Volkswagen Golf GTD 2010 review

The VW Golf GTD arrives in five-door variant only with a list price of $39,290 for the six-speed manual or $41,790 for the six-speed DSG automatic transmission.  Volkswagen Group Australia spokesman Karl Gehling believes the diesel is worthy of its "grand tourer" tag because the manual sips fuel at 5.5 litres per 100km giving it a touring range of 1000km from its 55-litre fuel tank. "It's quite clearly a performance model," he says.

"It might challenge some people's understanding of what a sports car is but it's got all the benefits of sport with economy with an affordable sub-$40,000 price tag. We don't see that he GTI badge will be diluted by this at all."

Engine and gearbox

Explore the 2010 Volkswagen Golf range

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• Volkswagen Golf 118 TSI wagon 2010 review
• Volkswagen Golf GTi manual 2010 review
• Volkswagen Golf GTD 2010 review
• Volkswagen Golf 2010 review
• Volkswagen Golf GTI DSG 2010 review
• Volkswagen Golf Bluemotion 2010 review

On the question of dilution, while the GTI pumps out an extra 30kW of power, it pales against the GTD's Commodore-sized torque of 350Nm with a comparatively feeble 280Nm. 

Both the manual and DSG GTD race from standing to highway speed in just 8.1 seconds, but it's still a long way from the GTI's 6.9 seconds.  Yet the manual GTD sips fuel at 5.5 litres per 100km, which is only 0.2L/km more than the standard two-litre diesel providing 1000km of range from the 55-litre fuel tank. GTI manual drinks fuel at 7.7L/100km.  The GTD emits CO2 at 145g per kilometre, up just 6g, while GTI pumps out 180g/km.

Market and sales

Volkswagen Group Australia product marketing manager Vladan Dimic says the GTD is several vehicles rolled into one. "It's about handling and sportiness, but it's also frugal and economical, and easy on the pocket and the environment," he says. "It will appeal to diehard diesel lovers who have been looking for something sportier."

Gehling says few GTI buyers will be tempted by the GTD. He suspects it may rob some of their TDI customers, instead. "Really there's no direct performance diesel competitor," he says.  He expects DSG to account for about 85 per cent of sales as it does in the GTI which represents about 25 per cent of all Golf sales.

Dimic says there are at least ‘a couple of hundred’ GTDs in the country and stock should be adequate for demand.  He wouldn't forecast sales volumes. "We have a lot of interest and some orders already," he says.

Package and fit-out

Technical officer Thomas Wacker says the GTD shares ‘a lot of similarities with the GTI such as brakes and lowered suspension’.  Although the GTI is lowered 22mm in the front and 15mm in the back and the GTD is dropped 15mm evenly.

Outside and inside, there are only a few telltale signs differentiating the GTI from the GTD such as chrome horizontal grille strips, twin pipes on the same side of he car rather than one on either side, seat inserts in grey and some badging.  The GTD even gets the GTI's XDS electronically controlled differential with the ability to redistribute torque between the front wheels and apply braking force to counteract understeer.

It comes with a range of options including Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Other options include a sunroof ($1900), 18-inch alloys ($1200), satnav ($2500), leather upholstery ($3300), electric driver's seat ($600), park asisst ($1400) and Bi-Cenon lights with cornering function ($2000).

Driving

It is difficult to criticise a vehicle that can be punted hard, never put a foot wrong and still squeeze out more than 800km from a 55-litre tank.  Unless you looked at the tacho you wouldn't think this is a diesel. It sounds and feels way too smooth, it makes a delightful ‘whump’ sound when it hits the redline just short of 5000rpm and it doesn't clatter at standstill.

There isn't the urgency of top-end turbo petrol firepower, but there is a prominent rush of propulsion from way down low.  Handling is ideal for our bumpy and twisty country roads, keeping all four paws down on the ground for maximum grip and traction, even in frosty conditions on the launch drive in chilly Tasmania. Not a tyre squeal in earshot.

Speed-adjusted steering on many European cars tends to be too light at our ridiculously low highway speeds, but not s the GTD. It feels perfectly weighted right through the speed range.  The cabin is a smart and comfortable place of business with tasteful decor, soft-touch plastic, chrome highlights and a driver's position that is spot-on thanks to a widely adjustable steering wheel that moulds into your hands.

Ok, here's the only criticism. Brakes are slightly touchy.