April 21, 2006 - The first official North American GTI arrived in 1983 with a totally Teutonic driving experience that became a real threat to contemporary BMW 318is. The German engineered pocket rocket was so enthusiastically received by driving enthusiasts looking for value, it quickly became the bang-for-your-buck yardstick of the ‘80s.
 
But like a champion prizefighter spending too much time at the casino’s all-you can-eat buffet instead of working out in the gym, subsequent generations of GTI not only put on weight, but also lost the ability to sting like a butterfly and float like a bee. But Volkswagen wants you to fugeddabout all those over-the-hill GTI bums. For 2007, their prize fighter has been sent back to the gym, emerging not necessarily any leaner, but definitely a lot meaner.


 
The fifth generation GTI—as its predecessors, based on the Golf—shares its wheelbase, drivetrian and platform with existing VW/Audi compacts like the five-door A3 sportwagon and four-door Jetta sedan. VW engineers have gone out of their way to make sure their three-door hatchback is the hottest of the bunch.  But with the European GTI launched way back in 2003, GTI enthusiasts have had over three years to worry if VW was going to dumb down the GTI for North American drivers.
 
No worries, really. Because other than our GTI needing a 15 millimetre hike in its shorts to meet bumper laws, externally, the VW has retained the standard high intensity discharge (HID) headlamps, drop-down black honeycomb grille and red pinstripe trim that harkens back to GTIs of yore.


 
Jump inside the 2007 GTI, and first impressions are very positive.
 
Overall the driving environment is all business. The A-pillar isn’t overly large, and it’s pushed forward enough so that visually finding apexes is a breeze. Although retro "Interlagos" plaid cloth seats are standard, my test car came with superbly bolstered leather sport seats that could easily have Recaro stitched in their headrest instead of GTI. Even if you’re on the large size, the enlarged cabin over the last GTI means more room for enthusiastically flung elbows. The only negatives are a shift knob with overly fussy aluminum surrounds (cowhide only, please!) and a minivan-ish piece of trim that spans the width of the windshield base.
 
The highlight of the new interior has to be the GTI-exclusive three-spoke tiller.  With loads of tactile qualities, it’s simply the funkiest OEM steering wheel in the biz. Adjustable for reach and height, its quite meaty. With a race-car inspired flat-bottom, the three and nine o-clock positions have indentations that perfectly match a gripping hand. It’s as if the designers used PlayDoh to mold the shape..


 
That original ‘83 GTI scored high on the cool meter primarily because of its giant-killer combination of a 90 horsepower 1.8-litre four-cylinder engine and a wispy 870 kilogram curb weight. 24 years later, the latest GTI may have gained 630 kgs (along with safety and power amenities, emission stuff and more space), but its also now packing the well-known 200 h.p. 207 ft.-lbs. of torque turbocharged 2.0-litre inline-four-cylinder engine. It allows the GTI to get to 100 kilometres per hour under seven seconds, three seconds quicker than the ’83, for those keeping score at home.
 
Two litres of engine displacement may not sound like much, but like the original in its time, this is one refined four banger. Transversely front-mounted, it employs dual overhead camshafts, four valves per cylinder and maintenance-free hydraulic lifters. Quite often I caught myself moseying along at about 1,000 r.p.m. too high. It’s that smooth. With oodles of torque and a linear delivery of power throughout its rev range, this blown four acts more like its normally aspirated. And compared to the A3 and Jetta that also utilize this powerplant, the GTI’s exhaust note is much fruitier.


 
My Tornado Red GTI test car came with the standard six-speed manual transmission. Despite somewhat long throws, it’s accurate in its gear engagement. It did make running up through the gears just to hear the exhaust bark addictive. Although most enthusiasts would pooh-pooh the thought, the optional $1,400 six-speed DSG automatic manual transmission is considered by some to be the best of its kind.
 
Of course, the last GTI had a powerful engine and a driver-oriented interior and it didn’t exactly light the fire of desire for most driving aficionados. So what exactly has VW done with the new one to keep those hot hatch nutters drooling for over three years?


 
While there’s a tried-and-true independent McPherson strut suspension up front, out back, for the first time on a GTI, VW’s engineers have created a multi-link independent rear suspension. It makes a measurable difference on our pockmarked roads and gives the GTI a confidence-inspiring, sure-planted feel. And despite 225/45R-17 Continental ContiProContact grand touring rubber chosen more for their low noise and ride comfort qualities, the new GTI’s handling at the limit is quite grippy and controllable. Where the last GTI rolled more than Cheech and Chong when switching back and forth between back road turns, the 2007 model is tight and flat. The new electromechanical steering weights up well and delivers good feedback. On center feel is excellent and high-speed stability is good. The fact that your access point is that luscious steering wheel only adds to the enjoyment.


 
The biggest complement thrown at the new GTI might be that one can’t tell this is a front-drive car. That’s mainly down to a front suspension geometry that virtually eliminated torque steer, a less aggressive electronic stability program that lets you explore more, and that new rear suspension that allows the GTI to tuck into corners like a boxer into a heavy bag. Ride quality is typical German sports sedan: big whoop-de-doos are handled with aplomb, but sharp imperfections are definitely felt.
 
Bottom-line for the new 2007 GTI is that unlike the last few generations, it isn’t confused about its identity. Returning to the qualities that originally enticed GTI devotees, the 2007 iteration is a pure hot hatch; a car for drivers.
 
Hey, did you hear? The champ is back.

- John LeBlanc, Publisher, www.straight-six.com


 
Just the facts…

Build quality
Features
Performance
Fun-to-drive
Overall value 

TYPE OF VEHICLE: Front-engine, front-wheel-drive, 5-passenger, 3-door hatchback
ENGINE: Turbocharged and intercooled 2.0-litre DOHC I4
POWER: 200 hp @ 5,100 - 6,000 r.p.m.; 207 lb-ft of torque @ 1,800 - 5.000 r.p.m.
TRANSMISSION: Six-speed manual
BRAKES: Four-wheel disc with ABS and ESP
PRICE: BASE/AS TESTED: $29,375/$31,955
FUEL ECONOMY: L/100 km 10.0 city, 6.9 hwy.
OPTIONS: Luxury package $2,580

© National Post 2006. This article originally appeared in The National Post's Driving.