compared to a manual-trans versions, with virtually zero wheelspin.
On the open road, the sport-tuned suspension, consisting of stiffer front and rear anti-sway bars, helps the GTI remain relatively flat through the turns while maximizing steering control. In addition, larger-diameter front and rear disc brake rotors deliver some serious stopping power for the 1,375-kilogram hatchback.
GTI pricing begins at $30,800 ($31,800 for the four-door), which includes destination charges, all the go-fast stuff plus most key comfort necessities. A convenience package featuring a power sunroof and touch-screen audio controls is optional. Beyond that, adding a navigation system, push-button start, leather-covered seats, pivoting headlights, premium sound system and more exotic wheels will push your acquisition cost well into the $40,000 region.
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