2025 Volkswagen Golf GTI review

The Advertiser

09-05-2025

Volkswagen Golf Pros
Volkswagen Golf Cons
Volkswagen Golf Pros
Volkswagen Golf Cons
In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch.
Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course.
Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates.
The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls.
Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option.
As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump.
So, I joined the Australian media drive in northeast Victoria to find out.
The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin.
The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation.
Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls.
Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course.
Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models.
You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas.
Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system.
While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience.
Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats.
The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me.
Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders.
You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot.
Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG.
While this updated model gets more power, it's still not the most potent Golf, let alone GTI.
Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h.
If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less.
Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
I know what you're thinking – G-et T-o I-t!
Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all…
The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential.
While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again.
Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were.
The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun.
I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite.
Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve.
The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit.
As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience.
While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7.
If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire.
This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted!
On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber.
Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier.
In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been.
While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability.
Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business.
The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type.
Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse.
Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain.
2025 Volkswagen Golf Life equipment highlights:
Golf Style adds:
Golf R-Line adds:
Golf GTI adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Sound and Vision Package: $2000 (Style, R-Line, GTI)
Vienna Leather Package: $3900 (GTI)
Standalone options:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing.
Standard safety equipment includes:
Golf GTI adds:
Golf R adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty.
For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Take this from me as an existing owner – the new Golf GTI is brilliant.
It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors.
The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness.
Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car.
Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit.
The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really).
The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes!
Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula.
Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder.
Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf
Content originally sourced from: CarExpert.com.auVolkswagen Golf Pros
Volkswagen Golf Cons
Volkswagen Golf Pros
Volkswagen Golf Cons
In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch.
Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course.
Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates.
The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls.
Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option.
As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump.
So, I joined the Australian media drive in northeast Victoria to find out.
The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin.
The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation.
Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls.
Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course.
Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models.
You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas.
Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system.
While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience.
Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats.
The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me.
Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders.
You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot.
Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG.
While this updated model gets more power, it's still not the most potent Golf, let alone GTI.
Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h.
If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less.
Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
I know what you're thinking – G-et T-o I-t!
Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all…
The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential.
While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again.
Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were.
The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun.
I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite.
Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve.
The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit.
As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience.
While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7.
If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire.
This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted!
On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber.
Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier.
In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been.
While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability.
Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business.
The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type.
Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse.
Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain.
2025 Volkswagen Golf Life equipment highlights:
Golf Style adds:
Golf R-Line adds:
Golf GTI adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Sound and Vision Package: $2000 (Style, R-Line, GTI)
Vienna Leather Package: $3900 (GTI)
Standalone options:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing.
Standard safety equipment includes:
Golf GTI adds:
Golf R adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty.
For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Take this from me as an existing owner – the new Golf GTI is brilliant.
It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors.
The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness.
Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car.
Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit.
The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really).
The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes!
Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula.
Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder.
Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf
Content originally sourced from: CarExpert.com.auVolkswagen Golf Pros
Volkswagen Golf Cons
Volkswagen Golf Pros
Volkswagen Golf Cons
In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch.
Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course.
Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates.
The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls.
Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option.
As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump.
So, I joined the Australian media drive in northeast Victoria to find out.
The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin.
The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation.
Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls.
Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course.
Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models.
You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas.
Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system.
While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience.
Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats.
The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me.
Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders.
You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot.
Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG.
While this updated model gets more power, it's still not the most potent Golf, let alone GTI.
Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h.
If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less.
Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
I know what you're thinking – G-et T-o I-t!
Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all…
The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential.
While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again.
Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were.
The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun.
I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite.
Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve.
The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit.
As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience.
While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7.
If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire.
This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted!
On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber.
Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier.
In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been.
While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability.
Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business.
The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type.
Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse.
Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain.
2025 Volkswagen Golf Life equipment highlights:
Golf Style adds:
Golf R-Line adds:
Golf GTI adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Sound and Vision Package: $2000 (Style, R-Line, GTI)
Vienna Leather Package: $3900 (GTI)
Standalone options:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing.
Standard safety equipment includes:
Golf GTI adds:
Golf R adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty.
For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Take this from me as an existing owner – the new Golf GTI is brilliant.
It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors.
The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness.
Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car.
Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit.
The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really).
The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes!
Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula.
Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder.
Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf
Content originally sourced from: CarExpert.com.auVolkswagen Golf Pros
Volkswagen Golf Cons
Volkswagen Golf Pros
Volkswagen Golf Cons
In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch.
Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course.
Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates.
The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls.
Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option.
As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump.
So, I joined the Australian media drive in northeast Victoria to find out.
The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin.
The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation.
Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls.
Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course.
Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models.
You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas.
Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system.
While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience.
Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats.
The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me.
Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders.
You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot.
Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG.
While this updated model gets more power, it's still not the most potent Golf, let alone GTI.
Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h.
If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less.
Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
I know what you're thinking – G-et T-o I-t!
Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all…
The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential.
While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again.
Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were.
The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun.
I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite.
Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve.
The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit.
As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience.
While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7.
If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire.
This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted!
On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber.
Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier.
In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been.
While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability.
Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business.
The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type.
Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse.
Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain.
2025 Volkswagen Golf Life equipment highlights:
Golf Style adds:
Golf R-Line adds:
Golf GTI adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Sound and Vision Package: $2000 (Style, R-Line, GTI)
Vienna Leather Package: $3900 (GTI)
Standalone options:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing.
Standard safety equipment includes:
Golf GTI adds:
Golf R adds:
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty.
For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period.
To see how the Volkswagen Golf lines up against the competition, check out our comparison tool
Take this from me as an existing owner – the new Golf GTI is brilliant.
It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors.
The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness.
Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car.
Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit.
The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really).
The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes!
Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula.
Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder.
Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf
Content originally sourced from: CarExpert.com.au