► Spicier, Mk8.5 GTI Clubsport driven
► Front-wheel drive, 296bhp hot hatch
► Is it the GTI to go for?
Time to revisit the GTI Clubsport once again, as the VW Golf enters its Mk8.5 phase. More power than a regular GTI and a couple of extra sporty bits, coupled with some new tech and design tweaks? Colour us interested…
At a glance
Pros: Eager front end on the road, plenty of power, a little charisma has slipped in
Cons: Steering is too light, interior still a little cheap-feeling in places, rivals are a bit more fun
What’s new?
This, essentially, is the Mk8.5 Golf in GTI Clubsport form. You can read about the regular Golf GTI here, which represents the base of the performance Golf range. The GTI Clubsport model has its own front bumper design and a beefier rear spoiler for better aero. You can also spec lightweight forged 19-inch wheels (called Warmenau) as an option as well as IQ.Light matrix LED headlights that have their own ‘3D’ rear light clusters.
Other than that, the GTI Clubsport benefits from the same tweaks and changes as the rest of the Mk8.5 Golf range. The exterior design has only very lightly changed, and the biggest difference inside is an overhaul of the car’s infotainment system to the new MIB4 system that’s being deployed across multiple new models from the brand.
What are the specs?
The GTI Clubsport sits in the middle of the performance Golf range with the regular GTI sitting below and the Golf R still the flagship above.
The VW Group’s perennial EA888 2.0-litre turbo features here, developing 297bhp and 295lb ft making this the most powerful front-drive Golf you can buy. All GTI models are now only available with a seven-speed dual clutch transmission – no great loss, in my view, as most people buy the auto anyway and the manual on the Mk8 wasn’t the most polished – and that power is sent to the front wheels only.
GTI Clubsport models benefit from ‘progressive’ steering over the regular GTI’s standard ratio, a bespoke calibration of the Golf’s vehicle dynamics manager and an electronically-locking diff for the front axle. As well as the standard GTI drive modes – Eco, Comfort and Sport – the Clubsport features a Special mode calibrated to work best on the bumpy-but-fast Nurburgring. So, while the powertrain is in its most aggressive setting, the suspension is kept soft.
Smaller details like an ‘emotion start’ (that means the car barks on ignition), launch control and an S+ mode for the transmission (which basically makes the shfits even more aggressive) are all included. You can also specify the GTI Performance pack, which raises the top speed to 166mph, includes 19-inch wheels and adds an Akrapoviç exhaust system for bassier and racier engine noises. We also highly recommend spending that little extra on the adaptive chassis control.
GTI Clubsport models are priced at around £42k in the UK at the time of writing, with the Performance Pack adding another £3k.
How does it drive?
We’ve had a mix of track driving at the Lausitzring as well as some time on the roads around the circuit and we’re inclined to say the Clubsport works better on the road than on the track.
As before, the Clubsport is not a slow car. Only a few years ago, we used to raise our eyebrows at around 300 horsepower being sent to the front wheels, but the technology game has moved on to such a degree that the software on board the Clubsport does a (mostly) good job at handling it all. There’s a strong surge no matter what the revs, accompanied by an earthy growl as the revs build. That’s helped by the engine’s turbocharger preloading, which keeps the rotors spinning at a held rpm to react more readily as you get back on the power.
The difference in drive modes is stark, too; Comfort is deliberately quiet inside, while Sport and Special provide some additional aural sensations. Go for the GTI Performance Pack and that Akrapoviç exhaust works overtime to inject some extra pops and bangs, giving this GTI a bit of real character.
The steering balance is well thought out, with plenty of alertness from the front end. Get over eager with your turn-in speed and you will feel the differential pull you into the corner, but that only works up to a point; if you’re heavy handed and ham-fisted with your cornering activities, the Clubsport will respond in kind with understeer when pressing too hard. That’s most noticeable on track.
Does that all matter? Not much, really, given the GTI has always been more of a B-road blaster than an out-and-out track destroyer, so it’s no surprise the GTI Clubsport feels more at home on a back road. That said, we’d still like a little more weight from the steering eves as you flick into Sport and Special modes; the Clubsport’s rack feels a little too lightweight compared to cars like Honda’s Civic Type R, for example.
Even in its most aggressive drive mode, the GTI Clubsport has impressive damping without feeling like it’s crashing over lumps in the road too much and even if you choose a model with the larger 19-inch wheels.
What’s the interior like?
Interior differences between this and a regular GTI are few and far between. The layout is still clean and simple, and Volkswagen seems to have put some effort in to improve some of the general interior materials used. But that’s only had a slightly positive effect – particularly as many of the materials have been replaced with fingerprint-attracting gloss black plastic on the centre console.
Physical buttons are on the steering wheel now (meaning no more accidental heated steering wheel button presses under hard driving, hurrah!) and the brand’s latest MIB4 infotainment system is front and centre on that enormous screen. The system is a definite improvement over the old MIB3 with some functions featuring much quicker access points – but almost everything is still relegated to that screen.
Looking for any differences? Volkswagen points to real carbonfibre trim on the dashboard – snazzy.
Before you buy
At around £42k, you’re straying into seriously good hot hatch territory, but the GTI Clubsport has plenty to offer. Ford’s Focus ST Edition feels sharper, comes with a manual ‘box and will likely put more of a smile on your face more of the time, but will be much more of a pain to own with an interior that’s even worse, quality-wise. The best hot hatch in the business right now – the Honda Civic Type R – is a wedge of cash more than the Clubsport and limited in numbers, which might pull you towards the GTI.
Verdict: VW Golf GTI Clubsport
GTI is as GTI does. The latest Clubsport has a great mix of power and front-wheel drive alacrity without being a pain in the arse to live with… for the most part. Other hot hatches are sharper, better tied down on the limit or generally more fun, but come with bigger compromises than this does. The extra power makes it feel worth it over a regular GTI, too, with no drawbacks.