VOLKSWAGEN'S FIFTH-generation Golf GTi is a high performance hatchback. It's equipped with a 200bhp turbo-charged engine, enough to propel the car to 100km/h in 6.9 seconds. The suspension is so flawless it could be one of the most outstanding handlers in its class. Being a factory-modified model, it retains all the comfort, civility and usability of an everyday Golf. That's to say that the GTi is well suited to a romp around the countryside as well as crawling in mid-town traffic. That said, finding yourself stuck behind unpredictable minibuses and overly cautious multi-purpose vehicles isn't the best way to enjoy the GTi. A road racer driving a pumped-up whatever with an eat-my-dirt grin couldn't break a sweat out of it. Meanwhile, I just grit my teeth and hope these running road blocks will turn off into their respective driveways. If you like driving (fast), sitting in traffic in the GTi may have you fuming. Driving at a sedate pace, I scrutinise everything to see if there was a single flaw with this car. The verdict: not really. And once the road opens up, the GTi is a gem. Based on the already excellent Golf, the GTi is endowed with the handsome cabin, remarkable fit and finish, structural rigidity, spaciousness and quietness of all the other models. The interior is deserving of the GTi badge. There are aluminium trim pieces on the dashboard and door, gauge surrounds, gear shift and steering wheel. The flat-bottom steering wheel is anatomically designed with perforated leather on the hand grip, and a proud GTi logo on the lower spoke. The front leather seats are unique to the GTi, providing more support than the standard model. While stuck in traffic, I marvel at the civility of the suspension. As a top performance model, and with VW's pledge to create one of the best handling front-wheel-drive hot hatches, the GTi doesn't show any of the side effects of its contemporaries after going under the knife. The front struts and rear four-link suspension have been given harder springs and dampers on the corners, a rear stabiliser that's 20 per cent stiffer, bigger tyres and a 15mm reduction in ride height. It's as amiable as any Golf, with a slightly firmer ride and quicker suspension re-bounce. The GTi's improved performance won't go unnoticed. The engine, which it shares with the Audi A4 2.0 FSI, is the first to combine turbo charging and direct petrol injection. There's a four-cylinder unit, single turbo charger at the most upstream position of the exhaust manifold. Twin intercoolers keep intake air cool and performance hot. By numbers, the maximum torque of 280Nm is available from 1,800rpm to 5,000rpm. And the 200bhp maximum horsepower is there to be taken at 5,100 to 6,000rpm. The result is a car whose engine is always in the mood. Although a six-speed manual gearbox is available, Harmony Motors says most buyers will opt for Audi/VW's excellent DSG dual-clutch manumatic sequential gearbox with which our test car is equipped. Gear shifts can be done either by yanking the lovely looking shifter or by dabbing the two paddles behind the steering wheel. I predict that most buyers will prefer the latter - the paddles feel so great that no one will be able to leave them alone. Starting the GTi, you can feel two distinct engagements from the drive train. First, the DSG gearbox lets in the clutch. You'll learn to keep a steady right foot to allow the computer and hydraulic system to do their work, and the start will be as smooth as silk. Then, as the tachometer swings upwards, the turbo boost comes into effect with a whoosh. The engine redlines smoothly, and you'd be forgiven for missing a shift because the gearbox will do it for you at the redline - sending the rev needle back to the meatiest part of the torque curve to have another go. It's curious that the GTi seems to have more noticeable turbo lag and turbo noise than the A4 - and at higher revs. The engine also roars louder. All these merely add to the character of the GTi. I believe the 0-100km/h in 6.9 seconds figure is conservative because the GTi feels faster than that. In any case, it's easy to feel invincible behind the wheel. The engine is strong; the power is thick and assessable. The GTi's amazing engine power is accompanied by a thoroughly tuned suspension. When overtaking a stream of trucks on the inner side of a traffic circle, the tyres barely makes a whimper - as if the car is teasing you by saying, 'Come on, is that all you've got?' The upgraded brake system slows the car reassuringly enough for the 9 o'clock exit. On the open road, it's time to stretch the GTi's legs. As I fling the car into the corners, my sales rep friend appears to be clinging onto the door for dear life. The car slides into a controllable understeer, and the chassis, steering wheel and pedals are so communicative that you can easily adjust the car's back end to step out. Itshandling is so secure and predictable, the power so usable and the whole thing so co-operative that I wouldn't want to change its character in any way. The GTi is available in two-door or four-door format with no difference in price ($298,000). Subtle additions to the exterior include a unique front bumper, blackened mouth piece and a honeycomb radiator grill, darkened headlight housings, blue-tinted windows, red brake calipers, rear bumper with diffuser-look lower section, a rear spoiler on the back window that creates downforce at speed, and larger chrome twin exhaust pipes. Not too fancy and showy, just enough to tick off the boy racer in front. The handling of the GTi is so secure and the power so usable, I wouldn't change it in any way