2021 Hyundai i30 N DCT v Volkswagen Golf GTI comparison
Can a refreshed and revitalised Hyundai i30 N beat a new-generation Golf GTI for the title of Australia's best-value hot hatch? Glenn Butler grabs both and heads for the hills to find out.
Overview
This is bound to cause arguments. So, let's cut to the conclusion straight away, then I'll spend the rest of our time together explaining my rationale and we'll see if we can find an accord. If not, let loose in the comments and let's have a robust and respectful discourse on where you think I got it wrong.
This comparison is about finding the better hot hatch for the money.
The Hyundai i30 N DCT is the better hot hatch. It's faster, more engaging and more affordable. The Golf is a more mature alternative that is easier to live with day to day, but it isn't an $8000 better car and cannot match the Hyundai's real-world performance highs.
Okay, let's get into it.
Introduction
Hot hatches are the most fun you can have on public roads and stay out of jail. They're not a new phenomenon, but they have become phenomenal in the last decade or so. For that, we should give thanks to the 2013 Mercedes-AMG A45 hatchback that shattered accepted wisdom about how powerful – and how expensive – a hot hatch is allowed to be.
Since then, other hot hatch makers have followed suit by giving their fast five-doors more serious power, just not to the A45's extreme.
The two we're testing today are the 2021 Hyundai i30 N and 2021 Volkswagen Golf GTI. One is in its eighth generation, the other is a mild update of its first generation. Both hold plenty of promise for the passionate hot hatch driver, and purport to handle the daily drive with comfort and grace.
Hyundai i30 N
When the i30 N launched in 2018, it felt like deja vu. Another revolutionary raising the benchmarks of more affordable hot hatches. And it wasn't like the genre was going through a lull at the time, either. In fact, anyone with circa-$50K to spend could choose a Renault, Volkswagen, Honda, Ford, Mini, Subaru, Peugeot, Skoda and even a BMW if they so desired.
The i30 N followed the well-established template of compact five-door body, front-wheel drive and highly tuned 2.0-litre turbocharged four-cylinder engine. It just did it all better than anyone else at the time, which is all the more impressive because it was a first attempt. About the only area the i30 N fell short was in not offering an automatic transmission, which is typically 70-80 per cent of sales in Australian sports cars. Now, with the 2021 update, that oversight has been remedied.
The exterior styling has been subtly updated up front with a new grille and front bumper, and new headlights with integrated LED daytime running lights. At the rear, the spoiler and tail-lights have been reprofiled, and larger exhaust tips flank a modified airflow diffuser. The N's 19-inch alloy wheel design is also new.
The i30 N is available in three specification levels and with two transmissions, starting at $44,500 with a six-speed manual or $47,500 with the new eight-speed dual-clutch automatic transmission (DCT). The i30 N Premium with Sunroof and DCT we're testing here costs $52,000 plus on-roads and dealer delivery.
Using Hyundai's online pricing guide, to check all-in pricing for Australia's two most populous states brings the on-the-road total to $57,864 (Vic) or $56,545 (NSW).
Volkswagen Golf GTI
Our second car is the new-generation but not all-new Volkswagen Golf GTI. There are some major changes on the Mk8 Golf, but the drivetrain isn't one of them. Just like its predecessor, it's powered by the familiar EA888 2.0-litre four-cylinder turbo engine producing 180kW and 370Nm, which it sends to the front wheels via the same seven-speed dual-clutch automatic transmission.
But while it may be the same engine and transmission on paper, judicious changes make this the hottest Golf GTI ever.
It's also the most expensive Golf GTI ever, with pricing starting at $53,100 before on-road costs, which is $5910 more expensive than the outgoing model.
From the outside, the styling changes are obvious enough that it won't be mistaken for the previous model. The Mk8 GTI looks sporty and classy, it sits lower than the standard Golf, and wears 18-inch alloys wrapped in sticky Bridgestone Potenzas. The reprofiled LED lights now have a highlight strip across the front, and there’s a deeper front bumper with integrated DRLs.
Our test car comes with the $1500 Sound and Vision package that includes a Harman Kardon 480W premium sound system with nine speakers, and a head-up display projecting speed, navigation instructions and driver-assistance messages onto the windscreen ahead of the driver.
It is also fitted with the $3800 Luxury package that adds Vienna leather front and back, heated and ventilated front seats, electric driver’s seat with memory, a heated steering wheel and a panoramic sunroof.
Lastly, the test car’s Kings Red premium metallic is a $300 option. All other colours are no-cost. All up, our test car’s price is $58,700 plus on-road costs.
Using Volkswagen's online configurator to factor in dealer delivery and on-road costs for Australia's two most populous states brings the drive-away price to $65,175 (Victoria) or $64,742 (NSW).
Key details | 2021 Hyundai i30 N DCT Premium w/sunroof | 2021 Volkswagen Golf GTI |
Price (MSRP) | $52,000 plus on-road costs | $53,100 plus on-road costs |
Colour of test car | Performance Blue | Kings Red Metallic |
Options | None | Sound and Vision package ($1500), Luxury package ($3800), metallic paint ($300) |
Price as tested | $52,000 plus on-road costs | $58,700 plus on-road costs |
Price on-road | $57,864 (Melbourne) | $65,175 (Melbourne) |
Inside
Hyundai i30 N
Whereas some might call the i30 N Premium's exterior extroverted, the interior is somewhat restrained, but there's enough here to know you're driving something special. Specific N Premium touches include N Light leather and Alcantara bucket racing seats (heated) with integrated headrests and illuminated N logo, leather steering wheel (also heated) with special N buttons, alloy pedals, and N badging and decals on the various displays.
Standard equipment includes dual-zone climate control, a new 10.25-inch infotainment display (with special N Performance menus), digital radio and native satellite navigation, reverse camera with front and rear parking sensors, keyless entry and push-button start, tyre pressure monitoring, wireless phone charging, privacy glass, power-folding mirrors and auto-dimming rear-view mirror.
And, of course, the i30 N Premium with Sunroof gets a panoramic sunroof.
Loose odds and ends find various homes in the cubby in front of the shifter (with wireless charging function), the twin cupholders in the centre console, or the centre console bin itself that is a good size.
Back seat passengers get the bare minimum of amenity and space. There are no air vents and limited storage in the map pockets and door cards. There is decent headroom thanks to the conventional hatchback shape, but legroom is compromised and you’ll end up straddling the front seats if you’re anywhere near six feet tall.
The boot is a decent size at 381L, but it is compromised by the inclusion of a rear cross brace behind the seatbacks that increases torsional rigidity and therefore helps vehicle dynamics. A space-saver spare wheel can be found underneath the false floor.
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2021 Volkswagen Golf GTI
Like lesser Golf models, the GTI has gone all Marie Kondo on us and decluttered. So much so that, on first impression, it looks like Volkswagen has removed content from the Golf GTI, not added $5910 worth of features and equipment.
Gone are most of the buttons, and replaced with an all-powerful 10-inch touchscreen mounted centrally on the dashboard. More on that in the Infotainment and Connectivity section.
As for the rest of the cabin, it’s a touch low-key – infotainment graphics and instrument cluster graphics aside. The surfaces and shapes speak to the quality of the cabin overall, but the use of hard plastics in less obvious areas and the distinct visual lack of ‘stuff’ make for a spartan environment. Is this a bad thing? I suppose you could say it’s just like a modern smartphone when the screen’s off.
Up the front, the Golf GTI has two of the coolest-looking sports buckets I’ve seen in a while. The seats are comfortable, electrically adjustable, and provide good lateral support against corners.
Room in the second row is adequate for a car of this overall footprint, and there are air vents, door pockets, and a fold-down centre armrest to make occupants feel a little bit special. The back seat also has its own climate-control temperature setting.
The boot has 374L with the rear seats occupied and expands to 1230L when they’re folded forward. Under the boot floor is a space-saver spare wheel.
2021 Hyundai i30 N DCT Premium w/ Sunroof | 2021 Volkswagen Golf GTI | |
Seats | Five | Five |
Boot volume | 381L / 1287L | 374L / 1230L |
Length | 4340mm | 4287mm |
Width | 1795mm | 1789mm |
Height | 1445mm | 1463mm |
Wheelbase | 2650mm | 2631mm |
Infotainment and Connectivity
Hyundai i30 N
Anyone who's driven a new Kia or Hyundai in the last year or two will recognise the i30 N's new 10.25-inch infotainment screen running an up-to-date form of Hyundai’s software, with added N Performance screens. The system operates through familiar Android-style home, back and options icons, and uses familiar tablet conventions like swiping to move between screens.
The graphics are of a high quality, software response is good, and there are more than enough functions to get you lost for days.
The system controls all infotainment and vehicle features, including radio/media, sat-nav, phone, trip computer and more. It also has pages dedicated to the N Performance elements of the car, including multiple drivetrain, exhaust, steering and suspension settings, and a plethora of data displays so you can see lap times and how many Gs you're pulling through corners – although if you're pulling that many I'd suggest your eyes should be on the road ahead.
One of the pages dedicated to the N’s performance capabilities has a ‘radar’ chart (also known as a spider chart), which plots ESC, suspension, throttle, transmission, steering and other tuneable dynamic elements on different axes and allows the driver to customise each individually. Favourite settings can be stored in a custom drive profile accessed by a single button on the steering wheel.
The infotainment system supports both wired Apple CarPlay and Android Auto smartphone mirroring. There’s a small 4.2-inch TFT display within the analogue instrument cluster that displays trip computer, oil temperature, torque gauge, turbo boost gauge, g-force meter, lap timer, and a digital speedo.
2021 Volkswagen Golf GTI
Let’s talk about the Innovision Cockpit, which is what Volkswagen calls the 10-inch central touchscreen and instrument binnacle screen combo. First launched on the Touareg large SUV, it’s standard on the Golf GTI, and is basically your conduit to everything the GTI has.
This touchscreen controls all the secondary systems. We’re talking satellite navigation, phone connectivity, in-car entertainment, driving dynamics… Even the tri-zone climate control. The graphics are modern, the menus intuitively laid out, and the screen quick to respond. It’s a great system, although I found the related touch-sliders just below the screen (for adjusting temperature and stereo volume) hard to use accurately, and would have liked a fan control slider or dial to make access to fan settings a subconscious affair.
That said, all these adjustments can also be done without touching anything. The VW Golf GTI has a clever voice-activation system that allows you to control pretty much all the secondary systems. “Hello Volkswagen, increase the air-con fan” got the desired result, if a bit slowly, and surprisingly “Hello Volkswagen, my butt is cold” turned on the seat heater. Interestingly, when my passenger tried the “Hello Volkswagen” trick, the car ignored him every time.
As for old-school buttons, those are limited to operating the windows and mirrors. The rest are capacitive sensors that electrically respond to your touch. This means VW can do away with dozens of individual mechanical buttons and have one sensor with different ‘zones’.
There are four sensor banks. One each on the horizontal spokes of the steering wheel to interact with cruise control, sound system, phone and trip computer. A third next to the driver’s door for the headlights and demisters, and a fourth just under the touchscreen that grants access to the Park Assist menu, climate control, vision assist and adjustable driving dynamics – which VW calls Vehicle Dynamics Management (VDM). More on that below.
Lastly, the Golf GTI comes with a charging mat and wireless Apple CarPlay and Android Auto, which proved a lot more reliable than other wireless AA systems I’ve used recently. There are also two USB-C ports up front and two in the rear.
Safety and Technology
Hyundai i30 N
The Hyundai i30 was last crash-tested by ANCAP in 2017 scoring a full five-star rating. ANCAP's testing reports of the time did not summarise by adult occupant protection, child occupant protection, vulnerable road user protection and safety assist, so it's hard to get granular against the Mk8 Golf.
Since then, Hyundai has added safety technology such as autonomous emergency braking, driver attention monitor, high-beam assist, lane-keep assist, blind-spot warning, lane-following assist, and rear cross-traffic alert.
DCT models get more safety equipment compared to manual models, namely blind-spot collision avoidance assist and rear cross-traffic collision avoidance assist. That’s in part because these systems work best with an automatic transmission.
This suite of Hyundai SmartSense safety features builds upon the passive safety of seven airbags, a tyre pressure monitoring system, and a rear-view camera with front and reverse parking sensors.
The Hyundai i30 N is fitted with a fixed cruise-control system, but can guide itself within a lane so long as your hands are kept on the steering wheel.
2021 Volkswagen Golf GTI
Because the structure of the Volkswagen Golf GTI has not changed significantly, the Mk8 carries over the previous generation’s five-star ANCAP safety rating, but was retested to more modern standards with the model's European launch, thus carrying a 2019 date stamp.
The Golf scored highly for adult occupant protection (95 per cent) and child occupant protection (89 per cent), and scored relatively well for vulnerable road user protection (76 per cent) and safety assist systems (80 per cent).
As for active safety, well, how long have you got? Luckily for us, Volkswagen has rolled all the car’s driver assist systems into one IQ.Drive package. In short, it has all the driver assist systems of its rivals, and a couple more. One of the new features of the IQ.Drive package is Travel Assist. This is a semi-autonomous system that combines the existing features of adaptive cruise control and lane-keep assist to control steering, accelerator, and brake to maintain vehicle position when engaged.
There are active safety sensitivity settings in the central touchscreen, along with a handy visualisation to help understand what each active safety feature does.
Value for Money
Hyundai i30 N
As with all Hyundais, the i30 N scores a five-year/unlimited-kilometre warranty. It's reassuring to note that Hyundai's warranty includes any racetrack use that is not competitive or timed. This is a rare addendum to a regular warranty, and should give peace of mind to Hyundai owners keen to hit the racetrack in the i30 N.
Service intervals are set at 12 months or 10,000km, whichever is first. Servicing is affordable, with a pre-paid three years’ worth costing $897 or five years priced at $1595.
Hyundai claims a fuel economy average of 8.5L/100km on the city/highway combined test cycle, which we got nowhere near during our combined commuting/back-road-blasting test week. Show the throttle more respect than we did, and you'll do a lot better than the 11.8L/100km we managed. Equally, spirited Sunday drives could sneak into the 13s without trying too hard.
The fuel tank can hold 50L of 95-octane fuel.
2021 Volkswagen Golf GTI
The Golf comes with a five-year/unlimited-kilometre warranty like the Hyundai, although it can go 15,000km between services (or 12 months). Servicing costs are considerably more expensive at $1752 for the first three years and $3366 for the first five.
As for fuel consumption, the Golf GTI DSG is rated at 7.0L/100km, which again we got nowhere near. Our four-day test average came out at 11.9L/100km for a similar mix of commuting and hard back-road driving.
The Golf GTI has a 50L tank and requires a minimum of 95-octane premium unleaded.
At a glance | 2021 Hyundai i30 N DCT Premium w/ Sunroof | 2021 Volkswagen Golf GTI |
Warranty | Five years / unlimited km | Five years / unlimited km |
Service intervals | 12 months / 10,000km | 12 months / 15,000km |
Servicing costs | $897 (3yr) / $1595 (5yr) | $1752 (3yr) / $3366 (5yr) |
Fuel cons. (claimed) | 8.5L/100km | 7.0L/100km |
Fuel cons. (on test) | 11.8L/100km | 11.9L/100km |
Fuel type | 95RON | 95RON |
Fuel tank size | 50L | 50L |
Driving
Hyundai i30 N
Like the Golf GTI, the MY2021 Hyundai i30 N's mechanical ingredients are unchanged at a fundamental level. The body is unchanged, the suspension basics are unchanged (but the tune has been fettled), and it's still that familiar 2.0-litre turbocharged petrol engine driving the front wheels. But again, the tune has changed for the better.
The biggest change mechanically must be the welcome addition of an eight-speed dual-clutch automatic transmission that elevates this hot hatch to the next level. This clever and well-executed cog swapper makes the i30 N a meaner machine and a more compliant everyday cruiser. As a result, the i30 N will now be vastly more appealing to more Australians.
Hyundai expects around 80 per cent of Australian i30 N buyers will buy this version over the six-speed manual initially; that number will settle to around 70 per cent longer term.
In general driving, the transmission is quick and decisive with gearchanges under pressure, and seamlessly smooth when there’s no need to hurry. It doesn’t suffer the gremlins that plagued early double-clutch transmissions, particularly around low-speed manoeuvring. The transmission also has a ‘Creep start’ function that applies a small amount of revs at standstill and mimics the creep function of a typical torque converter automatic. This ensures there is no shunting or stuttering when moving off.
If anything, the i30 N’s throttle response feels a touch lethargic initially, but energy quickly builds as revs climb beyond 1500rpm. Above that, the engine responds quickly and generously to increased throttle pressure, and that’s in 'Normal' mode. Dial up ‘Sport’ mode and engine response quickens appreciably.
The eight gear ratios are tightly packed so there never feels like a lull in the action – but even if there were long gaps between ratios, the i30 N’s torquier engine would easily disguise them. Upgrades to the turbocharger and intercooler unit have yielded an additional 4kW and 39Nm, raising peaks to 206kW and 392Nm, the latter on tap from 2100 to 4700rpm. This car wasn't slow before. Now, it gives so lustily it never leaves you wanting more.
The transmission comes with three shift maps – Normal, Sport and Sport+ – each of which speeds up gearshifts appreciably. In addition to this, the transmission will respond to anything more than 90 per cent throttle with the fastest gearchange it can do, not bothering to smooth the swap by reducing torque mid-shift, to give you that race car intensity. This feature is called N Power Shift (NPS).
Then there’s N Grin Shift (NGS). Accessed via a single steering wheel button, it deploys maximum drivetrain intensity for 20 seconds no matter what drive mode you were in previously. It comes complete with rally-car backfires on trailing throttle and downshifts, and there’s a countdown timer on the instrument cluster to let you know when NGS will return you to ‘mundane’ mode.
In addition to that, the i30 N DCT has N Track Sense (NTS), which is basically the transmission’s most ballistic mode and which we have not yet experienced. This activates when the car senses that the road conditions are optimal for dynamic driving – on a racetrack for example – and employs the most aggressive gearshift mapping for maximum performance.
Speaking of racetracks, unless you’re on one we’d steer clear of the i30 N DCT’s most dynamic suspension mode. It is so firm and unforgiving that, on anything less than a billiard table, it will eject your brain from your skull.
Honestly, the i30 N’s base suspension setting is good for anything up to 80 per cent attack anyway, and provides a very good balance between occupant comfort and roadholding. It absorbs bumps quite well for a sports-tuned suspension, and has a good initial bumpsoak compliance to deal with things like ruts, potholes and sharper speedbumps.
Now, all this DCT goodness doesn’t come without a cost to the bottom line and the waistline. I’ve said before that the DCT adds $3000 to the price; it also adds 33kg to the car’s weight and brings kerb weights up to 1480kg (base) and 1541kg (Premium with Sunroof).
Even with the extra weight, the new eight-speed transmission and the engine's extra herbs deliver a claimed 0-100km/h time of 5.4 seconds via Launch Mode. That's a long way ahead of the i30 N manual’s 5.9sec and the Golf DSG's 6.4sec claim.
On a less than ideal coarse-chip surface we managed to equal the Golf's claim, but could only extract a 5.8sec time out of the Hyundai. We only had two runs in the i30 N before the heavens opened, so some additional testing is clearly needed.
2021 Volkswagen Golf GTI
Despite the fact that this Golf carries over the engine, transmission and suspension (but for minor changes), the Mk8 Golf is a markedly better hot hatch because every one of its mechanical systems has been improved.
You’d be forgiven for initially thinking the Golf GTI doesn’t have much bark, because it drives maturely and with refinement. But spend some time behind the wheel, and it becomes obvious that this is an incrementally faster, sharper and sportier hatch than the one it replaces.
The steering is well weighted, full of feel, and communicates exactly how much grip is available up the front. Get greedy with the throttle mid-corner and you will feel the beginnings of torque steer before the XDS electronic differential lock quickly takes things in hand and spreads the torque across the front axle, maximising traction.
The proven turbocharged 2.0-litre now feels more eager to rev, and works well in tandem with the updated seven-speed dual-clutch transmission. On the move, throttle response is quick without being overly sharp, and the transmission is smooth and decisive with its gear selection. Low-speed parking manoeuvres have traditionally been a weakness for Volkswagen’s DSGs, but we found nothing to complain about this time around.
The Vehicle Dynamics Management (VDM) system now more cohesively ties together accelerator, gearbox, steering and suspension systems to deliver a better driving experience. This system has four settings – Eco, Comfort, Sport and Individual – that adjust drivetrain, steering and suspension to suit economical or sporty driving as the driver desires.
As a result, the GTI rides and handles better. This is a hot hatch, but even so, the Dynamic Chassis Control (DCC) adaptive dampers provide a high level of comfort and compliance on the softer of its 15 settings. Move the slider closer to the other end and the ride firms appreciably to provide a good platform from which to attack your favourite road – yet still has the compliance to handle ruts and bumps without shock.
The DCC’s composure across the spectrum is, for me, one of the most tangible improvements. The new seven-speed DSG is another, and the XDS diff is a third, especially in how it pulls the GTI more aggressively out of tighter corners.
When you combine these three, the result is a very impressive hot hatch that has the maturity to handle the disparate demands of sedate commuting and scorching the back roads. The only blots on this involved the road noise from the 18-inch Bridgestone tyres and the brakes that were quite sharp in response to initial pedal pressure. We’d like to experience that on a second GTI before calling it a problem.
Key details | 2021 Hyundai i30 N DCT Premium w/ Sunroof | 2021 Volkswagen Golf GTI |
Engine | 2.0-litre four-cylinder turbo petrol | 2.0-litre four-cylinder turbo petrol |
Power | 206kW @ 6000rpm | 180kW @ 5000rpm |
Torque | 392Nm @ 2100-4700rpm | 370Nm @ 1600-4300rpm |
Drive type | Front-wheel drive | Front-wheel drive |
Transmission | Eight-speed dual-clutch transmission | Seven-speed dual-clutch transmission |
Power to weight ratio | 133.7kW/t | 127.8kW/t |
Weight | 1541kg | 1409kg |
0-100km/h | 5.4sec (claimed) | 6.4sec (claimed) |
Turning circle | 11.6m | 10.9m |
Conclusion
If you read the introduction to this article, then you already know the winner. But condensing these two fantastic performance machines down to a single winner is to do them a disservice. Well, maybe not the Hyundai. But if you said to me "keys on the table, take one car and live with it for a year", I'd want the Golf.
Let me explain.
These two cars are the epitome of the hot hatch genre right now. That's a bold statement given that I have not driven them back-to-back with every other hot hatch, but I have driven their rivals. And I'm confident that none of the others currently on sale are this potent, this playful, this engaging, or as all-round capable for the money.
Both the i30 N and the GTI are wonderful performance machines that get the adrenaline pumping and make you feel alive. Every drive, even to work and back, feels more special than a normal commute because you're doing it in something vastly more special than a normal hatchback. But it's the Sunday drives where these cars truly come alive.
While they are both trying to be the best hot hatch, they both have quite different personalities.
The Hyundai is a potent powerhouse that tears up the road with a compelling combination of agility and brute force. Picture a big Wallaby winger thundering for the tryline adroitly dodging defenders.
The engine is brutal and bountiful, and the new DCT is the perfect performance partner. The i30 N's active dynamic systems work in lockstep with the drivetrain to ensure you not only get there quicker than any other hot hatch for the money, but that you also have the feel and feedback to tap all the dynamism it can give.
While the i30 N is a winger in full flight, the Golf GTI is a lightning-fast halfback, incredibly nimble on its feet and with the power to pounce. What the Golf gives up in outright power and performance, it almost makes up for in tactility and intellect.
The Golf is the sharper tool thanks to its well-honed dynamic drive systems and its considerable weight advantage. But it doesn't do the theatrics of performance to the same extent as the Hyundai. When all the settings are cranked on both cars, the Golf is not as emotive, aggressive or relentless in its pursuit of absolute performance.
At the other end of the spectrum, the Golf is more refined and more comforting. Its cabin is more advanced, and its systems a touch more intuitive.
Both have a breadth of capabilities stretching from the everyday to the exhilarating. But where the Hyundai gets closer to the top end, the Golf sacrifices a modicum of top end for an advantage down the bottom end. Ultimately, the Hyundai's range is broader, but the Golf has a bit more down where I spend more of my driving life.
That's not the end, though, because we have the not so little issue of price to sort out. Since the deciding factor for me seems to be real-world driving, let's talk real-world prices. On-road prices. $65K for a Golf GTI is a lot of money. By comparison, this i30 N Premium with Sunroof is $57K on-road, according to the Hyundai website. The Hyundai's servicing costs are also much cheaper than the Golf's, which has to be taken into consideration.
So, even though I said I 'want' the Golf, I wouldn’t buy it, and it doesn't win this comparison. The Hyundai has a bigger breadth of capability, it's hotter where it counts, and it's considerably cheaper to buy and to own.
Of course, if money were no object, I’d buy the Golf. Aah, who am I kidding? If money were no object, I’d buy a 911.