2006 Volkswagen Golf - Review

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Enlarge PhotoThe key to its prowess is the combination of a mechanically driven supercharger for the lower revs with an exhaust driven turbocharger kicking in as revs start to rise. To boost output further, engineers also added a revised version of VW’s FSI direct-injection technology. The end result is the power characteristics of a 2.3L engine but with 20% lower fuel consumption.

The Direct-Shift Gearbox (DSG) is itself a technical marvel. By utilizing two individual clutches that swap intermittently every time the driver moves from an odd numbered gear to an even, the DSG enables smooth acceleration and greater fuel efficiency than conventional manual boxes. The innovative gearbox is not completely without its faults. When accelerating hard from slow speeds or standstill, there can be a small delay before power is transferred to the wheels. This gets very annoying, especially when you come out of turn and the car hesitates before moving on.

On the Road

Apart from the small boost gauge and the odd burp and mechanical whine coming from the exhaust and compressors, there’s nothing much from the driving sensation that alludes to the technical powerhouse that resides beneath the bonnet. Floor the pedal and the needle in the tiny boost gauge flicks almost instantly to the max setting. The crankshaft driven supercharger kicks in immediately, delivering boost pressure of 1.8bar just above idle and providing plenty of shove off the line. Depending on how much power is required, an electromagnetic clutch integrated with the coolant pump decides when to switch from the supercharger to the turbo. This happens somewhere around the 3,500rpm mark, and reverses if engine speeds drops back to the lower regions. Not surprisingly, there’s a constant 200Nm (148lb-ft) of torque available from 1,250rpm that’s still hanging around at 6,000 revs.

Acceleration in any gear is nothing short of amazing. There’s no need to furiously fling up and down the gears every time acceleration is required like you have to do with other engines of this size. Words cannot express the disbelief we felt every time the pedal is dropped. Instead, we’ll let the numbers explain it. Acceleration from 80km/h to 120kmh in fifth gear, for example, was just eight seconds. Reaching 100km/h from standstill takes 7.9seconds, just 0.7seconds off the pace of the more expensive GTI, and cruising at 120km/h only requires a lazy 2,500 revs on the ticker.

Of course, acceleration and straight-line speed is just one aspect of any true performance car but we can safely say that the FWD Golf GT holds its own when it comes to the twisty stuff. The differences between it and the GTI are immediately apparent. Softer suspension sees more lean going into corners but the reserves of torque and near-zero turbo-lag makes driving so much easier thanks to the strong acceleration in the higher gears. The GT doesn’t suffer from the GTI’s torque steer, either, but its steering isn’t as sharp and it requires more effort to prevent understeer. Both cars feature the same ride-height and sit on 17in wheels shod with 225mm Continental rubber, providing more than adequate levels of grip.

Final Verdict

We’d like to say the Golf GT fits in with the affordable performance image but against cheaper alternatives from Asian rivals, the VW hatch is now the premium choice rather than the prudent one. That’s not to say it’s not worth the money, because the Golf GT is a brilliant car. In a world of rising fuel prices it’s good to see carmakers developing cars like this latest Golf, offering oodles of performance while being capable of running on the fumes of an oily rag.