GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

This forum is dedicated to various tests performed on Volkswagen vehicles...
Forum rules
Please take a look at the rules for posting in the Technical section as all posts will be moderated accordingly...

Technical Section Rules
Post Reply
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 2:28 pm

http://topcar.co.za/road-tests/comparis ... cirocco/3/
GTI VS TYPE-R VS SCIROCCO
MARCH 29, 2010

OUR LIVES ARE defined by hero moments. Whether it’s to earn the respect of our mates, impress a total stranger or just to show off in front of the opposite sex, we do stupid things in our passage to adulthood. Sometimes they involve Jägermeister, other times the brave and foolish path will lead to a random tattoo parlour, or worse, a chintzy wedding chapel. But if you are anything like us and have petrol coursing through your veins, it will culminate in your first purchase of a hot hatch. Choose wisely because unlike a poor choice of spice on your Nandos chicken burger, hot can be a much more uncomfortable experience to live with than five minutes nursing a flaming tongue. With these three sizzling new performers, choosing just got a whole lot tougher.

SPICY HOT: Honda Civic Type-R Championship Edition

The Honda Civic Type-R is a true peri-peri performer. The Championship (white) Edition now benefits from a limited-slip differential (correcting a major faux pas on the 2008 model), helping elevate glue-like adhesion to completely unflappable levels. The ice white spray job, also new, is the pièce de résistance, bringing the hatch in line visually at last with its Type-R predecessors. Other upgrades include an MP3 player and iPod compatibility, but these are wasted because all you’ll ever want to hear from Honda’s hardcore hatch is that engine singing to the 8200rpm redline. And you can do it in virtually every gear with little effort, because the Type-R features a bulletproof K20 powerplant mated to Honda’s revvy i-VTEC camshaft system. It’s like this: in a normal double overhead camshaft setup you have a manifold cam and an intake cam responsible for controlling valve lift and duration. When the VTEC equipped engine is done with the torque-seeking phase up to 5200rpm, a high revving profile is engaged which casts a magical spell on the engine and makes the next 3000rpm pass by in a blur. Not the most technical of explanations, but it goes some way to describe the effervescent nature of the Type-R.

To experience it one really needs to clamber into those deep R-badged bucket seats where you’re rewarded with Honda’s futuristic racer-style cockpit, complete with multi-tiered dashboard and an assortment of groovy gizmos. Select your favourite driving position using manually operated levers and rails, nudge that weighty aluminium ball into the gate, pin the clutch and with your right foot build those revs to a meaty three or so thousand rpm … and release! The revs soar with superbike urgency, the exhaust note screams and an instant later you’ve crossed the VTEC threshold. At 5200rpm you’re slammed with a boost in acceleration as that sporty profile kicks in, and the pitch of the screaming four pot heads for super soprano. A shift up at 8200rpm is signalled via a set of LED lights on the dash, just in case you weren’t listening to the banshee under the bonnet. Honda do love their LEDs. They even have one to signal that you’re in ’TEC mode.

Meanwhile you’re slotting home the gears, each time with a resounding thud, your left hand never venturing too far from the lever as it requires constant stirring from the driver to keep the plot in the sweet spot.

The R features a torsion beam rear axle as opposed to the more complex double wishbone of its acclaimed predecessors, though this does nothing to hurt its handling prowess – certainly not on the twistier bits of the urban commute for which it is destined. Its normally aspirated lump manages a healthy 148kW but the torque figure of 193Nm is low compared to the turbo assisted rivals. Regardless, and thanks to our testing at coastal altitudes, we still managed to clock an impressive 6.9 second 0-100kph time. Overall the Type-R is the most engaging drive here – perfect for working up a sweat. Yes, it’s tiring, but only in a newly-wed sort of way.

THE MILD OPTION: VW Scirocco 2.0 TSI DSG

Let’s face it, the latest Golf, albeit brilliant, bears a tragically familiar face. Combine that with the fact that VWSA does not ship them in two-door guise and the Scirocco is suddenly a very attractive alternative to everyone’s beloved champion hatch. Smart move for Volkswagen, as it means still keeping bums in a VW. With those conically contorted 18 inch Interlagos alloys at each corner, set much further apart than on Golf, and resplendent in white, the Scirocco easily matches the Type-R for drama. Sure, it replaces samurai-slash bodywork with softer, exquisitely formed swoops and swellings, but with that blacked-out frontal visage the Scirocco manages to summon up an equal portion of aggression. It misses out on the iconic GTI badge, but boasts the same motor as the outgoing GTI, and derives big benefits from that wider track, lower stance and perhaps the sexiest profile to emerge from Wolfsburg since the brand’s inception. The DSG gearbox fitted on our test vehicle enabled us to post consistent 0-100kph times of 6.9secs, using every ounce of the 147kW and 280Nm at its disposal. In Sport mode the DSG is a perfect foil for hero moments and rapid paddle-actuated shifts. The rest of the time it can be set for normal cruising, a task at which it excels.



Hop into the leathery confines of the cabin, which borrows heavily from EOS, and the differences in approach between the German and Japanese marques is starkly apparent. Where Honda has gone for a whole new menu, the Veedub exudes class with sporty overtones. Instantly familiar ergonomics are a great help during acclimatising. It’s a fantastic place to sit, here in the grips of the Recaro buckets and clasping what is essentially last year’s GTI steering wheel. Engage S for Sport via the DSG wand and simply pull away; effortlessly and tidily each time. The chassis is engaging, though not as communicative or as pointy as the Type-R. The electronic buffers seem to take a back seat, reigning you in only when you’ve managed to make a royal mess of things. Measure steering and throttle inputs and you’ll flow from corner to corner with the fluidity of a circuit car. Wait for the road to open up and the DSG will drop a cog or two and upload its power reserves ­– running out of steam at 233kph, says VW. Keep the throttle nailed home on the upshift and the overrun rewards you with a bark from the exhaust. Change down snappily and the electronics supply a similarly heroic rev-matching blip. It’s addictive, if not particularly environmentally friendly, and nor will this behaviour help you achieve the claimed 7.6ℓ/100km consumption figure. What it does indicate is that you’re on the limit – a state you’ll find yourself in, quite a lot. However, unlike the Honda experience, in the sporty VW you won’t feel compelled to push it every second you’re in the driver’s perch. Rather, the Scirocco offers a great compromise between comfort and performance. Backing off is an option. In the Type-R it is surrender.

LEMON AND HERB: VW Mk6 Golf GTI

I despise complacency, which is why I initially (and wrongfully) billed the Mk6 GTI as a lazy attempt to stay ‘in the game’. This is not the case, as we discovered on Kyalami circuit last month where the car proved to be more than a tweaked Mk5 – though you might still accuse it of being a GTI perfected. The engine is an evolution of the outgoing 1984cc turbocharged unit doing duty in the Scirocco 2.0 TSI, with power increasing marginally from 147 to 155kW. Curiously top speed remains the same, as do the 0-100kph figures. We achieved a 7.1sec run with our six-speed manual test unit, getting close to but not quite on the pace of the edgy Type-R.

More significant is the debut of XDS, VW’s trick new electronic differential. It’s linked to the EPS system and cleverly uses the vehicle’s braking system to redirect power to different wheels in order to enhance overall grip and add to the appeal of what was an already accomplished chassis. Visually the new GTI shares an outline with its predecessor, using more sharply faceted headlamps and tail clusters to signal the new generation. And yes, they’ve recycled the 18 inch ‘Detroit’ alloys, a feature we loved on the original but which should have stayed with the original. Surely VW, it’s high time for something else? Apart from the roof, every body panel is new. Too bad the cleaner lines are only apparent when you park up alongside a Mk5 GTI – an opportunity you’ll definitely have considering how many are on our roads.

Inside, it’s a different story. Ergonomics might be similar, but the quality of materials and overall design has been markedly improved. The effect is to take once humble Golf to new levels of premium on par with the peers from Ingolstadt. Twist the engine to life via a traditional key (no start button nonsense here) and the GTI purrs on idle. Hey, it sounds familiar too. Prod the throttle and it sounds hauntingly similar to the Scirocco. Clutch in, slot first gear home on that precise gate, squeeze the throttle and with just a chirrup of wheelspin the GTI begins its attack on the horizon. The exhaust note is refined, almost soothing, and manual shifting means you’re not being treated to the sound of the four-pot clearing its throat at the upper reaches of the rev range. Instead you’re served silky smooth performance – a far cry from the manic Honda drama. The GTI is marvellously composed when the ribbon of tar turns tricky, lulling you into a rhythmic pendulum effect as you exit one turn, enter the next and repeat. The electronic diff brakes in the absence of your better judgement, and even on particularly tight bends, after climbing on the brakes and hauling the car out of shape, it stayed remarkably flat with bags of traction on hand to pull it back into line. Dynamically the GTI continues to punch above its weight, yet with its four doors and ultra safe manners, it contrives to be practical in ways similarly capable machinery can only dream of.

TASTE-OFF

The term ‘hot hatch’ has become a bit of a misnomer in recent times. Manufacturers, and buyers, have shifted the focus from the ‘hot’ aspect towards everyday practicalities. If performance is your passion, then the Civic Type-R pips both Volkswagens with a real race-car experience. It offers up scalpel-like precision for carving up apexes and a sound that screams ‘race me’, even when you’re parked at the petrol pumps. And you’ll be there often. Drive the Type-R in the manner that it relishes and it’s a thirsty beast. But as much as I love it, the R is just not a practical animal. It’s a seriously compromised machine that’ll compact the spine of lesser drivers and shake passengers to jelly – especially those unfortunate enough to occupy the rear.

The Wolfsburg duo match the Honda on paper in terms of performance (despite its quicker 0-100kph time, the Type-R was half a second slower around Killarney circuit), while still offering a good dose of luxury. The Golf’s four doors are a plus, because unless you’re a bachelor or bachelorette, or just very selfish, you will need them. But scooch on closer and I’ll let you in on a little secret. The GTI badge is no longer an indicator of VW’s hottest performers. Instead, racing models will take the ‘R’ moniker as previewed by the VR6 badge and cultivated on the R32. That ‘R’ might echo the red one on the Civic, but don’t expect threadbare interiors. VW will be affixing this badge to a FWD Scirocco and an AWD Golf in the not too distant future, along with seriously hiked power outputs, tweaked chasses and a price premium to match.

But that’s then, and this is now. If supersonic performance is not a prerequisite, and you enjoy the feedback of a well put together sports hatch, you’d get your thrills from any one of these three cars. But if you want to be a hero, take the Honda
Last edited by Miela on Mon Feb 04, 2013 2:33 pm, edited 1 time in total.
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
User avatar
ree1
Captain
Posts: 2395
Joined: Fri Jul 10, 2009 3:02 pm
Car Make: BMW
Car Model: 2018 320D
Membership No: missing
Location: Durban

Re: GTI VS TYPE-R CE VS SCIROCCO - Top Car

Post by ree1 » Mon Feb 04, 2013 2:31 pm

MARCH 29, 2010
[url=http://vwclub.co.za/forum/viewtopic.php ... 0#p1872034]

Ex dubs
12 Polo GTI DSG
11 Polo GTI DSG
06 Polo 1.9 Sportline
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO - Top Car

Post by Miela » Mon Feb 04, 2013 2:34 pm

ree1 wrote:MARCH 29, 2010
Yeah, its a bit old.

But still relevant seeing that the GTi 6 remained unchanged. Plus, its 3 cars from the same era...

Plus, the only shoot out between the 3 cars locally if i am not mistaken. :type:
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
User avatar
ree1
Captain
Posts: 2395
Joined: Fri Jul 10, 2009 3:02 pm
Car Make: BMW
Car Model: 2018 320D
Membership No: missing
Location: Durban

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by ree1 » Mon Feb 04, 2013 2:37 pm

It's great shot bru, although the scirocco changed since then.
[url=http://vwclub.co.za/forum/viewtopic.php ... 0#p1872034]

Ex dubs
12 Polo GTI DSG
11 Polo GTI DSG
06 Polo 1.9 Sportline
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 2:40 pm

ree1 wrote:It's great shot bru, although the scirocco changed since then.
yup Roc has changed. Roc is now without a doubt the best looking of the 3 now.

But it was more to highlight how similar in performance, yet different in character these 3 cars are.
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 2:42 pm

Here is another review, although i dont see Wheels 24 as a credible source, LOL... its way wrong regarding the true top speed of the Honda for eg. was tested to have a true speed of 238kmh for the normal one and 242kmh for the CE spec

http://www.wheels24.co.za/NewModels/Roa ... I-20100303
Hot hatch shootout: Type R vs GTI
2010-03-10 10:51



Related Links
20 Mugen Type Rs to be built
Reader test: Honda Civic Type R
Mugen hatches hottest Type-R
New Type R hot hatch from Honda
Driven: VW Golf 6 GTI
New GTI: Exclusive video, price
Reader test: VW Golf GTI
VW's fastest GTI ever driven
Author: Lance Branquinho

What does the hot hatch in your driveway say about you? Mad Oriental fetishist or refined German speed demon?

To answer this question we stacked up Honda's Civic Type R Championship Edition against VW's latest Golf6 GTI.

The traditionalist

Sushi, it would appear, makes a rather apt metaphor for the Honda Civic Type R Championship Edition. All things considered, sushi is a very oriental exercise – the elevation of something seemingly mundane, in this case raw fish, to an art form.

If you crunch the Civic's output numbers, it is seemingly set to fail. Somehow, Honda’s engineers appear to have pooled their collective technical genius in such a way as to render it an outstanding hot hatch.

The company’s local hot hatch heritage (CRX, Civic VTec) has always been differentiated by engines with impressive maximum crank-speeds and three-door bodywork. In many ways, the Type R has stayed truer than most to a brand-specific (in this case, Honda) hot hatch lineage.


Civic Type R is ageing rather gracefully. Championship Edition version could do with some distinguishing exterior styling details. White wheels would be nice.

The Icon

This, of course, brings us to the other half of this shootout comparison – VW’s manual Golf6 GTI.

As a car, the GTI carries a significant burden of heritage. It was, after all, the original hot hatch.

Six generations of class leading performance (well, truthfully, the Golf 3 GTI was a bit of slow) has germinated an intense following. There's also a substantial indifference (some would say hatred) for the GTI moniker - which is one of those contingencies of it being so very successfull.

In its sixth incarnation the GTI is an altogether different car to the original. Levels of refinement are premium, as is the price.

From a design perspective, its engine is turbocharged and the rear wheels are attached courtesy of independent multi-link suspension - two technical details that would have appeared an unattainable dream for Golf 2 GTI owners...

The five-door configuration is exceedingly passenger-friendly, too, and the styling restrained, yet distinctively GTI.


Heavier and more conventionally styled, has GTI pandered too dotingly to urban customer convention?

The issues

Critics say it’s a cynical car, the new GTI.

Allegedly it has too little power to be considered the class standard anymore and boasts negligible changes over the Golf 5 GTI.

Regarding the issues of soullessness? Well, refinement is never a debit with regards to roadcars, as they operate most of the time in urban traffic and on road surfaces of vacillating quality.

Does the evolution from Golf 5 GTI to the current one lack technical credibility? Well, I’d hardly call the addition of a clever pulse-braking actuated front differential lock and adaptive damping negligible improvements…

So the question arises: which is better? The traditional Japanese hot hatch with its mad styling, heroic naturally aspirated engine and mechanical slippy differential?

Or, perhaps the German icon GTI. This car, which defined the hot hatch class (and ostensibly continuous to do so) boasts a thoroughly contemporary engineering suite, with adaptive damping, an electronic slippy diff and forced induction power.

Avant garde versus Bauhaus bland?

Hot hatch styling is a curious art form. In essence the hatchback is a study in utilitarian cuteness.

Redefining line work and crinkling the surfaces to embellish sturdy hatchback exterior architecture with track refugee styling cues can have some rather unhappy consequences.

The Type R’s three-door configuration lends it an infinitely more dynamic side-profile than GTI. Despite being nearly three years old, the Civic hatch’s outlandishly avant garde styling is still tremendously distinctive.

Its rakish nose, the repeated triangular shapes (represented by exhausts at the rear and fog lights up front) and Impreza-like hatch spoiler leave little doubt as to what the "R" moniker denotes.

Admittedly, the Type R’s styling is not perfect.

Around the rear its proportions appear bloated due to large surfaces devoid of any curvature. The transparent trim running from one taillight cluster to the other doesn’t break the rear surfacing’s bulbousness particularly well either, and ends up looking ungainly in itself.

Park up the GTI to next to Type R and it looks terribly underwhelming by comparison.

Although there is an inarguable elegance to the Golf6 styling, in GTI trim it remains questionable whether dual chromed exhausts and some red trim around the grille distinguishes it with enough purpose from its lesser Golf siblings.



Both cars are finished off with stylish alloy wheels, yet these dynamic styling elements are not without contention.

GTI acolytes can be forgiven their frustration at VW's policy of carrying over the Golf 5 GTI’s telephone dial alloy wheels, which do little to help differentiate the two generations of GTI from a distance.

Conversely, a Championship Edition Type R Honda should never be seen rolling off a production line rotating anything but white alloy wheels…

Contrasting cabins

Both GTI and Type R translate their exterior styling languages to the respective cabin architectures.

Whereas the GTI’s cabin is typically dark and sombre, with subtle metal accents (pedal set and steering wheel spokes) the only contrasting elements, Type R’s interior is simply mad.


GTI cabin architecture dark and conventional. New flat-bottomed steering wheel is great, yet multi-functionality an optional extra. Driver's seat needs to be able to adjust lower to the floor.

From the heavily digitised instrumentation to the large engine speed dial taking pride of place ahead in the driver’s field of vision, the Type R’s ergonomics are a study in Japanese design: unparalleled operational ease of use executed with monumentally unhinged Manga style.

It works exceptionally well and you always feel engaged making adjustments at the Type R’s helm.

On the debit side Type R's three-door configuration does limit passenger access, and disembarking elegance, for those wishing to travel in the rear seats.

The metal shifter top can become awfully hot to the touch in summer (or positive freezing on a Highveld winter morning), too.


Type R's cabin a triumphant blend of form and function. Driving position perfect. Bucket seats not for suitable for former professional rugby players or those generous of waist individuals. Red starter button a neat touch.

Numbers and figures

Walking around these two thoroughbred hot hatches (and taking a peak through the windows) the Type R is undoubtedly the purer car, purportedly benefiting from a more committed design.

When those two four-cylinder engines ignite, the balance shifts away from the Type R towards a more even judgement.

Although the two engines are diametric opposites in terms of design, they end up factoring virtually similar power-to-weight ratios for the respective cars.

In fact, despite being down 7kW on power (and a rather substantial 87Nm in terms of peak rotational force), the Type R boasts a 1kW per tonne advantage over the GTI…

Obviously the Honda suffers severely in the rarefied air of Gauteng, yet at the coast, it’s a desperately even race. The GTI only exacts any noticeable advantage at lower speeds, when the turbocharged tractability enables better in-gear acceleration.

Both cars run the 0-100km/h benchmark in a shade over seven seconds at the coast - the Type R a whisper quicker at 7.02 seconds compared to the GTI's 7.10 second time. The GTI hits back by besting the frantic Type R's topspeed of 223km/h by fair margin, topping out at 240km/h.

The design differences of these two engines spill over into the entire driving experience. The GTI is swift, yet refined, with a languid and smooth, easy-going shift action.

Type R is frantic, baiting one to chase toward 8 000r/min, especially with the perfectly machined shift action of its six-speed transmission - which remains unmatched by any other front-wheel car.

You routinely find yourself petulantly shifting down for no apparent reason but to revel in the tactile delight and precision of the Type R's shift regime.


Type R engine is docile enough for the daily commute. Less mass to move around ensures it shadows GTI performance on all levels - except at altitude.

Harshness and precision: irreconcilable differences?

Don’t dismiss the GTI as soft due to its effortlessly cocooning high-speed cruising abilities. Its XDS pseudo slippy-diff electronics work a treat, quelling petulant wheel spin and preventing the nose from washing wide.

The damping characteristics (even when set to"Sport") are really golden mean stuff, perfectly rebound not to send you bumping through corners if you’re pushing on a bit, yet taut enough to prevent an unnerving pendulum body roll effect.

Type R counters with a traditional, mechanically actuated limited-slip differential - which is a fraction quicker on the uptake.

Many would question the need for a slippy diff in a car with less than 200Nm, yet if you’ve ever happened upon severe mid-corner undulations during full-bore acceleration (or encountered deposits of building sand on your favourite back road), you’ll know just how beneficial it can be.

As much as I adore the Type R’s proper bucket seats, heel-and-toe pedal spacing and less anesthetised power steering, its handling abilities (outstanding body control and secure front-end grip) are accomplished at a rather severe price – ride quality, or rather, the lack thereof…

I must be ageing rapidly, for the Type R simply rides too harshly in my estimation. This is not the conclusion I would have reached in my mid 20s, when most hot hatches lacked independent rear suspension and we simply didn’t know any better - gleefully accepting touring car damping for road use…

Normally inconsequential surface abrasions are amplified to levels of mechanical reverberation the like of which bounces sunglasses on the bridge of your nose.

There is a good reason for the Type R’s appalling ride quality – it’s relatively unsophisticated torsion beam rear wheel attachment design.

GTI’s dynamic balance and supple ride quality, courtesy of its sophisticated (and more expensive to assemble) multi-link rear suspension carries the day.

As much as it pains me to admit, GTI is simply more accomplished at pace most of the time.

Although fuel consumption is of no consequence to hot hatch owners, the GTI’s turbocharged efficiency enabled it to average just over 8l/100km during its time with us, compare to the Type R’s consumption habits with hovered around 10l/100km.


GTI's adaptive dampers and XDS electronic differential trickery renders better composure at pace on all road surface and in all conditions.

Verdict

Which one to take then?

Well, purists will find the GTI’s refinement, force-induction powerplant and lack five-door configuration an affront to the original GTI. In reality though, it’s a stupefyingly comfortable car to live with, and sports an enviable level of dynamic talent when road conditions give way to swift exploitation.

Type R stays truer to tradition, yet despite the improvement in traction (my only dynamic gripe with the stock one) the ride quality is simply too harsh for South African roads.

So the GTI wins? Not exactly, no.

There is a simple formula to apply when making a decision between these two very credible hot hatches. If your local motor vehicle licensing department affixes "GP", "NW", "FS" or "L" to number plates in your town, take the GTI.

If your plates carry a suffix reading "ZN", "WP" or "EC", it has to be Type R.


GTI (R317 300)

Pros

Refined
XDS traction security
Active damping ride comfort
Deceptively quick

Cons

Manual transmission not the sharpest
Styling too restrained

Type R (R314 900)

Pros

Utterly mad styling
Exceptional interior design and ergonomic efficiency
Addictive naturally-aspirated revability
World's best FWD manual shift transmission

Cons

Horrendous ride quality
Not light on fuel





Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
User avatar
NHB_R
Captain
Posts: 2414
Joined: Mon May 21, 2012 8:30 pm
Membership No: missing

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by NHB_R » Mon Feb 04, 2013 3:08 pm

I'm a hero :hurray: :hi: :troll:
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 3:11 pm

NHB_R wrote:I'm a hero :hurray: :hi: :troll:
LMAO !!!!!

:iagree:
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
User avatar
ree1
Captain
Posts: 2395
Joined: Fri Jul 10, 2009 3:02 pm
Car Make: BMW
Car Model: 2018 320D
Membership No: missing
Location: Durban

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by ree1 » Mon Feb 04, 2013 3:11 pm

I heart honduh
[url=http://vwclub.co.za/forum/viewtopic.php ... 0#p1872034]

Ex dubs
12 Polo GTI DSG
11 Polo GTI DSG
06 Polo 1.9 Sportline
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 3:14 pm

ree1 wrote:I heart honduh
i heart VTrouble'use as well :lol:
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
User avatar
ree1
Captain
Posts: 2395
Joined: Fri Jul 10, 2009 3:02 pm
Car Make: BMW
Car Model: 2018 320D
Membership No: missing
Location: Durban

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by ree1 » Mon Feb 04, 2013 3:24 pm

:lol:
[url=http://vwclub.co.za/forum/viewtopic.php ... 0#p1872034]

Ex dubs
12 Polo GTI DSG
11 Polo GTI DSG
06 Polo 1.9 Sportline
Miela
Cadet
Posts: 914
Joined: Mon May 02, 2011 11:34 pm

Re: GTI VS TYPE-R CE VS SCIROCCO DSG - Top Car

Post by Miela » Mon Feb 04, 2013 3:29 pm

But i must admit, the G6 GTi is a much more rounded car overall. Gives a better balance regarding a daily drive with a sporty twist than the Honda. The Honda is way to focused for most and would appeal to a smaller market (which was the aim in any case).

All great cars, but VERY different from one another
Current - Audi TT RS
Current - VW Chico 1.4 - Track Toy

Ex - 2013 Toyota GT86 High Spec
EX - Honda Civic Type R Championship Edition
Post Reply