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The iconic hot hatch took on a harder edge with its eighth generation, at the expense of its intoxicating blend of everyday performance. Can this facelift make it a better GTI?

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A considerable burden of expectation has weighed heavily on the eighth-generation Volkswagen Golf GTI since it was launched in 2020.

While there will always be arguments over whether it was the first hot hatch (the Renault 5 Gordini and Simca 1100Ti would have something to say about that), across seven previous generations, Wolfsburg’s finest is undoubtedly the definitive example of the breed.

Once you open the door, the engine start button will pulse red until you press it. The feature is exclusive to GTI models, to get you in the mood for some exciting driving, or something.

Seriously, which other car has better melded family-friendly practicality, affordable running costs and classless swagger with sport car-rivalling speed and high-jinks handling? It’s been a high-performance staple since the boxy first-generation version burst onto the scene in 1976 with a modest target of 5000 sales.

In the four-and-a-half decades since then, Volkswagen has sold more than two million Golf GTIs. There have been some dynamic ups and downs, but from the arrival of the fifth generation in 2005, it was on an upward trajectory that culminated with the utterly brilliant seventh-generation version.

The problem the Golf GTI 8 faced, then, was one of expectation: when your family tree contains seven generations of class-defining greatness, anything less is, frankly, disappointing. Consider the eighth-generation go-faster Golf in isolation and it’s a really, really good car.

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It’s practical yet fast, versatile but entertaining. Except… in pre-facelifted form, it just wasn’t quite there. It didn’t have that perfect, intoxicating blend of performance, practicality and everyday talent that allowed the best Golf GTIs to achieve true hot hatch greatness.

The infotainment was occasionally glitchy and frustrating, both in terms of software and the user interface, and VW’s decision to firm up the suspension from the previous generation to focus on performance resulted in a slighter harder-edged, less balanced car. It was really good, but a Golf GTI is supposed to be great. 

Here’s the thing: if you were presented with a long road trip and the choice of an eighth-gen Golf GTI or its Mk7.5 predecessor, you’d probably plump for the older one.

Still, it’s often with a mid-life facelift that a Golf GTI really comes alive. Perhaps it’s because GTI models are all about achieving a delicate balance, so they benefit from the finessing that comes with a facelift. Is that the case this time? Let’s find out.

DESIGN & STYLING

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New Volkswagen Golf GTI close up side dynamic

Part of the Golf’s huge success over the decades has been the ‘evolution, not revolution' approach to its styling, something this eighth-generation version demonstrates perfectly.

Look back at the 1974 original and you can clearly trace the lineage to this latest car. There’s the same thick C-pillar with its kinked rear window line, the upright tail and a carefully considered simplicity to the surfacing. It could only be a Volkswagen Golf.

The same is true of the go-faster GTI addenda, which, with the exception of the rather sombre Mk3 and Mk4 models of the 1990s, follows a similar path of carefully evolved updates. Essentially, the template involves the subtle addition of red-piped trim, a smattering of GTI logos, a twin-exit exhaust and larger wheels with fatter rubber.

It’s nowhere near as attention-grabbing as its rivals, a low-key approach that’s always been part of the appeal. For the facelift, Volkswagen has kept the exterior changes to a minimum: there are new LED lights front and rear, new optional 19in wheels with a design inspired by the Mk5 GTI (which we like), and an illuminated front VW badge (which, well, if you must).

As with its predecessor, the Mk8 GTI is based on the same MQB architecture that underpins an unfathomable amount of the Volkswagen Group’s output. But this 2024 facelift switches to the updated MQB Evo, which allows for considerable upgrades to the software and infotainment package on offer.

The turbocharged 2.0-litre EA888 petrol unit that was used in the Mk7 GTI continues with the eighth gen, and while it initially produced 241bhp in its most basic guise, Volkswagen has now lifted that to 262bhp. If that’s not enough, there’s also a 292bhp GTI Clubsport, which features a host of other performance modifications. And if that’s still not enough, there’s always the rip-snorting all-wheel-drive Golf R.

There is another big change for the facelifted Mk8.5 GTI: the manual gearbox option has been dropped so the only choice now is a seven-speed dual-clutch automatic (DSG). That’s an aesthetic loss (the classic golf-ball gearstick is far superior to the stubby auto controller) and a huge disappointment for those who still want some old-school manual interaction in their hot hatch. That said, the Volkswagen Group’s DSG ’box is generally superb and most buyers would have picked it anyway.

The suspension and steering of the MQB package have been extensively reworked for the GTI in an attempt to give it a slightly harder edge – even if the pre-facelift model proved a little too harsh. The car rides 15mm lower than the standard Golf and uses MacPherson struts at the front and a multi-link rear axle. However, the front spring rates have been increased by 5% at the front and a considerable 15% at the rear.

For the facelift, the optional Dynamic Chassis Control (DCC) adaptive dampers have been further reworked to deliver a wider spread of performance, which you can manually tune more precisely using a slider on the infotainment screen.

Meanwhile, the rear axle has also been tweaked from the Mk7 to offer more lateral control and responsiveness, something that the 7%-quicker variable-ratio steering rack can exploit.

The front axle now gets the VAQ electronically controlled XDS+ limited-slip differential as standard (it was previously available only as part of the Performance upgrade), which has been fine-tuned to act more quickly and aggressively when needed.

INTERIOR

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New Volkswagen Golf GTI interior

As with the exterior, the latest Golf leans heavily into its hot hatch history when you climb aboard. Despite the de rigueur addition of multiple TFT screens, you know instantly that you’re sitting inside a GTI.

The tartan-checked seat trim is present and correct, as is the red stitching for the chunky three-spoke steering wheel. Typically for a Golf, there’s a wide range of seat and wheel adjustments, allowing you to perfectly tailor your driving position.

The pedals are well spaced and neatly arranged. Visibility forward is good, but those trademark C-pillars create an awkward blindspot and the rear screen is shallow and on wet days gets quickly covered in moisture and road grime.

When the eighth-generation Golf was first launched, Volkswagen made much of it being an ‘all-digital’ Golf, with a 10in digital instrument cluster, a central infotainment touchscreen and many of the physical buttons pared back or replaced with haptic panels. That includes the buttons on the steering wheel stalks.

It all looked very slick, but there were flaws. The haptic buttons could be infuriating, while the touch-sensitive ‘slider’ below the screen for the audio volume and heating controls was frustratingly inconsistent and, worse, didn’t light up so you couldn’t see it at night.

The changes for the Mk8.5 GTI enabled by the new MQB Evo platform go some way to address that, as they have on the other Volkswagen Golf models we’ve tried. The system is built around a new and larger 12.9in infotainment screen, which uses its extra size to feature fixed controls for key functions along the top and bottom edges.

There’s still a ‘slider’ below the screen, but it’s a bit more intuitive to use and is now actually illuminated at night. Meanwhile, there are actual buttons on the steering wheel stalks, which is a welcome move.

That said, this tester found that the angle of them made them a bit difficult to use. Still, we’d rather have physical buttons than not, so let’s not grumble too much.

The touchscreen focus of the original eighth-generation model did raise concerns about a slight slump in perceived quality, with the introduction of a few lower-rent plastics.

Those have been somewhat addressed with this update and our test car showed a greater material richness. (VW has even painted the underside of the bonnet.) But we could still find a few panels that weren’t quite as robust as you’d hope.

On the plus side, refinement is relatively strong, with wind noise rarely a problem and roar from the tyres only noticeable on the coarsest surfaces. As with the seventh-gen car, the engine noise is augmented, meaning a sportier, more intrusive and artificial aural backdrop in Dynamic mode.

It’s best left in Comfort, where the small decrease in throttle responsiveness is more than a fair trade-off for the reduction in under-bonnet volume - although the 2.0-litre unit still retains a rorty edge.

As with all Golfs, the GTI is about as spacious as you’d need it to be, packing a decent amount of space into what is a relatively compact package.

Large adults will find enough head and leg room in the back, even if their view forward is compromised by the high-backed sports seats, while there are loads of thoughtfully arranged oddment space, including multiple cupholders, smartphone trays and deep door bins.

There’s a decent boot too – a respectable 374 litres of carrying capacity (way behind a Skoda Octavia’s, but around the class average) with the rear seats in place. A false floor can be lowered for taller items or raised to create an almost totally flat floor when the rear seatbacks are folded down (the rear squabs remain in place). Performance doesn’t come at the expense of practicality.

ENGINES & PERFORMANCE

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New Volkswagen Golf GTI engines

You’re on familiar ground when you get going in the Golf. That tried and tested EA888 isn’t the most charismatic of performers, but the lusty and eager delivery has been part of the GTI's DNA for more than a decade now.

The extra power of this facelifted model is notable and welcome, but the real benefit of the engine upgrade comes from the additional torque.

The standard GTI now offers 273lb ft, which is accessible from 1600rpm. Given the GTI’s calling card has always been its elastic mid-range muscle rather than its all-out speed, it’s a good decision to focus on its strength.

And in the age of the super-powerful mega-hatch, it’s a smart move to focus on the more accessible end of the scale, especially given that it is arguably a faster real-world option.

While it’s not the fastest away from the line in the traffic light grand prix, the turbocharged 2.0 pulls heartily from just about 1000rpm and spins smoothly up towards the red line.

The DSG allows for smooth progress up the gears and is always smooth if you choose to use the paddle controls to change gear yourself. We still pine for that third pedal and manual stick, though.

Stopping power is equally impressive. The GTI is able to cope with repeated big stops from high speed with little or no fade and only the merest lengthening of the pedal.

On the road, the set-up is confidence-inspiring in its progression, allowing you to slow swiftly and smoothly, with your inputs directly proportional to the amount of retardation you get.

RIDE & HANDLING

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New Volkswagen Golf GTI side

Over the decades, the Golf has carved out a reputation as being the ultimate all-rounder - not necessarily the sharpest or most engaging, but one that expertly splices together handling elan with just enough comfort to make it a car for every occasion.

This approach has served it well, allowing it to forge its own path and leave the fickleness of hot hatch fashion to the others. However, for the eighth generation, Volkswagen decided to take the GTI in a slightly different direction and prioritise synapse-snapping driver indulgence over all else.

As a result, the pre-facelift model was definitely the tautest, pointiest and grippiest Golf of its kind we’ve driven – one that can pick apart a twisting ribbon of Tarmac with the sort of tight-fisted control and wrist-flick agility that escaped its softer-edged forebears.

Volkswagen hasn’t made any physical changes to the suspension set-up for this mid-life facelift, but it has worked on some of the settings and tuning and also reconfigured the optional DCC adaptive chassis control that was fitted to our test car (at a cost of £720).

DCC works in conjunction with the various drive modes to adjust the suspension and alter the car’s performance and it makes a notable difference from the pre-facelift model.

Broadly, the Golf GTI now feels more pliant and usable in normal mode, making it a little softer on uneven surfaces and bumps. Stick it in Sport mode and things stiffen up considerably, which is welcome when you find smoother, more enjoyable roads.

The broadened performance window means there’s less compromise between being a hot hatch and a daily-use vehicle. That's very welcome because the whole ethos of GTI is about having a performance car you can use every day.

That said, while it feels a step forward in terms of this model generation, it still doesn’t have the breadth of performance window that the Mk7 Golf GTI delivered so spectacularly well, and it still leans towards the harder end of the scale. There’s less of the easy-going ride comfort that dyed-in-the-wool GTI owners have come to love.

Its quicker steering affects the car’s character. The GTI rotates into corners with much greater speed and precision than before, aided by its terrific front-end grip and body control. 

The clever limited-slip differential also plays its part, finding impressive traction at the corner exit to slingshot you down the next straight. It undoubtedly corners faster and flatter than the old car and grips harder too, the Bridgestone rubber digging hard into the Tarmac to deliver terrific adhesion.

Yet while it’s quicker and more controlled than before, it doesn’t deliver on Volkswagen’s claims for greater driver involvement.

The steering is a little light and devoid of feel, while the car’s attitude through corners is a touch one-dimensional.

Quick direction changes are dispatched with a clinical alacrity, the car simply taking a four-square set and going exactly where you point it. There’s absolutely no sense that it’ll run wide of the apex at the front or step sideways at the rear, even with some mid-corner throttle lifts.

MPG & RUNNING COSTS

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New Volkswagen Golf GTI front lead

The Mk8.5 Golf GTI is priced slightly higher than the pre-facelift version.

Depending on your point of view, it’s either half-decent value or a little overpriced. It’s more expensive than a Ford Focus ST, but that car can’t compete with the Golf’s kerbside cachet or premium interior.

Crucially, the GTI retains that desirable hot hatch trait of being frugal as well as fast.

Use all the performance and it’ll drink quite a bit of unleaded, and the official combined fuel economy of 39.6mpg seems relatively realistic. CO2 emissions have been trimmed to 162g/km, which means it remains in the 37% benefit-in-kind tax band, so business users will face bigger tax bills.

VERDICT

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new Golf GTI review parked

Context is everything here. Objectively, and from a pure performance viewpoint, the original eighth-generation Golf GTI was a better car than its predecessors.

It was as fast in a straight line, quicker through the corners, packed with more state-of-the-art equipment and, in terms of what you get for your cash, better value.

And, in turn, this Mk8.5 GTI is a better car than its pre-facelift predecessor. It’s even more powerful and faster, and it’s now packed with better tech that works better. And, at least with the optional DCC fitted and after a bit of time spent playing with the custom settings, it now rides better too.

It’s a lot of small changes that add up to a notable improvement, one that nudges the Golf GTI back towards the ‘everyday performance’ window that it has long thrived in.

But that’s the catch: it still sits on the harder edge of that performance window. We’d be exaggerating if we were to suggest it’s unbearably uncomfortable for daily duties (it’s still more of an all-rounder than the competition), but it’s not nearly as much of an automotive chameleon as its predecessors.

So while it might, objectively, be a better car than the machines that went before it, is it a better GTI? That’s less clear, especially with the loss of the manual gearbox. Would you still opt for the Mk7.5 model over this latest version on a long road trip? Possibly, but it’s at least a tougher call now.

James Attwood

James Attwood, digital editor
Title: Acting magazine editor

James is Autocar's acting magazine editor. Having served in that role since June 2023, he is in charge of the day-to-day running of the world's oldest car magazine, and regularly interviews some of the biggest names in the industry to secure news and features, such as his world exclusive look into production of Volkswagen currywurst. Really.

Before first joining Autocar in 2017, James spent more than a decade in motorsport journalist, working on Autosport, autosport.com, F1 Racing and Motorsport News, covering everything from club rallying to top-level international events. He also spent 18 months running Move Electric, Haymarket's e-mobility title, where he developed knowledge of the e-bike and e-scooter markets. 

Volkswagen Golf GTI First drives