Volkswagen Golf 8 GTI: A Real-World Review
In South Africa, the Volkswagen Golf 8 GTI was one of the most keenly anticipated models of 2021. Now that it’s here, does the hot hatch do its legendary predecessors proud… or have we (like so many enthusiasts in our nation) perhaps expected too much of the newcomer? You’re about to find out. This is no ordinary GTI review, however. We’ve already covered its performance credentials in-depth – here’s what the car is like to live with.
We like: Day-to-day comfort, punchy performance, refinement, tech and connectivity
We don’t like: Infotainment system requires familiarisation, overly extensive options list
Fast Facts:
- Model Tested: Volkswagen Golf 8 GTI
- List Price: R669 300 (before options)
- Engine: 2.0-litre 4-cylinder turbocharged petrol
- Power/Torque: 180 kW/370 Nm
- Transmission: 7-speed dual-clutch gearbox
- Fuel efficiency: 7.0 L/100 km (claimed)
- Performance: 0-100 kph in 6.4 sec (claimed)
- Load capacity: 374 litres
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To get the best possible understanding of the new GTI, we took the newcomer on an extended road trip.
Volkswagen Golf 8 GTI – The story thus far
An all-new Volkswagen Golf GTI doesn’t come around very often, but when it does, there’s considerable fanfare – it’s kind of a big deal. Given the immense success story of the GTI lineage from the original Mk1, the Mk2, the so-so Mk3 and Mk4, to the game-changing Mk5 and its successors, the GTI’s considerable reputation is always on the line when a new-generation model comes to market.
Despite the global market ditching most body shapes in favour of fashionable crossovers/SUVs, sales stats still indicate that there is quite enough appetite for hatchbacks. Volkswagen knows this and while the T-Cross, T-Roc, Tiguan and Touareg sell in big volumes (and there are high expectations of the upcoming Taigo), there’s still massive interest in traditional products like Polo and Golf.
Because the GTI has achieved such a cult status, South Africa is one of the biggest GTI markets outside Europe. In fact, the GTI has comfortably outsold other Golf derivatives in Mzansi for quite a while…
Much has been written about the Golf 8 GTI’s performance and aural capabilities, but is it still a consummate all-rounder?
What’s New?
Compared with its predecessor, the Volkswagen Golf 8 GTI produces a bit more power from its 2.0-litre 4-cylinder turbopetrol motor. The styling is bold and modern, with some fantastic details, such as the LED light bar on the nose and those gorgeous 19-inch alloy wheels. Also, there’s no colour that shows off the GTI’s lines and poise quite like the Kings Red Metallic (as shown here).
The newcomer’s interior represents a huge leap forward in terms of digital integration. Traditional analogue buttons have been replaced by a fully digital interface, but the first thing most people will notice is the absence of a traditional transmission lever. It has been replaced by a minimalist shift-by-wire lever, which won’t be to everyone’s taste, but there’s no denying that it declutters the Golf’s centre console.
If you’ve reached this far and are hoping to read about Vrrr-pah!, launch control, crisp turn-in, dynamic handling, exhilarating acceleration and other performance things, rather read Ashley Oldfield’s launch review and watch Ciro De Siena’s on-track analysis video. This review doesn’t dwell on visceral aspects; instead, it focuses on the Golf 8 GTI’s comfort, refinement, practicality and technology.
Given the Golf GTI’s reputation as a consummate all-rounder, we wanted to put the newcomer through as thorough a test as possible during its tenure in our test fleet. Therefore, we spent as much time as we could behind its ‘wheel; we traversed a variety of tarred and dirt roads. Having filled the Golf’s load bay and back seats, we embarked on a road trip to a remote farm for a long weekend. With the weather forecast suggesting snow and sub-zero temperatures, we did consider a last-minute switch to something more suited to the conditions (like a Tiguan, which was conveniently available), but stuck to our plan.
During the road trip, the Golf 8 GTI was briefly dusted in fine snow.
When we unlocked the Golf 8 GTI in low light, we were immediately impressed by its fancy LED arrangement. The foglights are bold and striking, but the subtle light bar, which links the headlights with the central VW emblem, really gives the car a premium image. It’s unmistakably a Golf GTI, with plenty of hexagonal patterning on the lower grille and a few subtle red GTI badges on the nose, flanks and rump.
Before we get into an assessment of the newcomer’s cabin, we need to discuss the pricing and options. Volkswagen will sell you a Golf 8 GTI for R669 300 (September 2021 – before options. Our test unit came “fully loaded”, which pushed the price close to the R800k mark and, at this point you’re probably thinking, “what on Earth could you add to the car to increase the price by such a big margin?”
A lot, actually. Don’t get us wrong, the standard GTI has plenty of standard equipment and you could get away relatively lightly if you specified (what dealers call factory-fitted) options such as the sunroof and the gorgeous 19-inch wheels. However, a glance at the intuitive optioning system on Volkswagen SA’s product website demonstrates the broad scope for customisation available for this derivative.
Although the Golf 8 GTI test unit was shod with 19-inch alloys, its ride quality was relatively pliant.
South Africans are ardent fans of the sunroof, so that’s R15 000 extra. If you want the lovely Harman Kardon audio upgrade (R11 400), it has to be taken in conjunction with the infotainment upgrade (R18 500. From a cosmetic point of view, you’ll want the clever IQ headlights (R10 000) and those tasty wheels (R12 000), so you may as well specify the Adaptive Chassis Control for R2 800 on top of that.
The Golf 8 GTI’s standard equipment list is anything but meagre, mind you. In stock form, the German hot hatch comes with, inter alia, 18-inch alloy wheels, heated seats and -steering wheel, park distance control, wireless phone charging, USB-C ports, cruise- and climate control (auto aircon), an electronic instrument cluster (Volkswagen Digital Cockpit) and Apple CarPlay/Android Auto compatibility.
Volkswagen Golf 8 GTI Cabin
The Golf 8’s switch to a largely digital user interface is the biggest departure from the previous model.
If you are one of those who remain unconvinced by the aesthetic improvements from “7.5 GTI” (the last version of the previous-generation car) to “8 GTI” (this car), the newcomer’s substantially reworked interior may prove sufficiently revolutionary. In fact, current Volkswagen owners who are looking to upgrade to this model may be flummoxed by how radically different its (largely digital) interface is. There is just a smattering of analogue buttons; Volkswagen anticipated that GTI its customers would be of the smartphone generation and implemented a touchscreen that responds to taps, slides and swipes.
The high-end (dynamic) settings of the climate control system can be adjusted in the infotainment system menu.
After devoting a solid 60 minutes to become fully acquainted with the new infotainment system’s interface, we got the impression that there had been some overthinking on the part of some of Volkswagen’s software engineers. Granted, there are some clever shortcuts that would probably require several more inputs (and menus to sift through) in a rival product, but the VW system’s not all that intuitive.
Consider the climate control console – to turn up the temperature, you need to slide your finger along a bar until you reach your desired setting. Trying to keep your eyes on the road while performing this action is another story, but at least Volkswagen simplifies things to an extent by availing a Smart Climate menu, in which you simply click your preferences eg. “Fresh Air” and it’ll take care of the rest.
This small transmission selector replaces the traditional lever.
Once you’re seated in the plush-looking (and feeling) leather seats with the key nestled in your pocket, you start looking for a start button. It’s not in the usual place; keep looking until you notice a gently pulsing rectangular Start/Stop button (located ahead of the transmission selector). It’s a classy touch and we’d like to believe the pulsing represents a heartbeat. Stab said button and the 2.0 litre will start up.
The digital dashboard (or as Volkswagen calls it, Active Info Display) has been given a makeover for this iteration of the Golf GTI. It too can be configured to present an overload of information or be kept distinctly minimalist. Also, it changes its colour scheme depending on which drive mode you’ve selected. Default and Sport are red, obviously, blue represents Eco and yellow denotes an Individual setup.
Then there’s that new-look multifunction steering wheel. GTI traditionalists will recognise its general shape, red stitching/inserts and, of course, the GTI badge, but the physical buttons are mostly gone. They’ve been replaced by capacitive touch sensors with swipe/slide functionality. For example, instead of pushing a button repeatedly to turn up the volume, you simply slide your left index finger in a left-to-right motion. Alas, the touch sensors don’t offer the tactile satisfaction the old-school buttons did and, on a few occasions, we accidentally brushed the steering-wheel heater button while skipping tracks.
The Golf 8 GTI steering wheel remains one of the most recognisable tillers in the new vehicle market.
Is it sensible?
Practicality and sensibility have always been part of the Volkswagen Golf GTI’s appeal. Remember, it’s essentially a 5-door (premium) family hatchback that Volkswagen has been endowed with a distinctly sporty edge. First and foremost, the GTI is a Golf derivative, therefore we expect it to be quite capable of transporting passengers in comfort… and accommodating their stuff in a usefully sized load bay.
The Golf 8 GTI’s load bay easily accommodated 2 large suitcases, as well as a pair of cooler bags.
Volkswagen Group’s MQB platform has been an absolute winner for the Wolfsburg-based brand over the years. Not only does it underpin vehicles renowned for driving comfort and refinement, but its layout also facilitates excellent packaging. It’s impressive to think how scalable the MQB matrix is; it serves as the platform for everything ranging from the Audi A1 to the Volkswagen Tiguan Allspace.
Taller adults may battle for legroom in the new Volkswagen Golf 8 GTI, but there’s sufficient space to accommodate children.
Driving Wolfsburg’s Finest
Forget Vrrr-pah! when driving in bumper-to-bumper traffic at 8:22 am on a grey Monday morning.
Vehicles with a performance bent are usually reviewed in a manner befitting motoring journalists who have 24/7 access to unlimited petrol, tyres and secure track facilities (okay, just to be clear… only the first part has some truth to it). In assessments of that kind, phrases such as “dynamic turn-in, communicative chassis, wholesome steering feel” (and so on) are liberally bandied about.
Yes, there’s an expectation that the Golf 8 GTI will deliver satisfactorily when it comes to those things – and it does, but the reality is that the majority of customers who are capable of spending R700k on a hatchback are likely to want all the creature comforts on top of corner-carving capabilities… and spend very little time driving flat out. If comfort and practicality don’t matter, you’ll adore the Toyota GR Yaris!
As for the rest of us, we need our spines uncompressed, our eardrums insulated and a steering setup that doesn’t require constant micromanagement. Thanks to the GTI’s different drive modes, you can dial things up or down depending on your mood and situation. Reached a section of empty sweeping roads? Engage Sport and give it a good go. Trundling to work in congested peak traffic? Opt for Eco.
There’s just one interior trim option. These contoured front seats are heated and cooled.
En route to our remote weekend destination (with our favourite tunes playing through the glorious Harman Kardon setup), the GTI cruised with impressive refinement. In its default setting, the car’s demeanour is docile, but it can easily be made to deliver all of its 180 kW and 370 Nm of torque if you lean on the accelerator pedal hard enough. We got used to the small drive-by-wire transmission selector very quickly; the lack of a mechanical handbrake and a conventional transmission lever added to the perception of extra free space in the front of the cabin.
The dual-clutch automatic transmission (DSG) is a peach – per default, it executes each shift almost imperceptibly and is ever so responsive. Should you wish to overtake a slow truck on the N1, it doesn’t take much more than a quarter depression of the accelerator pedal to spur the ‘box into action… it’ll effortlessly drop from 7th to 5th gear and, once you’ve completed the manoeuvre, quietly slot back into 7th. Plus, drive gently and you’ll achieve admirable fuel economy; Volkswagen claims an average consumption figure of 7.0 L/100 km and we saw an indicated 7.9 L/100 km after a long stint in Eco mode.
Having completed the initial section of highway driving (during which we cruised at the national speed limit), we turned off onto a tarred road that wasn’t of the best quality (to put it mildly). A combination of heavy winter rains and, we imagine, being pummelled by countless large trucks had resulted in some small potholes and undulations appearing on the road surface. Despite its larger wheels wrapped in low-profile rubber, the Golf 8 GTI’s ride quality was firm but composed. There was none of the crashing and jarring you’d experience in cars such as a Renault Megane RS280 or a Honda Civic Type R.
The 19-inch alloy wheels look the part and coped admirably with some muddy dirt roads.
As we approached our destination, the tar road made way for a dirt road, and it started to rain. By this time the outside temperature was down to single digits and we were thankful for the Golf 8 GTI’s heated seats and heated steering wheel. For us, this presented the perfect way to test a vehicle that’s renowned for its breadth of talents. A Golf GTI has to feel poised, balanced and capable irrespective of the conditions, and thanks to some prior research into the newcomer’s specified Dynamic Chassis Control (DCC) settings, were able to ride along in comfort despite the rutted condition of the road surface.
The Individual drive mode allows you to customise your driving experience by adjusting a multitude of the Golf 8 GTI’s parameters (too many to mention here), but what really caught our eye was that there were not 2, or 3, but FIFTEEN suspension settings to choose from. Is that overkill? Absolutely. That’s at least 10 too many. Still, by dialling the DCC to a “pillowy” setting, we could slowly but surely traverse the uneven parts of the road. In the rainy conditions, the foglights helped us to spot nasty potholes and the sufficiently responsive steering helped the GTI to swerve away from those hazards.
There are no fewer than 15 Dynamic Chassis Control settings to choose from. The wide choice is somewhat daunting.
Verdict
With such significant advancements in the Volkswagen Golf GTI’s cabin design, user experience and technology, we could have written tens of thousands of words on the 8th-generation model without it even needing to leave the driveway. The user interface is initially complicated and fussy, but not impossibly so – you’ll just need to spend some quality time to familiarise yourself with all the menus.
Those who want to exploit the newcomer’s full performance potential (and virtually all GTI owners will, at some point) may get quite frustrated when they attempt to engage launch control in a hurry. You’ll need to set the stability control to ESC Sport, but that setting is hidden deep within the infotainment system, there’s no longer a button on the fascia for that. Hint: It’s hidden under vehicle settings – brakes.
The ESC Sport mode lurks in this unassuming-looking menu.
As you become accustomed to the Golf 8 GTI’s digital interface, you’ll start to remember where settings are, but the best part is that you can swipe down vertically on the touchscreen, which brings up a shortcut menu. This is where you can deactivate start/stop (if necessary) and access ESC Sport, so you don’t necessarily have to spend minutes swiping and sliding through all the menus and settings.
As much as we like the fancy new digital look, the user experience is ultimately not entirely convincing. Surely some compromise can be made with a blend of analogue buttons and touchscreens?
With this new look – inside and out – plus the uprated engine, the new Volkswagen Golf 8 GTI moves deeper into the premium space. The thing is, once you’ve ticked a few options, the humble Volkswagen starts rubbing shoulders with some premium offerings (in terms of price). Around R700k also gets you into a Mercedes-Benz A200 AMG Line and Audi A3 40 TFSI Sportback. The Benz and the Audi are similarly sized to the Golf, but they’re considerably down on power/torque and their standard equipment levels aren’t nearly as comprehensive as the GTI’s. What’s more, the level of fit-and-finish in the Golf is certainly up to the standard of its Audi cousin and ahead of the Benz (every A-Class test unit we’ve sampled thus far has featured a few marginal plastic surfaces and emitted rattles and squeaks).
However, the Golf 8 GTI faces one rival that its predecessor didn’t… BMW offers a 180 kW/380 Nm 128ti that seems to have been created specifically to snaffle GTI customers. “Why buy a VW when you can get a BMW?” is probably the sales pitch you’ll hear when you walk into the dealership. The GTI and 128ti are near-identical in performance, as you’ll see in the drag race we conducted early this year.
Compared with the Golf 8 GTI’s introductory price of R669 300, the BMW 128ti costs R707 918 and the (165 kW/350 Nm) Mercedes-Benz A250 AMG Line retails for R734 240 (September 2021), which are premiums of just under R40k and R65k respectively, before options. We’d suggest that if the Volkswagen is at the very limit of your budget, don’t feel aggrieved that you cannot make up the difference to the BMW or, especially, the Benz; the latest GTI is a sound choice and remains one of the most desirable vehicles in its segment; nothing says you’ve achieved success quite like parking a GTI in the driveway…
Compare the Golf GTI to the BMW 128ti and the Mercedes-Benz A250 here.
It’s not every day that an all-new Golf GTI comes around. If you’re a Golf 6-, 7- or 7.5 GTI owner, the new version’s enhanced cabin and the slight increase in performance just about justifies an upgrade; the Golf 8 GTI remains accomplished – Volkswagen arguably reins in its standard GTI to ensure hardcore enthusiasts will clamour for future Performance Packs and/or Clubsport/Clubsport S/TCR versions.
The Golf 8 GTI has changed so much, there’s even a new key!
Now, if you want a Golf 8 GTI (as tested here), they’re unfortunately in short supply due to the global semiconductor shortage, but the units are slowly coming in and, once the initial rush of buyers has blown over, you should be able to get one. As a matter of fact, the car-chip crisis delayed the GTI’s launch because Volkswagen SA struggled to secure units to supply its respective local dealerships. There’d be no point in launching a vehicle if there were plenty of customers ready to hand over money… but very few vehicles to sell them. It’s not just a Volkswagen problem, the entire automotive industry is battling.
So, after a few hundred kilometres in adverse weather conditions on tarred and dirt roads in varying states of decay, we can conclude that the Volkswagen Golf 8 GTI is still the best all-rounder in the premium hatchback segment. It may not be quite as engaging/driver-focused as the (still manual-only in SA) Hyundai i30 N or outgoing Honda Civic Type R, but it beats its rivals where it counts most: blending spirited performance with day-to-day usability (in terms of comfort, refinement and practicality), offering an expected level of luxury and, of course, the latest in onboard tech features.
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