Volkswagen Golf GTI hatchback review

Verdict - Is the Volkswagen Golf GTI a good car?

The Volkswagen Golf GTI is the closest thing hot hatch fans have to the Porsche 911. Not only is it a German performance icon, but like the 911, Volkswagen has developed the GTI continually for nearly five decades, improving performance, refinement and safety, but keeping the spirit of the original.

Volkswagen Golf GTI models, specs and alternatives

Now in its eighth generation, the GTI is almost a segment in its own right. Instead of chasing big power figures like the Audi RS3 and Mercedes-AMG A 45, the performance Golf is happy to plough its own furrow, continuing to offer competitive performance but in a classier, less track-focused package than many rivals. Power is now 242bhp as standard – the same figure as the outgoing GTI Performance. The real innovation though isn't under the bonnet but in the chassis.

New adaptive suspension, switchable driving modes, the limited-slip differential from the expensive Golf GTI TCR and a system capable of adjusting both up to 200 times a second make the GTI more capable than ever. It has more grip and resists understeer even more doggedly, all while remaining composed and comfortable on the school run.

A revision of the lineup in 2023 means the Golf GTI is now no longer offered with a manual transmission, and is instead offered solely with the seven-speed DSG automatic gearbox.

Buyers can also choose the Golf GTI Clubsport, with more power and a more focused chassis and bodywork. Celebrating 45 years of the Golf GTI, Volkswagen briefly offered an even more desirable GTI Clubsport 45, which gained a unique look and upgrades like a lightweight titanium exhaust. The more hardcore versions go after the hot hatch elite – standing toe-to-toe with models like the Honda Civic Type R, and in many ways the Clubsport is a better GTI than the standard car. It's a shame then, that its near-£42,000 price tag will keep it off quite a few shopping lists.

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The GTI doesn’t shout about its hot hatchback credentials like some of its rivals, but it’s different enough from less sporty Golfs that fans of the brand will have no trouble spotting the changes. The headlights are now lower and slimmer, following the line of the plunging bonnet. Most noticeably, the full-width honeycomb lower grille houses daytime running lights in an x-shape, for a unique look. For those looking to give the front end an even more distinctive appearance, an LED light bar that spans the grille is also available as an option. Gloss-black side sills give a ground-hugging appearance and at the rear, new LED rear lights are joined by a full-width strip of lights. Alloy wheels are 18 inches as standard with 19-inch versions available as options. The GTI Clubsport gets a more aggressive look, with a unique front bumper, sill extensions and a much larger rear wing, while the Clubsport 45 had a black roof and unique alloy wheels with a red pinstripe.

The interior gets the usual list of GTI upgrades, from tartan-cloth bucket seats to steel pedals and a sports steering wheel. There's also ambient lighting with a GTI-inspired setting, and sporty graphics for the digital instrument panel. As with the standard Golf, this now flows into a 10.25-inch infotainment screen, resigning almost all physical buttons to the factory parts bin.

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So just as with each generation of Golf GTI before it, the latest model isn’t so much a transformation as an evolution, subtly raising the game in several areas without losing the characteristics GTI buyers have always sought. Its styling is still recognisably GTI, its chassis is more adept at coping with a twisty road, while offering enough comfort for the daily commute or a long-distance cruise, and the interior still feels grown-up. However, one increase isn't likely to be welcomed, and that's the price – as the GTI continues to nudge further towards £40k and beyond, it becomes less of the affordable hero it used to be. But with resale values likely to be strong, affordable finance deals will help put the GTI within reach of more buyers. If its price tag is within reach, the GTI Clubsport offers even more excitement, without being too compromised for normal driving.

The Volkswagen Golf GTI has a reputation as the everyman's performance car, and a big part of this is its palatable running costs. The GTI can return up to 40.4mpg, while emitting 160g/km of CO2. The figures are only a little higher for the Clubsport version, despite its higher power output, with a combined economy figure of 38.2mpg, and CO2 emissions of 168g/km. The Ford Focus ST, with its larger 2.3-litre engine, only manages 35.8mpg and emits 182g/km. Efficiency figures for the six-speed manual Golf GTI and the seven-speed DSG automatic are virtually identical, so the decision of which to choose is down to personal preference.

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As a private buyer, the usefully frugal nature of the latest GTI will mean fewer trips to the pumps, and given the GTI is probably not a fixture of company car lists to the same extent it used to be, the fact that it sits in the highest Benefit-in-Kind band probably isn’t a big problem – these days you’re more likely to be pushed towards cleaner, electrified models like the Toyota Corolla Hybrid, or indeed Volkswagen’s own Golf GTE plug-in hybrid.

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At least the annual VED (road tax) bill is reasonable because it's charged at the standard rate. The GTI Clubsport model starts at over £40,000 (the regular GTI misses this figure by a whisker), meaning owners will be liable for the additional surcharge for years two to six of ownership. The GTI shouldn't cost much more than a regular Golf when it comes to servicing and maintenance. Consumables like tyres and brakes could be a bit more expensive though, especially for the Clubsport, due to their high-performance specifications.

Let's get one thing out of the way first: the standard Golf GTI has never been about huge power figures or ultimate lapping performance on the race track. Even the Hyundai i30 N and Ford Focus ST now offer quite a bit more power than the GTI, and it’s a Honda rather than a VW that holds the hot hatch record at Germany’s fearsome Nürburgring circuit. Instead, Volkswagen has focused more on how the GTI feels and how well it uses the 242bhp output of its 2.0-litre turbo petrol engine.

This familiar four-cylinder engine fires the GTI from 0-62mph in 6.2 seconds, which feels brisk from behind the wheel but is some way off the 5.7 seconds of the 276bhp Ford Focus ST. Volkswagen has at least managed to tune the engine so it feels keener to rev to its 6,500rpm redline. However, when it comes to overall pace, the Golf doesn’t feel quite as fast as the frantic Civic Type R or even the Focus ST.

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More of an issue is the hesitancy of the seven-speed DSG automatic gearbox at low speeds, although it does feel better as you pick up speed. Unfortunately, the purist-pleasing six-speed manual was discontinued in 2023, which is a shame as it was slick, offering a slightly quicker change than that of the standard Golf. It feels a little slower and less precise to use than the gearbox in the Civic Type R, which has a more solid, direct action.

This changes if you go for the GTI Clubsport, with power increased to 296bhp. You can definitely feel its extra punch, with maximum torque sustained until 5,200rpm instead of 4,300rpm in the normal GTI. This goads you to rev it for longer and enjoy the barking exhaust note, that's quite a bit louder than the standard car. While it’s no longer on sale, it might be worth seeking out a nearly-new example of the Clubsport 45, which is even more exciting, thanks to its lightweight titanium exhaust, which helps make the car feel even more urgent. Volkswagen has also removed its 155mph speed limiter, so while its 166mph top speed is largely academic in the UK, it did give the 45 model spec sheet bragging rights over other regular GTIs.

It’s in the dynamics department that the standard GTI has moved on significantly. It might sit on the same MQB underpinnings as before but the adaptive suspension system is new, there are lightweight aluminium components, stiffer springs and a limited slip differential from the special edition Golf GTI TCR. Like the Audi S3, the GTI’s chassis and differential is controlled by a new 'Vehicle Dynamics Manager” that’s capable of making up to 200 adjustments every second.

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Understeer – where the front tyres lose grip and the car turns less than you expect – is virtually non-existent at sensible speeds and the level of grip is even higher. The steering is direct and accurate, even if it hardly oozes with feel. At least this helps in other regards, helping make the GTI relaxing on a long motorway drive, where it's more comfortable than most rivals. Eco, Comfort, Sport and Individual driving modes allow the person behind the wheel to tailor the experience as well.

On rough roads, the Comfort setting does a good job of taking the edge off potholes and imperfections. Switching to the Sport setting sharpens the throttle and adds weight to the steering, but makes the suspension so firm that driver and passenger are likely to bounce around in the sports seats. Switching to the Individual mode solves this problem by allowing the driver to personalise the car’s setup, combining the sharpened driving dynamics with a softer ride.

The GTI Clubsport is the most focused model in the current GTI range. It sits 10mm lower than the standard GTI, with a new rear suspension setup, more camber to the front wheels to help it grip harder in corners, and larger brakes for improved stopping performance. The car we tested also featured upgraded adaptive dampers (called DCC by Volkswagen) for around £800, and larger 19-inch wheels instead of the standard 18-inch items. It really comes into its own on faster roads, and has better traction than the regular GTI when powering out of tight corners. Once things open up its talent is undeniable, and the Clubsport feels more agile and exciting than the regular GTI. Its steering can't quite match the Civic Type R though, but its chassis and brakes feel close to the class benchmark. 

While it looked more aggressive thanks to its decals and unique paint scheme, the outgoing Clubsport 45 didn’t get any major chassis upgrades. Its standard 19-inch alloy wheels did contribute to a slightly firmer ride and made its responses a touch sharper than the Clubsport on 18-inch wheels, though. A few kilos less weight from its exhaust also made the Clubsport 45 feel a bit more nimble than the standard Clubsport we tested before it.

Sadly, the standard GTI doesn’t sound as good as it used to. The muffling effect of new particulate filters and a bigger catalytic converter mean the GTI isn’t quite as vocal as before. While VW’s engineers have tried to get around this by fitting a sound actuator to bolster the engine note, it doesn't quite match the sound of the previous model.

If you've sat in a Golf GTI in any of its previous seven incarnations, you'll be instantly familiar with the interior theme of the eighth. There are tartan-trimmed seats with noticeably larger side bolsters than the regular car, and these gain integrated headrests for the first time. There are red flashes of trim – the GTI signature colour – and steel pedals. The digital instrument panel has also allowed for a virtual upgrade, with bespoke GTI graphics.

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Of course, the steering wheel is important in any GTI, and there’s a flat-bottomed item with exaggerated hand grips at either side, metallic bottom spokes and a GTI badge. The rest of the changes fall in line with the regular Mk8 Golf but transform the interior into a digital environment. Taking pride of place is a 10.25-inch infotainment screen which sits alongside the driver’s instrument cluster. The response and functionality certainly won’t be for everyone, so it’s worth having a prod on a test drive to see whether you can live with the lack of physical buttons – but it certainly looks flash. Meanwhile, a tiny gear selector for the automatic gearbox frees up space for cup holders and your smartphone. Ambient lighting with 30 colours is standard and includes a GTI-mode for the first time.

The Clubsport sticks with the same formula, but gets its own unique dash and trim inserts, along with contrasting red stitching and Clubsport seats, for some added drama. The Clubsport 45 received a new heated steering wheel, trimmed in leather and with a '45' logo in the centre.

As three-door models have fallen out of favour with buyers, manufacturers have managed to save on the cost of engineering a different body shell. The Mk8 GTI is five-door only, with virtually no loss in practicality versus the standard model. It's easy to get in and out – so long as you don't mind climbing around the more prominent front seat bolsters – or put a child seat in the back, with plenty of room for four adults.

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With no four-wheel drive or electrification taking up extra space (if you want the latter, Volkswagen also offers the sporty Golf GTE), the boot measures 374 litres, so there's no lack of practicality compared with the standard Golf. Fold the seats down and space increases to 1,237 litres of space. We'll need to wait and see if the GTI is homologated for a tow bar, should you want to pull a small trailer or even a caravan.

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The regular Volkswagen Golf last featured in our Driver Power customer satisfaction survey in 73rd place out of the top 75 models in 2021. As a brand, Volkswagen finished an unimpressive 27th place out of 32 manufacturers in our 2023 survey, with the VW T-Cross the highest-placed car from the brand, in 21st place out of 75 models. Given that the new GTI shares its technology and underpinnings with the regular Golf, and that it uses the same 2.0-litre petrol engine as before, there shouldn't be too many surprises. Small faults are likely to be software-based and electrical, as Volkswagen rolls out its latest technology.

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It's good news so far as safety is concerned, thanks to a solid five-star Euro NCAP rating for the standard Golf. It now comes with a list of safety kit beyond that of a luxury saloon from just a few years ago, including LED Matrix headlights, driving aids and Car2X – a communication technology that can receive information and hazard warnings from local infrastructure and even nearby vehicles.