On paper, it may be short on firepower compared to the MAZDASPEED3, but keep in mind that the GTI doesn’t suffer from torque steer like the 263-horse Mazda. The VW with the DSG automated sequential gearbox comes with a launch control feature, but not with the slick-shifting 6-speed manual, which was included in our test car.
Nevertheless, the stick-shift GTI easily blasts off from a standstill, claiming a 0-100 km/h time of 6.9 seconds and clearing the quarter-mile in 14.8 seconds at 156 km/h.
The engine’s ever-present torque becomes addictive and constantly makes you put the hammer down, even though you know you’ll lift the throttle at 50 km/h to stay under the posted speed limit around town. The Civic Si’s high-revving 2.0-litre four is pleasant, but its lack of torque means you have to spin it up to its redline to squeeze out all its juice; that was fun when I was 20, but not anymore.
The GTI also handles very well, obviously. It feels well balanced, the suspension and sharp steering are perfectly tuned, and yet they are as competent when you’re not into spirited driving; the ride isn’t harsh over rough pavement, and the car isn’t darty on the highway. This car doesn’t require any sacrifices.
Well, maybe one: the engine needs super unleaded. But despite its muscle, it’s pretty fuel-efficient. We’re managing an average of 10.2 L/100 km, unable to resist being leadfoots. But if you eco-drive, you can end up with an average of 8.5 to 9.0 L/100 km. Then again, eco-driving in a GTI is like going to the strip club just to have a Coke, but both can be done.
Inside, the GTI continues to distinguish itself from just about any other car in our market with its plaid seat pattern, or what VW calls Interlagos. The seats are supremely supportive and comfy, but don’t expect power seats, besides a power lumbar support with the optional leather, something we wouldn’t buy anyway.
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| The 200-horsepower, turbo 2.0-litre inline-4 with direction injection is among our favourite engines. (Photo: Matthieu Lambert/Auto123.com) |
Nevertheless, the stick-shift GTI easily blasts off from a standstill, claiming a 0-100 km/h time of 6.9 seconds and clearing the quarter-mile in 14.8 seconds at 156 km/h.
The engine’s ever-present torque becomes addictive and constantly makes you put the hammer down, even though you know you’ll lift the throttle at 50 km/h to stay under the posted speed limit around town. The Civic Si’s high-revving 2.0-litre four is pleasant, but its lack of torque means you have to spin it up to its redline to squeeze out all its juice; that was fun when I was 20, but not anymore.
The GTI also handles very well, obviously. It feels well balanced, the suspension and sharp steering are perfectly tuned, and yet they are as competent when you’re not into spirited driving; the ride isn’t harsh over rough pavement, and the car isn’t darty on the highway. This car doesn’t require any sacrifices.
Well, maybe one: the engine needs super unleaded. But despite its muscle, it’s pretty fuel-efficient. We’re managing an average of 10.2 L/100 km, unable to resist being leadfoots. But if you eco-drive, you can end up with an average of 8.5 to 9.0 L/100 km. Then again, eco-driving in a GTI is like going to the strip club just to have a Coke, but both can be done.
Inside, the GTI continues to distinguish itself from just about any other car in our market with its plaid seat pattern, or what VW calls Interlagos. The seats are supremely supportive and comfy, but don’t expect power seats, besides a power lumbar support with the optional leather, something we wouldn’t buy anyway.
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| Inside, the GTI continues to distinguish itself from just about any other car in our market with its plaid seat pattern. (Photo: Matthieu Lambert/Auto123.com) |