Volkswagen Golf GTI (Mk1)
With a wheelbase of just 2,400mm and a track width of 1,404mm, its footprint was dinky, plus it weighted just 840kg, so a four-cylinder motor producing 110hp had little trouble in making the GTI a proper pocket rocket. 62mph came in 8.1 seconds and top speed was 113mph, far exceeding its rivals 'quick' offerings. But what really made the car's name was the way it handled; it was buzzy, energetic and response, with the added flair of lift-off oversteer. Back in 1975, despite managerial nervousness regarding its introduction, the GTI immediately became a hit on the continent; although it didn't reach Blighty until 1977 and even then it was offered only as a left-hand drive model. Even better, it became something of a fashion statement, with those understated, mature but - to those in the know - purposeful lines, accented with a red outline on the nose and those stuck on wheel arches.
Then there was quirkiness, including a golf ball gear knob and, on some models, side stripes above the sills. It was fun, practical and absolutely classless. Little wonder it would be adored and driven by people from all walks of life - perhaps more so than any GTI to have followed it (although they all fit the same blueprint). It certainly held a healthy advantage over rivals for long enough to establish an almost unrivalled hot hatch image for those three letters on its grille. Today's Spotted is a 1983 example which looks like it's been frozen in time the past 36 years. With 17,000 miles on the clock it ought to be as mechanically sound; the engine bay certainly looks as clean as the cabin and the alloys don't have a mark on them. But, of course, this all means it comes at a rather steep price: 拢28,995. Also known as brand new hot hatch money - you could bag yourself one of the best of today's class, the Honda Civic Type R, for not much more. But the Mk1 Golf GTI stands on the shoulders of giants like the 911 as a car to have gone where no other had before - plus, well, look at it. Hot hatches don't get cooler than this.
Almost nothing, unless you're feeling nostalgic, or just strident. Through the Mk. VI, the GTI's grippy steering wheel was only that -- a single-purpose tool for rotating the car. The 2015's wheel is cluttered with cruise buttons and redundant audio switches. Worse, there is no longer a handle between the seats, a new-fangled electric switch has replaced the proper handbrake lever. Those just don't work as well on a snow-covered side street or parking lot. Do I want it? If you want a sport-tuned compact hatch, but don't want to force yourself to shift every time you take the wheel, you sure do. The GTI is the only car in the set offering an automatic and VW/Audi's dual-clutch Direct Shift Gearbox is a good one -- great if you want to shift manually, not bad if you're slogging through traffic. And if you just think four side doors are frumpy, there's the GTI and nothing else. Beyond that, it's a question of taste as much as anything.
The Volkswagen GTI invented a niche decades ago as a spirited offspring of the compact Golf. While other hatchbacks stress efficiency and practicality, the GTI adds some genuine fun to the mix. It's a formula that generations of buyers have embraced. A newcomer by comparison, the Golf R shares its body with the GTI, but is altogether more serious about performance. The Golf R gets significantly more power, a track-ready suspension, and standard all-wheel drive. All of this goodness comes at price, of course. Is the Golf R worth it, or does the GTI get the job done just fine for less? The Golf R proves that Volkswagen knows how to wring every bit of oomph out of an engine. The turbocharged 2.0-liter four-cylinder manages 292 horsepower and 280 lb-ft of torque. A six-speed manual transmission comes standard, but the Golf R is a tick faster with the newly optional seven-speed dual-clutch automatic. Zero to 60 mph happens in as little as 4.5 seconds, which makes the Golf R's efficiency all the more endearing.
It's EPA-rated at 25 miles per gallon in combined city and highway driving. With its taut suspension and performance-tuned all-wheel drive setup, the Golf R handles well beyond the ambitions of the average driver. Just so there's no confusion, its true potential is only unleashed in Race driving mode. Even so, the Golf R makes for a perfectly civilized daily driver 鈥?and a downright comfortable one with the optional adaptive suspension. The GTI is designed for drivers that measure performance in less tangible terms like response and agility, not tenths of seconds. Under the hood is an appropriately energetic (and allegedly underrated) 2.0-liter turbo that now churns out 220 hp and 259 lb-ft of torque. Buyers can stick with the standard six-speed manual, or upgrade to a six-speed dual-clutch automatic. The GTI gets its own specially tuned suspension, performance brakes, and a limited-slip differential. Equipped with the automatic, the GTI can scoot to 60 mph in about 5.6 seconds, and achieves an EPA-estimated 27 mpg in combined driving. How Much Performance Is Enough? The Golf R delivers a whole different level of performance, along with the same hatchback utility and everyday comfort as the GTI. That would make it a shoe-in if not for the GTI's own talents on the road, which are readily apparent and easy to appreciate. 13,000 difference in base MSRP, and the GTI emerges as a relative bargain. When it comes to sheer excitement, the Golf R is a king among hatchbacks. For fun-seeking buyers with a mix priorities, the GTI takes the crown.
