File:Volkswagen Golf GTI VI -Crossing the Tagus River in a ferry boat- (47168591562).jpg

Cacilhas - Lisbon, Portugal

I’m sure you want to know what the mk6 GTI is like, so did I, but we’ve come to Wolfsburg to pick it up and the city is more than worthy of a moment’s mention before we start discussing tartan interiors.

The corners are largely sweepers that need a decent amount of speed to be interesting as they lack the imperfections that make UK B-roads so brilliant. Instantly the new engine feels more eager at lower revs, but it then reverts to its predecessor’s almost un-turbo-like linearity, only betraying its forced induction reliance by a relatively low useful rev ceiling of 6500rpm, after which it starts to labour. Compared to the Mégane R26 or the Focus RS, the GTI feels brisk rather than fast. Likewise the sound is mildly interesting but never troubles the hairs on the back of your neck.

The ACC modes are subtle in their differences: Comfort leaves the car slightly floaty when you drive it hard, Normal seems to be the most satisfying balance, Sport is a touch too harsh. In general the handling is accurate and well balanced with consistently weighted steering, but it doesn’t instantly dazzle you with a lightning fast front end or intrigue you with a particularly lively feeling rear.

After several miles nothing is really grabbing my attention with the new GTI. It’s really just like a very slightly sharper version of the mk5. Which is no bad thing, but where it was a enough to shine like a beacon of rejuvenating hope for the larger-hot-hatch market in 2004, in 2009 things have moved on. A headline figure of 207bhp now seems slightly weedy, and although VW might claim that the GTI is meant to be a bit more of a civilised all-rounder than the Focus or Mégane, I think people still expect great, class-defining things from a VW wearing a GTI badge. But as I link one fourth-gear left-hander with another fourth-gear right-hander there just aren’t any fireworks making me go ‘ooh’ or ‘ahh’.

Then we reach The Corner. It’s a right-hander, third gear, perfectly sighted with a slight dip just after you turn in, eventually opening onto an uphill straight. The fact that it’s a decent corner is signalled by the unique appearance (possibly in the entirety of Lower Saxony) of red and white candy-cane Armco. It’s on a more technical corner like this that the GTI shows you that it’s easy to underestimate its abilities and also demonstrates why it performs so fantastically on UK roads. Suddenly the predictability becomes reassurance and the precision is exactly what you crave so that you can attack with confidence. You can throw the car into the corner really, really hard and still hit the apex.

There’s more grip than you might expect, so even when the car does slide you never feel like the slide is going to go on for hours and land you miles off line. And it slides neutrally rather than extravagantly, which makes the fact you can’t completely turn ESP off less of an issue. The fun comes in carrying speed and taking a road apart with the chassis, playing on a high-grip limit that feels tense but exploitable. From the first run through the corner I’m remembering why we rate the GTI so highly. By the fourth time through I’m turning in, the car’s sliding with all four wheels to the white-posted apex and then the XDS is helping to drag us out the other side. Then the road turns less interesting again and so does the GTI.

The mk6 GTI is a great car – more entertaining than the Scirocco – but it is undoubtedly trying hard not to alienate a mainstream market (albeit a flush one as the starting price is £22,000 for the three-door), meaning it is less extroverted than some of its rivals. I also think it needs – and could cope with – more power, so here’s hoping for a few special editions. Say 300bhp, no back seats and some near-slick tyres. Go on Wolfsburg, you know you want to...

SPECIFICATIONS

EngineIn-line 4-cyl, turbocharged LocationFront, transverse Displacement1984cc Cylinder blockAluminium alloy Cylinder headAluminium alloy, dohc, four valves per cylinder, variable valve timing Max power207bhp @ 5300-6200rpm Max torque207lb ft @ 1700-5200rpm TransmissionSix-speed manual, front-wheel drive, electronic limited-slip diff, ESP Front suspensionMacPherson struts, coil springs, ACC adjustable pneumatic dampers, anti-roll bar Rear suspensionIndependent four-link, coil springs, ACC adjustable pneumatic dampers, anti-roll bar BrakesVentilated discs, 312mm front, 253mm rear, ABS, HBA, EBD Wheels17in alloys front and rear Tyres225/40 x 17 front and rear, Michelin Pilot Exalto Weight (kerb)1318kg Power-to-weight160bhp/ton 0-62mph7.2sec (claimed) Top speed148mph (claimed) Price£22,000 On saleMay 2009 evo rating4.5/5