The human brain has a tendency to think in extremes and categorize things in binary terms, such as black or white, victory or defeat. This inclination also extends to the realm of automobiles. However, there is a wide range of possibilities between these extremes, particularly in the field of automobility. Instead of emphasizing extreme characteristics, some vehicles aim to offer a balanced combination of features. One such example is the Golf GTI, which retains the desirable qualities of the Golf while incorporating a touch of excitement through its 245 horsepower two-liter engine, lock, and streamlined chassis setup.
In this particular test, we are comparing the Golf GTI with another vehicle from the same manufacturer, Cupra’s Leon. While the two cars share the same underlying technology, they differ in certain aspects. The comparison process involves careful examination, focusing on various details and data.
The Leon, for instance, is slightly longer and flatter than the Golf GTI, providing more wheelbase and additional luggage space. However, the increased dimensions result in a higher weight, as confirmed by the scales, indicating an additional 34 kilograms.
To thoroughly evaluate the vehicles, a testing site in Lahr is utilized. Various tests are conducted, including braking, acceleration, slaloming, lane changes, noise assessment, and energy consumption at a speed of 130 km/h.
These tests aim to measure the capabilities and performance of the vehicles. Although the differences between the MQB athletes (referring to vehicles built on the Modular Transverse Matrix platform) may sometimes be minimal, they are still significant, such as in sprinting, deceleration, turning circles, and phone measurements.
Returning to the comparison, it is discovered that the Cupra Leon boasts an expensive brake system, which offsets its lower base price. In order to differentiate the vehicles further, we examine price lists, equipment, and fine print. Notable distinctions include the Golf GTI’s higher base price of over 2,000 euros and the dual-clutch transmission of the test car (an additional cost of 2,250 euros), which are standard features in the Cupra Leon.
Conversely, the Golf GTI offers features such as Apple CarPlay/Android Auto (priced at 270 euros for the Leon), a wireless cellphone charging station (260 euros for the Leon), and progressive steering (890 euros for the Leon). Despite these discrepancies, the overall cost evaluations bring the two vehicles closer together.
The Cupra’s 2,570 euro Brembo brake system, which provides a firm and finely adjustable pressure point, plays a significant role in this regard. However, the braking distance of 34.2 meters (when warm) is not as remarkable as one might expect, considering the renowned reputation of the supplier.
Further examination by our data expert, Edwin, reveals that the Golf GTI surpasses the Cupra Leon in terms of safety features. The Golf GTI comes equipped with a cross-traffic warning in intersection areas and steering assistance during evasive maneuvers, while the Cupra Leon lacks these capabilities. Although the difference is only four points, this aspect represents the clearest advantage of the Golf GTI over the Cupra Leon, as it outperforms the latter in every single criterion evaluated.
Lots of touches
Small blemish: The gear selector stub in the Cupra lacks an integrated gear display.
The interior of the vehicle is quite stylish, particularly in the Cupra model. It avoids the use of piano lacquer panels, which are prone to fingerprints, resulting in a better overall tactile experience. The Golf, however, is catching up with a more effectively enclosed interior, providing improved integration of passengers in both the rear bench and front leg rest, similar to the Cupra.
Although much has already been written about this, we still need to address the infotainment system with its touch-heavy operation. While there were no black screens this time, the swipe bar for temperature and volume remains black. The latter can be controlled via the steering wheel as well, but in the GTI model, it only features touch-sensitive surfaces. At this point, the Leon (Cupra) incorporates physical buttons, which are more ergonomically designed. The twelve-inch touchscreen in the Leon is also positioned higher on the dashboard, making it easier to see compared to the Golf.
The Golf’s screen, acting as an extension of the instrument display, is two inches smaller and includes four direct touch fields placed between the central air vents. In the Cupra, despite the presence of a configurable home screen and movable icons, accessing the desired function may sometimes require an additional click compared to the GTI.
Fun on the highway
At a certain stage, after familiarizing oneself with the vehicle’s controls, such as starting the engines, changing gears, and steering, one may notice that the EA888 engine, paired with a seven-speed DSG transmission, exhibits some initial sluggishness during acceleration.
However, once the vehicle gains sufficient speed, the engine becomes more responsive, smoothly increasing in RPM from around 2,000 and delivering a sporty sound that impresses throughout the speed range in the GTI model. On the other hand, the Leon model lacks a bit of acoustic excitement at higher speeds.
The Cupra system, with its matte tailpipe trims, produces a resonant sound between idle and 3,000 RPM. When cruising at a speed of 130, the four-valve engine reaches 2,100 RPM in seventh gear, conveniently displayed on the configurable digital instrument cluster, prominently featuring a large centrally-placed tachometer.
Interestingly, the Cupra software automatically switches to the driver-assisted view when the lane departure warning is deactivated, which can be a little amusing. The GTI also has its peculiar feature, as indicated by instruments with a red background that activate when the ambient light is turned off.
Both vehicles are capable of driving on the Autobahn, including long-distance trips such as from Garmisch to Flensburg, covering a range of over 600 kilometers. In the individual mode, which allows customization of damping characteristics even softer than the “Comfort” mode, passengers in the backseat experience enhanced comfort.
Nevertheless, despite the softer settings, both vehicles maintain a firm connection to the road surface. They handle high-speed motorway bends above 200 km/h with precision and stability, effectively absorbing transverse grooves without inducing excessive movement in the rear. The GTI, in particular, exhibits a slightly more refined performance in this aspect, responding more selectively to consecutive asphalt patches.
Golf’s Characteristics Customer
The steering wheel shift paddles on the GTI are positioned in a more convenient manner, providing a better user experience. This initial impression is further reinforced when driving on a country road. In this context, the VW chassis and body exhibit a higher level of decoupling, without compromising the car’s sporty nature. However, there are additional factors to consider, particularly in this class of vehicles, such as steering responsiveness.
While the wheel suspension and axle geometry of both the Cupra and GTI are similar, the Cupra’s steering system conveys less information from the tires to the driver’s hands. On the other hand, the GTI’s steering characteristic curve clearly communicates the level of grip from the 235 rubbers, resulting in a steering response with higher restoring forces, making it less prompt compared to the Cupra. This difference allows the GTI to avoid initiating a lane change in the Golf without any delay.
Switching driving modes in the Cupra could be done quickly if it were equipped with the optional super sports steering wheel (priced at 830 euros), which includes a corresponding steering wheel button. However, since this option is not available, the driver needs to briefly divert attention to the display instead of directly selecting the mode using the touch field, as in the Golf. Nevertheless, switching to manual transmission mode can be done easily and without distraction in the Cupra using the steering wheel paddles, albeit slightly farther from the steering column compared to the GTI.
Apart from using the paddles for shifting gears, they are also necessary for disengaging the idle coasting mode, which is triggered with even slight accelerator input from the transmission control. This can result in the vehicle quickly gaining speed while driving downhill, posing a risk of a frontal collision or exceeding the speed limit.
In conclusion, neither car outperforms the other significantly, as the Golf only manages to maintain a narrow six-point lead to the finish line. This outcome emphasizes the exceptionally close competition between the two vehicles.
|Cupra Leon Cupra 2.0 TSI||VW Golf GTI GTI|
|Trunk volume||380 to 1301L||374 to 1230L|
|Displacement / engine||1984 cc / 4 cylinder||1984 cc / 4 cylinder|
|Performance||180 kW / 245 hp at 5250 rpm||180 kW / 245 hp at 5000 rpm|
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