Design
Golf GTI
RunX RSi
Astra GSi
As it enters the home stretch, the current Golf’s years are beginning to show.
But it still looks purposeful, and the optional 17-inch Santa Monica alloys
(16-inchers are standard) fitted to the test car gave it a more sporty appearance.
The overall proportions are well balanced, but it has a shorter wheelbase (2
511 mm) than both the RunX and the Astra, so there’s limited rear leg room.
A low roofline also limits rear headroom, though luggage space is good.
Toyota’s contender has a new “Euro” look that some testers found fresh and appealing,
particularly from the rear. But a majority described it as “MPV-like” and “top
heavy”. The tall proportions provide good headroom, though. But, while the designers
have used the 2 600 mm wheelbase to provide good legroom for rear-seat passengers,
luggage space is down on the other two cars.
The bland current-generation Astra’s looks (what a turnaround the next model
will be, judging from the first pictures in Update) have been dramatically improved
by the adoption of an Irmscher-style body kit – complete with sculpted rear
wing – and purposeful-looking alloys on the GSi version. The Astra has the longest
wheelbase of the three (2 606 mm), and this shows in good interior space and
a large, practical luggage area.
Powertrain
Golf GTI
RunX RSi
Astra GSi
The philosophies of the three companies are reflected in the ways each has gone
about achieving its performance goals. VW has opted for the turbo solution,
with its elastic power delivery, to provide the GTI with the means to dispense
with larger-engined rivals. Toyota has chosen the high-tech route, with variable
valve timing and a high output at high revolutions, to do the same. And Opel
has used cubic capacity to achieve a solid torque output that allows effortless
performance and good flexibility.
VW’s engine, with its 20-valve head (lighter, it is claimed, than a 16-valver
would be), turbocharger and intercooler, has a fairly high 9,5 to 1 compression
ratio for a turbo-aspirated motor, ensuring that there’s no sudden fall-off
in power in off-boost situations. The power-unit impresses with its mid-range
shove and on-road smoothness, with a “swelling” of power rather than a dramatic
“kick” as the turbo comes in. But some found the muted high-rev sound effects
uninspiring. The new six-speed gearbox is well matched to the engine’s characteristics,
and the change is meaty but slick.
Toyota’s engine is a mix of screamer and good low-down pulling power. Its VVTL-i
variable valve actuation (described in detail in our original test, published
in March 2003 CAR) is a development of the previous VVT-i system, in effect
providing two engines, the second basically being accessed by revving the unit
over 6 000 r/min. So, if you drive it as granny would, the car is pretty docile.
But plant the throttle pedal and there’s a sudden step upward, unleashing the
kind of shove you’d never believe could come from a normally aspirated 1,8-litre
16-valve engine. The latest test car, with more miles on the clock, seemed able
to access the “higher plane” more readily than the example we put through its
paces earlier this year. The six-speed gearbox has ratios perfectly matched
to the engine’s characteristics, but most of the test team found the shift-action
baulky in normal driving, though it switched ratios with alacrity when manhandled.
The 2,2-litre Opel is the least “hard-edged” engine here. Labelled Z22SE L850,
it is one of the new-generation all-aluminium modular Ecotec power-units being
developed in collaboration with GM Powertrain. Future enhancements will be variable
valve timing, turbocharging and direct petrol injection. For now, it is a no-nonsense
16-valver with a roller chain drive to its twin overhead camshafts and hydraulic
lifters (both features that require little maintenance) and balance shafts to
smooth out secondary vibrations. Peak outputs are 108 kW at 5 800 r/min and
203 N.m at 4 000, the latter figure slotting between the 180 N.m at 6 000 of
the RSi and 235 N.m churned out between 1 950 and 5 000 by the GTI. Smooth,
flexible and drivable were some of the epithets used by the test team to describe
the engine. But all agreed it lacked the explosive nature one might have expected
in a machine carrying the evocative GSi moniker.
Comfort and features
Golf GTI
RunX RSi
Astra GSi
As one would expect, all three cars, as performance flagships in their respective
ranges, are comprehensively equipped, with features such as electric windows,
remote central locking, air-conditioning, sound systems, leather seats and electrically
adjustable exterior mirrors as part of the package. But the Golf is the best-specified
car here: items such as leather Recaros with seat-heaters, Climatronic air-conditioning,
a height and reach-adjustable steering column as well as front and side airbags
are standard. For extra money, you can also specify a CD player instead of the
standard radio/tape, a multifunction steering wheel, satellite navigation, an
electric sunroof and those 17-inch alloys. But, even in standard form, the team
rated the Golf highly, agreeing that the sumptuous interior goes a long way
towards justifying the R30 000-odd price difference between the VW and its two
rivals.
The Recaro sports seats, particularly, were adjudged top-rate for a car in which
the driver is likely to generate high lateral forces. They cosset and support
in a way that the more ordinary chairs of the RSi and GSi just cannot match.
There’s more of a problem for Golf back-seat passengers who, as we remarked
earlier, are left with compromised head and leg-room.
Current-generation Corolla and RunX models have the best cabins yet offered
by Toyota in its mid-rangers, but they still can’t cut it with the Golf when
it comes to fit and finish. And the plastic fake aluminium on the centre control
looks cheap, and will probably scratch easily. Though not quite a match for
the Golf in spec level, the RSi is well-equipped for the price, with leather
upholstery, a height-adjustable wheel, automatic air-conditioning, a front-loading
CD/radio and dual front airbags among the standard items. There’s comfortable
accommodation for all four passengers, front and rear.
Today’s Astras also have far better interiors than their predecessors, and a
recent upgrade in materials has raised the level even further, to a point where
we rate the GSi’s cabin easily on a par with that of the RSi. There’s full leather
upholstery with multi-adjustable front sports seats, a height-adjustable multi-function
wheel, radio/CD player, air-conditioning and dual front airbags, as well as
sidebags. Interestingly, cruise control is standard (not optional, as on the
Golf), which says something about the Opel’s target market. The Astra is the
most spacious of the three cars, offering plenty of rear leg room as well as
a spacious luggage area.
Performance and braking
Golf GTI
RunX RSi
Astra GSi
The athlete versus the hooligan versus the quiet individual who can deliver
when it counts – that’s the range of characters we’re dealing with here. All
three cars are quick and strong, but they provide their performance in widely
disparate ways.
The Golf is impressively accomplished, delivering its power smoothly and firmly
right across the speed range – once you’ve got it off the mark, that is. Being
a turbo with an unswitchable traction control system, there’s a fine line between
getting it off the line smoothly, bogging down, or spinning it all away in a
cloud of Conti smoke. We found the best technique was to rev it up to 4 600
r/min, drop the clutch, and then come off the throttle slightly to limit wheelspin.
After that, it’s pure precision, the new six-speed box allowing knife-through-butter
changes as the GTI charges onwards. After a bit of practice, the test car managed
a time of 8,03 seconds for the zero to 100 sprint, just over 0,2 seconds quicker
than its less powerful predecessor. Top speed, achieved in sixth gear, was 220
km/h. But the impressive thing about this car is the ease with which one can
use its power on the move: simply depress the throttle anywhere above 2 000
r/min, and the car surges forward strongly. It’s the kind of performance you
can tap into all day, and emerge from the car fresh and alert, as though you’ve
just been out for a Sunday drive.
Using the considerable pace of the RunX, on the other hand, is a frenzied affair
that leaves you on an adrenalin high. The loosened up test car was faster than
the GTI, and considerably quicker than the RSi we tested initially, sprinting
to 100 km/h in 7,88 seconds, and on to a top speed of 222 km/h. No traction
control to worry about here, simply plant the throttle, let out the clutch and
you’re away, the Bridgestones scrabbling just enough to build up the momentum
to vault you forward at the optimal rate. The engine-note is banshee-like as
the needle passes 6 000 r/min and flicks onward to the 8 200 r/min red line.
Used aggressively, the six-speed gearchange loses its notchiness, the cable-action
becoming almost slick as you slam it through, time after time.
What a contrast the Opel is. It’s smooth, understated, reasonably quick – but
a whole lot slower in go-for-broke acceleration. It also has a traction control
system that will bog the car down in extreme take-offs unless you bamboozle
it with revs. But, that achieved, it will chirp off the mark, accelerating to
100 in 9,2 seconds, and on to a respectable top speed of 218 km/h. The gearshift
– only five speeds here – has a familiar, almost rubbery, Opel feel. But it
flicks through the gate straight and true, whether you’re going for fast times,
or simply driving briskly and smoothly.
All three have the stopping power to cope with their above average performance.
With ABS and EBD, they were just fractions of a second apart in our 10-stop
emergency braking test, and none showed the slightest sign of distress.
Fuel economy
Golf GTI
RunX RSi
Astra GSi
While the GTI and GSi returned the kind of fuel consumption figures we would
have expected in our standard fuel test, the RSi, in its loosened up state,
was simply amazing for a performance car. The test over a mixed route, which
involves sticking fastidiously to posted speed limits, meant the Toyota was
running in its lower rev range, often in sixth gear, which is quite tractable
in normal driving. The result was a fuel index of 8,70, a figure that would
allow a range of 690 km on the 60-litre tank. But owners wanting to use the
car’s towering performance are unlikely to achieve that.
The GTI managed an index of 9,70 in the same circumstances, equating to a range
of 567 km on its (smaller) 55-litre tank, while the GSi, with its measured index
of 9,21, would cover 565 km on its (smaller still) 52-litre capacity.
Ride and handling
Golf GTI
RunX RSi
Astra GSi
Similar suspension systems, but different strengths and weaknesses. Although
all three cars follow conventional current thinking on hot hatch springing,
with MacPherson struts in front and torsion beams at the rear, individual tuning
has produced ride and handling packages that differ as much as the cars’ drivetrains.
Much in the mould of all Golf 4 variants, the GTI has a softer, less precise
character than its predecessors, with loads of understeer at the limit. In addition,
probably because of its optional 17-inch wheels and the handling package that
comes with them, the test car lacked the compliance of earlier Golf 4 GTIs,
proving quite jouncy over rough surfaces. But the Contis provide good grip,
the steering is reasonably communicative, and handling is fail safe, a throttle-lift
being sufficient to stop the nose running wide.
The Toyota has a harder, more direct feel, more in keeping with the hot hatch
tradition. The steering provides good feedback, and there’s plenty of grip.
Lift off too suddenly as the front wheels begin to slide and you can get flick
oversteer, handy for drivers who know what they’re doing, but more problematic
for those who don’t. Ride is absorbent and well-damped.
The Opel is an altogether softer car, the most comfortable of the three. But
it inspires less confidence than either the Golf or the RunX when pressing on,
the body squirming in extremis, and the electro-mechanical power steering takes
a while to get used to. Understeer sets in at the limit, and is easily countered
by lifting off, but the whole procedure lacks the precise, cut-and-thrust character
of the RunX. Tie it down a bit, though, and it could be brilliant . . .
Value for money
Golf GTI
RunX RSi
Astra GSi
Definitely the classiest car of the three in terms of equipment and sophisticated
feel, the GTI is also a close match for the raunchy RSi in performance. But,
with a list price of R230 370, it is the most expensive of the contenders by
far.
Looking purely at “bang for the buck”, the RSi is a hands-down winner. And its
equipment and quality levels, if not quite a match for those of the Golf, are
excellent for a car priced at R199 705.
With its level of equipment, the Astra, virtually level-pegging with the RunX
on price, is also an attractive enough package. But, in terms of performance
for the money, it is no match for the Toyota.