VW Golf GTI (Mk5) | Shed of the Week
Volkswagen seems a long way from its glory days - here's a timely refresher
A luxuriant whiff of hot hatch royalty this week in the unassuming but potentially highly entertaining shape of this Mk5 Golf GTI. Hot hatch royalty? Really? Well, yes. Admittedly, with Volkswagen having wasted the previous fourteen years stumbling down GTI Disappointment Lane, the Mk 5 version didn’t need to be all that great in order for it to be seen as an improvement on its two predecessors. But even without that turgid history, the new GTI was a huge leap in the right direction when it landed in 2004.
In terms of driveability, the Mk5’s EA113 2.0-litre TFSI turbo four was many steps ahead of the old 1.8 turbo, chucking out an easy 197hp at 5,100rpm and a punchy 207lb ft from just 1,800rpm. Armed with a speedy DSG dual-clutch auto or, as here, with a more than decent six-speed manual (0-62mph times of 6.9 or 7.2 seconds respectively), it was as easy to drive on a traffic-clogged commute as it was on a baws-oot trackday.
For your handlling pleasure, VW had benchmarked the astonishingly accomplished Ford Focus. The resultant multi-link rear/McPherson strut front chassis with stiffer ARBs and a 15mm lower ride height allowed it to cock a rear wheel through tight corners in the best 205 GTI-impersonating style. Attitude adjustability was available at the behest of your big toe. All that with proper five-seat carrying capacity, 5-star crash protection, good spec levels including two-zone climate control, supportive sports seats and an average fuel consumption figure of nearly 36mpg.
No wonder there was so much relief and rejoicing when it landed in 2004. Honda’s Civic Type R was still the sharpest tool in the hot hatch box, but suddenly the £20k or £21.5k DSG GTI had jumped up right behind it. As recently as last year, one well-known monthly car magazine hailed the MK5 GTI as one of the best VWs of the last 30 years and one of the finest everyday performance cars of its time. Another equally respected mag called it a precision motor with the ability to paint a large smile across your face. Even today, if you’ve been glumly feeding yourself on dull motors for the last 20 years, a Mk5 GTI will feel like a breath of fresh air.
Of course, that will depend on the state of key consumables like tyres, brakes, shocks and bushes, and that will depend on your willingness to invest. The honest vendor does admit to worn interior buttons, a soupcon of headliner sag and a spot o’ blistering on the front arches, all normal for the car. Those black sills have something of a backstreet rust-fix look about them, but that’s how these Golfs came out of the factory. No corrosion advisories have blighted our shed’s MOT history apart from one in 2023 for a rusty rear shock mounting. That was put right sometime in 2023, along with a minor oil leak. The last three MOTs have all generated clean passes. None of the advisories on any of the 24 inspections you can see online have been unduly concerning.
The MOT history also reveals a pleasingly gentle accumulation of miles over the years, particularly over the last ten during which time it’s rarely covered more than 5,000pa. By the looks of the service book it’s not been officially looked at for nearly three years, but the ad says that the last long-term owner did their own maintenance work. That’s entirely believable as the basics are pretty easy on these and most service parts are surprisingly well priced.
Luckily, this one is a manual. If it was a DSG car you’d want to make sure that the oil had been refreshed on a reasonably regular basis in an attempt to prolong the life of the horribly expensive and reliably unreliable mechatronic unit. Early on in the Mk5’s life there was a recall on a dodgy oil pump bolt. The ABS pump module could go wrong too, and that was another dear thing to put right.
Diverter valves that are supposed to release boost pressure on liftoff are well known for conking out, leading to loss of power, crappy idling and hissing noises that are oddly similar to the ones that come from Mrs Shed whenever she sees the postmistress. These DVs are somewhat cheaper to sort out than mechatronics.
Our shed has done 121,000 miles. Valves can coke up, wonky coil packs can cause misfires and fuel pump cam followers can fail, again not too pricey to fix. Tailgate releases seize up. If the timing belt replacement schedule has been adhered to, the second belt that would have been lobbed in there at 75,000 miles should still have plenty of life left in it. As alloys go Shed quite likes these ones, although in general he prefers solid steel wheels as they allow him to invoice for customer car service items that he hasn’t actually bothered to look at. Oh yes, he’ll rot in hell for sure.
t they probably gave a couple of hundred in part ex for, no warranty given or implied, available for a fraction of a cost of a good example so they say - half to be precise. No wonder it's been for sale a fortnight.
Count me in for this for sure.
I had an r32 from 2008 to maybe 2012 and loved it - bought my wife a gti a few years after that (it was probably 6-7 years old) and it felt pretty soulless compared to the r32. Both were DSG but the R32 had paddles, the gti didn't, that didn't help. Yes, obviously the r32 is quite a lot heavier but it just felt so much more special, all of the time. Mostly down to that lovely engine. something very special about a fairly small car with a big NA motor - and it sounded great.
Perhaps our gti was just a bit of shed, i've only ever driven that one example.
An MOT history check just now shows the Jetta still alive albeit with astronomical mileage and lots of advisories for corrosion.
I didn’t realise this era VW were prone to it, that’s a surprise.
They were very popular in Bradford and Birmingham so maintenance records can be a little sketchy on them
Count me in for this for sure.
Never liked the black cills or rear lower bumper on these, looked unfinished for a top of the range model.
Cracking shed though.
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