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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?

There is one notable absence from the Mk8.5 Golf GTI’s interior, and it’s a golf ball-topped gearlever. The six-speed manual ’box has been dropped with the facelift (despite remaining available on lower-rung Golfs), leaving the seven-speed dual-clutch automatic as your only gearbox option.

Only a fraction of buyers chose a three-pedal Mk8. Even when you consider that only the standard GTI was available with the manual ’box, that’s not very much, and it’s not good business to make cars that people aren’t going to buy. Even so, being auto-only certainly strips the GTI of a layer of driver involvement.

I drove the standard Golf with the manual gearbox and wasn’t a fan because the 1.5 TSI is a bit too slow to rev up and down. The 2.0-litre in the GTI is much zingier, and with a slightly tightened-up shift quality it would match nicely with a manual. But, alas, that option is no more.

With all that said, VW’s DSG dual-clutch ’box is, of course, very accomplished. Apart from some slight clunkiness during manoeuvring, it shifts quickly and smoothly, whether you’re taking control using the paddles (which are plasticky and too small) or leaving the gearbox in its automatic mode.

Volkswagen’s EA888 2.0-litre petrol engine is a very well-known quantity by now, having seen service in everything from a VW Polo GTI to a Porsche Macan. It’s not the best-sounding, most characterful engine ever to grace an automobile, but it provides mostly lag-free performance over a wide band of revs and always feels eager.

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It burbles through the GTI’s twin tailpipes, and if you try hard enough you can elicit some pops on the overrun. That’s as it should be: a reward for driving it spiritedly, rather than just a way to annoy people in towns. Inevitably, there’s some digital augmentation through the speakers (you can make it more or less pronounced via the drive mode settings), but it enhances rather than changes the engine’s natural character and doesn’t sound overbearing or fake.

We may lament the lack of a manual gearbox when it comes to engagement, but the combined effect of the 19bhp uplift for the updated GTI and the DSG’s rapid changes and launch control is that the 0-60mph sprint took 0.9sec less than it did in the manual pre-facelift car we timed in 2021. Where that car struggled to find traction off the line, the new version simply takes off with no drama and keeps ripping through the gears until it runs out of road. Indeed, it out-drags the Ford Focus ST we tested in 2019 (and which hasn’t had any powertrain upgrades since) in every metric and is hot on the heels of the mighty Honda Civic Type R.

And that's just the standard GTI: the Clubsport has an extra 34bhp and a more sporting tune to give it richer performance and added reserves. An optional Akrapovič sports exhaust can be ordered as part of the optional Race Package, bringing a harder and more determined exhaust note, with pops and crackles on the overrun to further heighten the driving experience.

Braking performance is strong, too. The brakes suffered no notable fade in repeated stops from 80mph, and wet conditions added only about 10m to the overall stopping distance from 70mph. Pedal feel is good, with a bit of sneeze room at the top of the pedal’s movement and predictable response thereafter.