2014 Volkswagen Golf GTD Review

On-Sale Date: NA

Base Price: $27,000 to $28,000 (est.)

Competitors: Ford Focus ST, Volkswagen GTI, Audi A3, Mini Cooper S.

Powertrains: Turbocharged 2.0-liter diesel I-4, 184 hp, 280 lb-ft; six-speed manual, six-speed dual-clutch automatic, FWD

EPA Fuel Economy (city/hwy) (est.): 30/42

What's New: As a seventh-generation Golf, the new GTD gets an attractively tapered-and-creased body shape—the most appealing styling update the enduring hatchback family has seen in years—along with an entirely new modular chassis architecture. It's stiffer, employs a greater percentage of ultra-high-strength steel to save weight (minus 70 pounds in the GTD's case), and standardizes components and engine placement across all transverse gasoline and diesel powerplants. It's wonky, but a very big deal for Volkswagen's business.

Like all new Golf models, the GTD's wheelbase is 2.1 inches longer than the previous generation's, but the GTD rides 0.6 inch lower than the base Golf.

The D in GTD stands for diesel, and the diesel here is an updated 2-liter with direct injection. The bore, stroke, and bore spacing mirror those of its predecessor. But the new engine's design incorporates the exhaust manifold into the cylinder head, which is now on a separate cooling circuit from the block. This dual-circuit setup allows the engine to reach optimum temperature quicker, improving emissions and efficiency, while channeling warm air into the cabin more quickly on cold starts.

Many upgrades in the engine are aimed at extra responsiveness. The turbo intercooler is now integrated into the intake manifold for less turbo lag, and the common-rail system now sprays at 29,000 psi, up from 26,000 psi, for more precise fueling. It also uses twin balance shafts, spun with low-friction bearings. The result is more power and torque than before and a diesel that's smooth and full of character when you drive hard. The new GTD is also quicker (0 to 60 in 7.5 seconds) and faster (a top speed of 143 mph) than its predecessor.

Tech Tidbit: The new TDI's cooling system is separated into two circuits. On cold starts, the main mechanical water pump is attenuated to allow the crankcase to heat up quickly, while a separate electric pump sends coolant through the cylinder head, heater core (which gets the cabin up to temp quicker than traditionally slow-to-warm diesels), and anti-NOx exhaust-gas-recirculation system.

Driving Character: If the GTI has already matured significantly, trading manic, coltish charm for poise and polish, then the GTD is an even more sensible older brother, brimming with practical advice. "You don't need all that revving to have fun," it seems to admonish, while serving up a heap of low-end torque that continues deep in the rev range. Push recedes quickly after 4000 rpm, but it's deep enough to give the manual transmission a fun-factor edge over the DSG dual-clutch automatic. (In the previous-generation GTD, the narrow power band was better handled by the DSG's shift algorithms.)

It's hard to find a car with truly engaging steering these days, but the GTD's progressive rack works unobtrusively and makes for well-weighted, direct, and satisfying (if not particularly communicative) turning.

European buyers can get the GTD with VW's trick Dynamic Chassis Control (DCC), an adaptive-damping system with three driving modes: Comfort, Normal, and Sport. Comfort, true to its name, is pliant without making the car feel languid and reluctant to turn. Normal is about the same, but ups the roll control. Sport is even flatter still, but retains enough suppleness to manage imperfect, twisty roads without feeling stuttery or bone-jarring.

Favorite Detail: According to VW reps, the new TDI's timing belt never needs replacing. Proprietary materials science makes it possible.

Driver's Grievance: With so little drama in its power delivery, the GTD often feels less like a sports hatchback and more like a premium luxury car. That may not sound like much of a grievance, but anyone who's experienced a gasoline-powered GTI in its true element—tight, winding canyon roads—may have something else to say. Yes, the GTD is competent, nimble, and easy to drive fast on both high-speed freeways and serpentine byways, but it's just not quite as thrilling to tool around in as its lineage might suggest.

Bottom Line: You'd be forgiven for assuming the GTD was merely a diesel-powered mimic of its stablemate, the Golf GTI, the standard-bearer of sport hatchbacks. And the GTD may indeed be just that on paper. But there's a big difference when you're behind the wheel. That turbodiesel's meaty, low-rev torque peak (280 lb-ft at 1750 rpm) imparts a discreet level-headedness that stands in contrast to the GTI's high-strung edginess. And then there's the diesel's superior fuel economy. (Just imagine getting Honda Accord—grade mileage at 125 mph on the unrestricted autobahn). Indeed, there comes a time in one's life when fiscal discipline takes precedence over cheap thrills. If you're approaching that status but prefer not give up on fun driving entirely, Volkswagen has three letters for you.

The question remains, however: Will VW bring the GTD to North America? And while it's likely, the official word is still "we're thinking it over." Translation: They're figuring out if they can still make money on a sticker price low enough to lure American customers. 

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