In the development of Golf V, Volkswagen rethought the strategy and decided to make it as good to drive as Ford Focus. It took Focus as the benchmark and followed its footprints to switch to multi-link rear suspensions, which is much more sophisticated than the outgoing semi-independent torsion-beam axle. The new suspension geometry allows a higher roll center and better body control - it is stiffer in lateral direction and softer in vertical direction. In this way, body roll is reduced while ride suppleness is improved. The suspension tuning philosophy was also changed. Volkswagen hunted the engineers behind Ford Focus and adopted a strategy similar to the Ford - soft springs / stiff dampers, in contrast to the stiff springs / soft dampers of traditional Volkswagen cars. Volkswagen gets really serious this time. 

The new chassis also improves handling and ride. It is built on Volkswagen Group’s A5 platform, first introduced by Touran and then Audi A3, and will be shared by many other Seats and Skodas in the future. The new chassis is 80% up in torsional rigidity. This not only reduces NVH but also improves the precision of handling. The A5 platform also employs a new electric power steering for the benefit of lightness, low energy consumption, free of kickback and low price. So, how does it handle and ride in reality? 

On the road, the Golf V handles and rides remarkably well - at least in the optional sport suspension setting. The standard suspension setting does not control body movement very well, but the ride is soft and very quiet. Of course, keen drivers must choose the sport setting, which sharpens the chassis and controls body movement as good as Ford Focus. The ride is still refined enough, although not as brilliant as Focus, but the stiffer chassis and superior noise insulation make the Golf far quieter and therefore feeling more expensive.  

However, in terms of real talent, Ford Focus is still the one to be beaten. Its hydraulic steering feels super communicative. In contrast, Golf’s electric steering lacks feel, although it is precise, well-weighted and free of road shock and vibration - just like sister car Audi A3. Attack a corner, Golf still biases more towards understeer compared with Focus, but you know this is the character of all Volkswagen products. Anyway, the new Golf has finally re-established itself as a fun-to-drive car. Good news. 

Volkswagen admitted the 4-link suspension is expensive, but it is essential to make Golf V matching the handling and ride of Focus. It would rather save some money elsewhere, such as the cabin. Yes, the Golf V’s interior is no longer as expensive as Golf IV. For instance, the lower half of the dashboard is made of hard plastic, leaving only the upper half as soft-touch plastic. This is still a nice cabin, feeling more expensive than most rivals, however. Better news is that the cabin is now roomier, especially at the back, being noticeably roomier than Renault Megane and marginally better than Focus. Strangely, the Golf’s wheelbase is shorter than them, but its extra width and height and better use of space allow it to offer more legroom, shoulder room and headroom to the rear passengers. Well done! 

Externally, the new generation Golf is again bigger than its predecessor - 5.7cm longer, 2.4cm wider, 3.9cm taller and its wheelbase is 6.7cm longer. (Seems that the trend of growth is unstoppable.) The new body is smoother, sleeker and more dynamic than the conservative Mk IV, but drag coefficient of 0.32 is not exactly remarkable. 

In the Golf V, we can see Volkswagen has renewed its whole line of 4-cylinder engines. The old 1.8-litre 5-valve-per-cylinder engine and its turbocharged version have finally gone. Ditto the strange 2.3-litre V5, whose market positioning was always embarrassing. In place of them is a range of new FSI direct-injection petrol engines. FSI technology gives them an advantage over rivals in terms of fuel economy. The base 1.4FSI pumps out 100hp. 1.6FSI pumps out a remarkable 115hp. It is the 16-valve version of the aluminium-block unit being used by A3. Variable intake manifolds enhance torque delivery. 2.0FSI is the same as A3’s, with variable intake manifolds and twin-balancer shafts. Most people will find the 1.4FSI underpowered, 1.6FSI too noisy and therefore prefer the extra punch and smoothness of the 2.0FSI. However, performance chasers will love the 250hp 3.2-litre VR6 to be launched later. Its performance will surpass the Mk IV’s 2.8 VR6 and match the outgoing R32. 

In the diesel side, Volkswagen also gives Golf V some strong diesel engines. Like A3, there is a 105hp 1.9TDI 8V and 140hp 2.0TDI 16V to choose from. From 2005, they will be toppled by a 175hp 2.5TDI. Volkswagen’s diesel engines always provide strong power and torque. What a pity their refinement does not match the best rivals, say, Fiat group’s Multijet family and Ford/PSA’s TDCi / HDi series. 

Nevertheless, in terms of transmission, Golf is a clear winner. Most of the models are offered with a 6-speed manual gearbox, while the incredibly smooth 6-speed DSG double-clutch transmission is available on 2.0FSI and 2.0TDI and will be compulsory on 3.2 V6. 

Overall speaking, Golf is a better, more modern hatchback than Ford Focus - our winner of the class for the past 5 years. It is roomier, quieter and feels more expensive. It has better engines and drivetrains. Now it even rides and handles close to the level of Focus. Its talents finally matches its reputation. 
 

Golf GT 1.4TSI

The 170hp Golf GT is a new addition to the Golf range, slotting between the 150 hp 2.0 FSI and 200hp GTI. That's not a big news. What made the headline is that it introduced the world's first production supercharger-turbocharger hybrid system. Called "Twincharger", the system combines the benefit of supercharger (i.e. low rev power) and turbocharger (i.e. high end power) and deliver a flat power band.

Basically, the supercharger works at low rev while the turbocharger takes care of high rev. In between, both chargers work simultaneously. Most brilliant is, the system can control the transition from supercharger to turbocharger so seamlessly that the driver cannot sense. (For its detailed theory, read AutoZine Technical School: Twincharger system) What he will notice is a rich power and torque at a wide rev range.

The engine is based on the existing 1.4 FSI engine. Because of the combination of FSI and Twincharger, Volkswagen called the model 1.4 TSI (Twincharger Stratified Injection). The direct injection allows a 10.0:1 compression ratio, the highest ever for turbocharged engines. Thanks to the twincharger system, its power is boosted from 90 hp to 170 hp, which translate to 122 horsepower per litre. Maximum torque is 177 lbft from 1750-4500 rpm, while from as low as 1250 rpm it already delivers 148 lbft of torque. The power band is even wider than a good diesel engine.

On the road, the Golf GT with this engine is really impressive. It runs to 136 mph and 0-60 mph in 7.5 seconds. Moreover, the engine is highly flexible and responsive.

Most outstanding is fuel consumption. The engine consumes 20% les fuel than an equivalent normally aspirated engine. Even compare with the less powerful 2.0 FSI, it is more frugal, with a combined consumption of 39.2 mpg beating the 2.0 FSI's 36.2 mpg.

The Golf GT won't be the only car adopting this technology. Next year VW will offer a detuned version of the engine, with 140 hp and 162 lbft, to Touran. Then a 1.6 TSI (195hp) and 2.0 TSI (240hp) are also in the pipeline. After VR6 / W engines, Multitronic CVT and DSG transmission, Twincharger will be another influential new technology Volkswagen bring us.

Golf GTi

Unfortunately, Volkswagen adopted a wrong strategy in the Mk3 and Mk4 Golf GTi. It introduced Golf VR6 to topple the GTi, thus deliberately degraded the latter. In this way, Golf GTi became a "warm hatch" and lost its sharpness. 

Luckily, in the hands of new boss Bernd Pischetsrieder, Volkswagen is recapturing its success formula - no more Phaeton, no more Mercedes-targeting Passat, no more W12 supercar, no more social status climb, just sells the People’s Cars.... and the people’s hot hatches. Instead of the V6-engined Golf, the GTi will receive the biggest push. It will be a much better car and attract more sales than the Mk4. 

From the look you can already tell this is the right GTi. While the Mk4 looked dull, the Mk5 GTi looks smart. While the Mk4 looked undistinguishable from the regular Golf, the Mk5 GTi looks noticeably different. Its big radiator grille - the first appearance of the new Volkswagen corporate grille - is blackened and decorated with red lining to deliver a more aggressive appearance. The big intakes at either side of the front bumper amplifies that sporty feel, though they are pseudo, actually a black plastic decoration. A 15 mm lower ride height is detectable by eyes. The deeper lip spoiler, side skirts and additional tailgate spoiler are even more apparent. But most important of all, no other Golfs ride on 17-inch alloy wheels with 225-width tires. Neither do they have twin exhaust pipes. See through the wheels, you will discover eye-catching red calipers clamping larger brake discs. From the appearance, the new GTi is already promising.

Open the bonnet, you will be grateful to see the new 2.0 TFSI engine we recently praised in Audi A3 Sportback. This is a gem, unquestionably. A perfect combination of low-pressure turbo and direct fuel injection technology, also variable valve timing and variable-length intake manifolds. It sings eagerly, runs smoothly and delivers its power strongly. 200 horsepower is not exactly class-leading, but it can deliver 207 lbft of torque from merely 1800rpm, remains steady all the way to 5100 rpm. By the 6500 rpm redline, it still pulls strongly, and not give up spinning until fuel cut out at 7000 rpm. This give the 1330kg Golf GTi a sprint to 60mph in 6.8 seconds. If you choose the excellent DSG gearbox, it can even do that in 6.6 seconds. It won’t run out of steam until 146mph. At the same time, the 2.0 TFSI returns a remarkable fuel consumption at 35.3mpg. Can you name an engine more versatile than this one?

The 6-speed manual gearbox is also a good companion. Its 6 ratios are well spaced, and gearshift is crisp and delightful. The variable-rate electric power steering is linear and precise, weighty enough for the sporty expression. However, as in other Golfs, it doesn’t deliver very good feel from the front wheels.

The Golf V with its new multi-link rear suspensions is already a fine handling and riding machine. Naturally, with lower ride height and stiffer suspensions, the GTi version is much more sharper in chassis response. It corners flatly, resists body roll remarkably well yet without much trade-off in ride quality. Other hot hatches with torsion-beam suspensions can hardly achieve such a good combination of ride and handling. Being a German car, the GTi also provides excellent grip and braking. In short, the GTi is a capable yet entertaining package. It just lacks a truly involving steering.

Among all C-segment hot hatches, Golf GTi is clearly the best - better than Honda Civic Type R. This is not going to be changed until Ford introduce a hot version of Focus II. The Golf GTi looks smart, handles and rides remarkably well. It has the best engine and the best transmission (i.e. DSG) of the field. A superb driver seat and good driving position that French hot hatches so lack. Top notch quality is also unrivalled. Yes, it is expensive, but its excellence worth every additional dollar. Moreover, it has a nameplate everybody jealous of. Golf GTi is back to the center stage.
 

Golf R32

The origin of R32 can be traced back to the 1991 Golf VR6. It was the grand father of today's premium hot hatches - Golf R32, Alfa 147 GTA, BMW 130i, Audi A3 V6… and a force running in parallel to the Japanese rally duo. The Golf VR6, as indicated by its name, introduced a 174 hp 2.8-litre V6 into a hot hatch body normally associated with four-cylinder engines. This is made possible by the compact, narrow-angle VR6. It brought BMW-level performance into the hot hatch world for the first time.

In 1999, the compact VR6 engine evolved to 24 valves (whose engineering was an achievement). The contemporary Golf IV got this engine together with 4motion 4-wheel drive. This formula carries on today. In 2002, the R32 was born. This time its name indicated an increase of engine displacement to 3.2 litres, hence a power boost to 241 horsepower. The R32 also got aggressive suspensions setting, tires, sport seats and styling tweaks to reflect its sporting intention. Volkswagen produced 5000 units of this ultimate Golf.

Compare with its predecessors, the latest generation R32 has nothing to surprise me. In fact, the biggest advancement comes from the Golf V basis, whose multi-link rear suspensions lifts body control, grip and at-the-limit behaviour beyond that of the Golf IV without resorting to very stiff setup like the last generation R32. No wonder you can feel its ride firm but never harsh.

As before, the light alloy VR6 engine displaces 3189 cc, runs a variable intake system and continuous variable valve timing at all valves. Thanks to freer intake manifolds, the engine now generates 250 horsepower, up nine horses. The 236 lbft of torque remains unchanged, but occurs 300 rpm earlier in the rev range. As always, the VR6 engine is smooth, flexible and eager. It could pull the car at top gear from just 1000 rpm, or rev to the 7000 rpm cut-out without complaint.

However, the R32 is not a lot faster than the 200hp GTI. Volkswagen claims it take 6.5 seconds to accelerate from rest to 60 mph, just 0.3 seconds quicker than the GTI. The problem lies in weight - the V6 engine, 4WD hardware, larger brakes and higher equipment level put an additional 180 kg to the body. If you opt for the DSG gearbox, another 30 kg will be added. Nevertheless, I would say DSG is a worthwhile option, as it shifts instantly and seamlessly (thanks to the double-clutch pre-select mechanism). It also reduces 0-60 time to a more competitive 6.2 seconds.

That's still not good enough to trouble BMW 130i and Alfa Romeo 147 GTA. However, give it a twisty road and the result might be reversed. The R32's flexible V6 and electronic-controlled 4WD system let it to exploit performance more often than its rivals. Whenever the front tires run out of traction, the Haldex electro-hydraulic multi-plate clutch automatically sends more torque towards the rear wheels to keep the car on track and to resume balance. This means the handling is beyond the reach of any front-drive hot hatches and the reassuring feeling eclipses that of the rear-drive but LSD-less BMW 130i. Yes, the 4motion works only on part-time basis (although Volkswagen always mislead people that it can transmit 100% torque to rear axle - that's only in case the front wheels are in the air ! ), but the resultant understeer can be balanced on throttle if you switch off the ESP. Exceed its very high limit, you can even throw it into 4-wheel drift !

Naturally, the suspensions of R32 are stiffer than the GTI's. It also employs lower profile tires and bigger wheels. The result is a taut body control. The Michelin 225/40ZR18s generate masses of grip, the huge ventilated discs (345mm front and 310 mm rear) provide strong and reassuring stopping power. Overall, the R32 is a more accomplished package than BMW 130i, whose chassis setup is either too hard or too soft.

Externally, the R32 can be distinguished by a chromed shield grille (in contrast to the black one in GTI), big bumper intakes, pronounced side skirts, twin centrally located exhaust pipes and stylish 18-inch wheels. Inside, the cabin gets the usual alloy-effect trimming, a flat-bottomed steering wheel and (optionally) a pair of Recaro bucket seats. More standard equipment should partly justify its price, which is 30 percent more expensive than the GTI.

The only thing it misses is fire-breathing performance. It's time to think about putting the Passat's 280 hp 3.6-litre VR6 into the Golf.