More surprising is how the tuners did on the brake test-each finished within one foot of the stock GTI's best stopping distance of 117 feet. Are we disgusted? Actually, quite the opposite. Despite all teams running R compound and aftermarket brake upgrades, we were impressed that the tuners were able to meet (ABD)-or in some cases exceed (H&R)-the stock car. Call us cynical, but our testing experience often shows that while tuners can almost always improve on power/torque delivery and consequently acceleration and lap times, they rarely beat stock cars when it comes to our brake tests.
SubjectiveWith testing done for the day, we took laps in both stock GTIs in preparation for the subjective comparison. Instantly, I was reminded why the GTI is near the top of my list for front-drive performance cars. Not only is it fun, with a well-balanced chassis and torquey engine, there is a solid refinement to the GTI that's missing from a lot of the sport compacts we regularly experience. There is room for improvement-particularly in cornering, where it sways and leans, and feels unsettled during quick transitions. Acceleration is also hindered by the lack of a limited-slip differential (LSD) and an engine that feels peaky when pushed hard.
H&RThough H&R's interpretation has some serious suspension tuning, its only other performance mods are a GIAC chip, turbo-back exhaust, and upgraded wheels and tires. It was also the only one running a DSG transmission, which meant it had no aftermarket LSD. Jay called them on it:
"The DSG, as good as it is, still lags a little at the apex-like most wet-clutch transmissions. And the GIAC-chipped boost increase makes the turbo even more peaky than stock. Right where you start feeding power, the turbo is totally spooled and hits hard. Fun, but not what you want if you're into smooth, fast laps."
But the single biggest problem seemed to be tire selection. "It's on Bridgestone RE-01R max grip tires, while the suspension is set up to use Hoosiers," continues Jay. "The spring rates are too stiff, causing a jarring ride on the track and transmitting more info than I need or that the tires can deal with."
Despite a mismatched suspension and tires (our fault for changing the rules at the last minute), H&R's car was far quicker and more surefooted than stock. I found that, without pushing, it would easily run down the stock GTI in the esses. The reduced body roll offers more stability, greater confidence and higher closing speed. As for the DSG, I disagree that it shifts too slowly. When blipping through the gears in S-mode, more time is spent waiting for the inside wheel to quit spinning and catch some grip.
Autobahn Design (ABD)With a paint job made to look like riveted metal and 18-inch iForged wheels finished off with a disc grinder, ABD's wild 'Industrial GTI' theme is hard to miss, especially since it carries over to the gutted interior and engine bay.
"These guys are boost junkies. They claim the car makes 25psi at some unbelievably low rpm," says Jay. But after driving their GTI, I didn't believe him-I thought for sure it was boosting well over 40psi.
Hot laps required an equivalent industrial driving style-dropping the hammer out of the corners requires a vise-grip on the steering wheel. The head-snapping onset of boost certainly makes ABD's GTI the most fun to drive on the track-as long as you're not concerned with the racing line or setting the fastest time.