Jump straight into the Golf GTI and it
feels huge, beautifully appointed and so very fast. It seems odd to describe a
1,370kg hot hatch with 227bhp as fast in these days of A45 AMGs and the like,
but as has been the case since the convincing mk5 version, the Golf seems to
make each horsepower really count. The smooth and responsive DSG helps, but
really it’s the damping, body control and traction that stand out. Compared to
its predecessor this GTI has taken great leaps forward: it’s more controlled,
more intense and plainly much better fun, too.
This car is fitted with the optional
adjustable dampers but you can also alter steering weight, the aggression of
the e-diff and the throttle mapping. There are four preset modes – Eco,
Comfort, Normal, Sport – plus an Individual setting should you want to mix the
softer suspension set-up with Sport steering and diff actuation, for example.
The
Toyota GT86 has a 2+2 layout, although rear space is limited
So while the driving position and the cabin
architecture are more conventional than those of the GT86, the sheer mid-range
pull initially makes the Golf seem more exciting. The variable-ratio steering
never feels like the gearing is changing and I think the Sport setting is well
judged, lacking the heavy, gloopy feeling you often get with a ‘sporty’
program. In fact the whole car works superbly in Sport mode, the engine
thumping through the midrange with a synthesised but aggressive noise, damping
staying fist- tight and the car flying through direction changes with composure
but also with a delicious sense of interaction. In high-speed corners it really
does feel alive. It’s not a wildly throttle-adjustable car but you can feel the
rear helping to maintain your line with a clinical efficiency.
There's
still plenty of room in the back of the GTI
Push really hard and the GTI can be made to
feel a bit clumsy. The differential has nothing like the effect of the one in
the RS Mégane, for example, and wheelspin can sometimes catch you by surprise.
The car also lacks the sheer dogged resistance to understeer that so defines
the Mégane. Having said that, for a Golf GTI it has some real teeth and it’s
genuinely good fun to punt along your favourite piece of road. Of course, it
goes without saying that it is a lovely place to spend time and that the
quality of the interior is roughly 684 times more impressive than the TRD’s.
For around $51,357 or so it covers a lot of bases and I think it’s engaging
enough not to feel like ‘just another Golf’ when you’re driving in everyday
situations, unlike the mk6 version.
GT86’s
197bhp flat-four engine is unchanged by TRD upgrades
On the road, then, these two cars are very
different but terrific fun. The Golf is the rational choice but it’s also a
seriously impressive car to enjoy for its dynamic attributes. The TRD clearly
isn’t worth $11,127 more than a standard GT86 but the driving experience is
top-notch. Which to choose? Well, I suspect the Golf is the one. It’s a very
good hot hatch indeed. But every time you see a GT86 you might have nagging
daydreams about little moments of oversteery bliss and a few pangs of regret.
GTI’s
2-litre TSI engine puts out 227bhp with the Performance Pack
We also tried the cars on track, and here
the GT86 was the clear winner, with much greater precision and a more indulgent
balance. The Golf felt heavy and reluctant by comparison and its nannying ESP
can’t be fully switched off. Around Blyton Park the TRD recorded a 1:10.7, surprisingly
knocking 2.1sec from the standard car’s time. The Golf was quicker still with a
1:10.3, but it has to be said that it wasn’t even half as enjoyable in the
process of doing so.
