2022 BMW 128ti v 2021 Volkswagen Golf GTI comparison (2023)

Think 'hot hatch' and it's likely that the Volkswagen Golf GTI comes to mind. It's for good reason: the Volkswagen Golf GTI can be relied upon for speed, an engaging drive experience, and its relative affordability in terms of performance cars has captured the hearts (and minds) of enthusiasts for decades.

With the new eighth-generation Golf GTI touching down earlier in 2021, it was expected that it would do its regular thing and somehow float to the top of the pile as one of the best hot hatches on sale. But it didn't quite go down like that. With a carryover powertrain from its successor and a quite substantial price rise, it's allowed rivals to swan in and grab some attention away from the old favourite.

Cars like the facelifted Hyundai i30 N are hitting it out of the park in terms of what you can get for your money.

But one other newcomer to the space caught Drive's attention – the 2022 BMW 128ti front-wheel-drive hot hatch. It's BMW's first go at a front-drive performance car, and is priced perilously close to the Volkswagen Golf GTI. With Golf GTI-baiting performance and the ingrained quality of a BMW, it's only right that we square the two up against each other to see which is the better car leading into 2022.

Rewind a decade or two and it would have been hard to imagine BMW making front-wheel-drive performance cars. The Ultimate Driving Machine was traditionally characterised as a big bodied, big engined, rear-wheel-drive car. BMW even stuck the boot into front-wheel-drive rivals through a series of ads, so proud it was of its rear-wheel-drive heritage. With that in mind, the 2022 BMW 128ti represents the anti-BMW.

It’s the diametric opposite of all those attributes stocking a small 2.0-litre turbocharged engine, front-wheel drive, a small hatchback body, and can only be had with an automatic transmission.

Effectively the BMW Golf GTI, then, if you will.

BMW’s no stranger to making the 1 Series go fast, but the 128ti does represent a new avenue for the brand. It takes the fundamentals of the M135i, saves 80kg of weight by removing the all-wheel drivetrain for one that only drives the front wheels, and tones down the power outputs to ensure it doesn’t become a torque-steering nightmare.

BMW says the 128ti benefits from its own unique steering set-up and a Torsen limited-slip differential. The 128ti of international markets scores a 2.0-litre turbo petrol engine that outputs 195kW/400Nm, though the Australian-market 128ti only makes do with 180kW/380Nm. This also means the Aussie-spec 128ti sprints from zero to 100km/h in 6.3 seconds instead of 6.1 for the overseas version. Of the detune, BMW Australia says the 128ti is "especially configured for our market and its position in the segment", perhaps creating headroom for the M135i.

A $56,900 (before on-road costs) price tag slots the 128ti between the entry-level 118i and the hotter M135i, but also close to the $53,100 VW Golf GTI (excl. ORCs) and $56,990 Renault Megane Trophy EDC auto (excl. ORCs).

For that spend, BMW adds kit including 18-inch M light alloy wheels wrapped in Michelin Pilot Sport 4 tyres, keyless entry, M seatbelts, M Sport brakes, red stitching, Adaptive LED headlights, rear spoiler, dual-zone climate control, 128ti-specific tuned suspension, and electric seats.

You’ll no doubt notice the red trim highlights along the bottom of the car, which further set the 128ti aside from other variants.

Our second car is the new-generation but not all-new Volkswagen Golf GTI. There are some major changes on the Mk8 Golf, but the drivetrain isn't one of them. Just like its predecessor, it's powered by the familiar EA888 2.0-litre four-cylinder turbo engine producing180kWand370Nm, which it sends to the front wheels via the same seven-speed dual-clutch automatic transmission.

But while it may be the same engine and transmission on paper, judicious changes make this the hottest Golf GTI ever.

It's also the most expensive Golf GTI ever, with pricing starting at $53,100 before on-road costs, which is $5910 more expensive than the outgoing model.

From the outside, the styling changes are obvious enough that it won't be mistaken for the previous model. The Mk8 GTI looks sporty and classy, it sits lower than the standard Golf, and wears 18-inch alloys wrapped in sticky Bridgestone Potenzas. The reprofiled LED lights now have a highlight strip across the front, and there’s a deeper front bumper with integrated DRLs.

Our test car comes with the $1500 Sound and Vision package that includes a Harman Kardon 480W premium sound system with nine speakers, and a head-up display projecting speed, navigation instructions and driver-assistance messages onto the windscreen ahead of the driver.

It is also fitted with the $3800 Luxury package that adds Vienna leather front and back, heated and ventilated front seats, electric driver’s seat with memory, a heated steering wheel and a panoramic sunroof.

Lastly, the test car’s Kings Red premium metallic is a $300 option. All other colours are no-cost. All up, our test car’s price is$58,700plus on-road costs.

Using Volkswagen's online configurator to factor in dealer delivery and on-road costs for Australia's two most populous states brings the drive-away price to $65,175 (Victoria) or $64,742 (NSW).

Similar to its anonymous exterior, the 128ti's cabin could be found in any other run-of-the-mill garden-variety model grade. Red stitching graces the dash, steering wheel, door cards and seats, while a ‘ti’ emblem is stitched into the centre console lid. That’s about the extent of variant-specific changes. Luckily the standard 1 Series interior is a nice place to spend time.

In practice, while it mightn’t drum up too much excitement, the 128ti’s cabin is a quality space. Levels of fit and finish are high and choice materials reflect the BMW’s premium positioning, as opposed to rivals such as the less expensive Hyundai i30 N.

There is good space for the driver and passenger in the front row, but I’m not a fan of the odd-backed sports seats that don’t have enough shoulder support for the car’s sporty intentions.

You can store a few items in and around the cupholders, though there’s not a whole lot of quick-access storage space in the centre console. There’s a bit of wasted space around the shifter that could have contained coins/keys or similar, but the door cards are large enough to store bigger items.

Second-row passengers are treated to similar materials as those in the front, which is great, though taller occupants will find the space constrained. Air vents and two USB-C ports are available, while passengers can store bits and pieces in the map pockets.

The boot compartment is a straightforward space with 380L of capacity that expands to 1200L with the second row folded. There is a false floor where valuable items can be hidden away, and you’ll find no spare wheel – instead a puncture repair kit.

Like lesser Golf models, the GTI has gone all Marie Kondo on us and decluttered. So much so that, on first impression, it looks like Volkswagen has removed content from the Golf GTI, not added $5910 worth of features and equipment.

Gone are most of the buttons, and replaced with an all-powerful 10.0-inch touchscreen mounted centrally on the dashboard. More on that in the Infotainment and Connectivity section.

As for the rest of the cabin, it’s a touch low-key – infotainment graphics and instrument cluster graphics aside. The surfaces and shapes speak to the quality of the cabin overall, but the use of hard plastics in less obvious areas and the distinct visual lack of ‘stuff’ make for a spartan environment. Is this a bad thing? I suppose you could say it’s just like a modern smartphone when the screen’s off.

Up the front, the Golf GTI has two of the coolest-looking sports buckets I’ve seen in a while. The seats are comfortable, electrically adjustable, and provide good lateral support against corners.

Room in the second row is adequate for a car of this overall footprint, and there are air vents, door pockets, and a fold-down centre armrest to make occupants feel a little bit special. The back seat also has its own climate-control temperature setting.

The boot has374Lwith the rear seats occupied and expands to 1230L when they’re folded forward. Under the boot floor is a space-saver spare wheel.

Infotainment-wise, the driver has three screens at their disposal: a 10.25-inch central infotainment screen, a 10.25-inch digital instrument cluster and a 9.2-inch head-up display. Standard equipment also includes a wireless phone charger, front and rear parking sensors, ambient lighting, and wireless smartphone mirroring.

The BMW iDrive 7 infotainment system is still one of the best in the business, with great maps, simple menu layouts and myriad functions. The displays are sharp and crisp, navigation between various screen is still simple, and users can control the unit using voice control, the rotary dial or the touchscreen.

There are no obvious 128ti-specific aspects of the infotainment system, so for those who are keen on specialised dials or data, cars like the Hyundai i30 N feature more gadgets.

The 128ti holds functionality for both Apple CarPlay and Android Auto smartphone mirroring.

Let’s talk about the Innovision Cockpit, which is what Volkswagen calls the 10.0-inch central touchscreen and instrument binnacle screen combo. First launched on the Touareg large SUV, it’s standard on the Golf GTI, and is basically your conduit to everything the GTI has.

This touchscreen controls all the secondary systems. We’re talking satellite navigation, phone connectivity, in-car entertainment, driving dynamics… Even the tri-zone climate control. The graphics are modern, the menus intuitively laid out, and the screen quick to respond. It’s a great system, although I found the related touch-sliders just below the screen (for adjusting temperature and stereo volume) hard to use accurately, and would have liked a fan control slider or dial to make access to fan settings a subconscious affair.

That said, all these adjustments can also be done without touching anything. The VW Golf GTI has a clever voice-activation system that allows you to control pretty much all the secondary systems. “Hello Volkswagen, increase the air-con fan” got the desired result, if a bit slowly, and surprisingly “Hello Volkswagen, my butt is cold” turned on the seat heater. Interestingly, when my passenger tried the “Hello Volkswagen” trick, the car ignored him every time.

As for old-school buttons, those are limited to operating the windows and mirrors. The rest are capacitive sensors that electrically respond to your touch. This means VW can do away with dozens of individual mechanical buttons and have one sensor with different ‘zones’.

There are four sensor banks. One each on the horizontal spokes of the steering wheel to interact with cruise control, sound system, phone and trip computer. A third next to the driver’s door for the headlights and demisters, and a fourth just under the touchscreen that grants access to the Park Assist menu, climate control, vision assist and adjustable driving dynamics – which VW calls Vehicle Dynamics Management (VDM). More on that below.

Lastly, the Golf GTI comes with a charging mat and wireless Apple CarPlay and Android Auto, which proved a lot more reliable than other wireless AA systems I’ve used recently. There are also two USB-C ports up front and two in the rear.

Safety is covered off through a series of both passive and active safety systems, but the latter includes low-speed autonomous emergency braking, rear cross-traffic alert, rear collision prevention, lane-departure warning, and blind-spot warning.

The BMW 1 Series was last tested by ANCAP in 2019 where it scored a full five-star rating.

Its safety systems all integrate well and are easily configurable using a button atop the dash. The rear cross-traffic collision mitigation can frustrate at times, as it often detects the road beneath as an obstacle and alarmingly slams the brakes on. Better to be safe than sorry, but it does frighten driver and passenger.

Passive safety tech includes six airbags, rear-view camera, front and rear parking sensors, and tyre pressure monitoring.

Our car was fitted with a fixed-regular cruise-control system, though an adaptive cruise-control option can be selected at extra cost.

Because the structure of the Volkswagen Golf GTI has not changed significantly, the Mk8 carries over the previous generation’s five-star ANCAP safety rating, but was retested to more modern standards with the model's European launch, thus carrying a 2019 date stamp.

The Golf scored highly for adult occupant protection (95 per cent) and child occupant protection (89 per cent), and scored relatively well for vulnerable road user protection (76 per cent) and safety assist systems (80 per cent).

As for active safety, well, how long have you got? Luckily for us, Volkswagen has rolled all the car’s driver assist systems into one IQ.Drive package. In short, it has all the driver assist systems of its rivals, and a couple more. One of the new features of the IQ.Drive package is Travel Assist. This is a semi-autonomous system that combines the existing features of adaptive cruise control and lane-keep assist to control steering, accelerator, and brake to maintain vehicle position when engaged.

There are active safety sensitivity settings in the central touchscreen, along with a handy visualisation to help understand what each active safety feature does.

Against BMW’s claimed 6.8L/100km fuel consumption, our week on test recorded an 8.3L/100km reading. The 128ti’s 50L tank requires a minimum of 98-octane fuel, which will slowly add up over years of motoring.

BMW is one of the select few manufacturers that still only offers three years (unlimited kilometres) of warranty. The $1650 BMW Service Inclusive Basic package will cover the 128ti’s servicing for the first five years or 80,000km.

The Golf comes with a five-year/unlimited-kilometre warranty, although it can go 15,000km between services (or 12 months). Servicing costs are considerably more expensive at $1752 for the first three years and $3366 for the first five.

As for fuel consumption, the Golf GTI DSG is rated at7.0L/100km, which again we got nowhere near. Our four-day test average came out at11.9L/100kmfor a similar mix of commuting and hard back-road driving.

The Golf GTI has a 50L tank and requires a minimum of 95-octane premium unleaded.

As a new avenue for the BMW brand, we were very keen for a steer in the new BMW 128ti.

We were immediately impressed by the 128ti’s set-rate suspension, which smoothed out a suburban run and stayed comfortable on the run down the coast. That said, it’s an oddity that BMW wouldn’t add in an adaptive damping system like other hot hatch rivals do.

The 180kW/380Nm 2.0-litre turbocharged four-cylinder petrol engine offers up rapid straight-line performance, though I can’t help but imagine what the car would be like with that extra 15kW/20Nm other markets receive. Because it’s rather good at putting the power down with minimal writhing of the steering wheel under heavy throttle load.

Though it’s BMW’s first go at a front-drive hot hatch, maybe it has taken learnings from two decades’ worth of Mini that allow it to sidestep the pitfalls of wheel spin other carmakers can’t. It’s weird to mention torque steer in a BMW review, but here we are.

BMW says engine sounds are amplified into the cabin to boost the car’s aural character, but the exhaust just isn’t loud or exciting enough for a hot hatch. The car is more of a refined, grown-up style of hot hatch, and wouldn’t need to go full i30 N with obnoxious pops and crackles, though a switchable exhaust system would go a long way to aid the car’s character.

While the standard-fit eight-speed automatic transmission will have enthusiasts crying out for a manual option, it’s a smart decision from BMW that knows only a miniscule selection of buyers would opt to shift themselves. The option to shift yourself using the paddles or the gear selector is there, but most will be happy enough leaving the car to shift itself. The unit is adept at reacting to changing speeds, more reactive than I would be, in any case.

There’s ample grip supplied by the performance Michelin Pilot Sport 4 tyres, and you can notice the differential working to keep the power flowing when the outer wheel is loaded up. The pointed front end sniffs out directional changes with rapid effect, though not too fast that switchback corners can upset the car’s balance. The way it rotates around a bend after a sharp stab of brakes is impressive.

As the seats taper up towards the roof, the lack of side support will have some broad-shouldered drivers annoyed at the amount of side-to-side movement. The driving position is otherwise quite good. As mentioned, the fixed-rate suspension straddles a fair line between sports and comfort. The ride will have you jostled about often over road imperfections, but it’s not the hard-edged initial shock of other sporty hatches. Bumpier roads are soaked up to to the point where you’ll rarely notice.

In its Sport setting, the steering weights up for a doughy, firm feel that feels appropriate for back-to-back cornering, but can’t quite translate a lively feeling through to the fingertips.

On the whole, it’s a beautifully capable car. It does lean more towards being a quick A-to-B car rather than being about the journey, which could have some buyers selecting more affordable alternatives such as the Hyundai i30 N.

Despite the fact that this Golf carries over the engine, transmission and suspension (but for minor changes), the Mk8 Golf is a markedly better hot hatch because every one of its mechanical systems has been improved.

You’d be forgiven for initially thinking the Golf GTI doesn’t have much bark, because it drives maturely and with refinement. But spend some time behind the wheel, and it becomes obvious that this is an incrementally faster, sharper and sportier hatch than the one it replaces.

The steering is well weighted, full of feel, and communicates exactly how much grip is available up the front. Get greedy with the throttle mid-corner and you will feel the beginnings of torque steer before the XDS electronic differential lock quickly takes things in hand and spreads the torque across the front axle, maximising traction.

The proventurbocharged 2.0-litrenow feels more eager to rev, and works well in tandem with the updatedseven-speed dual-clutch transmission. On the move, throttle response is quick without being overly sharp, and the transmission is smooth and decisive with its gear selection. Low-speed parking manoeuvres have traditionally been a weakness for Volkswagen’s DSGs, but we found nothing to complain about this time around.

The Vehicle Dynamics Management (VDM) system now more cohesively ties together accelerator, gearbox, steering and suspension systems to deliver a better driving experience. This system has four settings – Eco, Comfort, Sport and Individual – that adjust drivetrain, steering and suspension to suit economical or sporty driving as the driver desires.

As a result, the GTI rides and handles better. This is a hot hatch, but even so, the Dynamic Chassis Control (DCC) adaptive dampers provide a high level of comfort and compliance on the softer of its 15 settings. Move the slider closer to the other end and the ride firms appreciably to provide a good platform from which to attack your favourite road – yet still has the compliance to handle ruts and bumps without shock.

The DCC’s composure across the spectrum is, for me, one of the most tangible improvements. The new seven-speed DSG is another, and the XDS diff is a third, especially in how it pulls the GTI more aggressively out of tighter corners.

When you combine these three, the result is a very impressive hot hatch that has the maturity to handle the disparate demands of sedate commuting and scorching the back roads. The only blots on this involved the road noise from the 18-inch Bridgestone tyres and the brakes that were quite sharp in response to initial pedal pressure. We’d like to experience that on a second GTI before calling it a problem.

There is no doubt that both these cars deliver fast, engaging drive experiences, and pair that package with competent and comfortable interiors for the everyday commute.

They're much more similar than you'd expect. The 128ti is as subdued in the way it goes about performance as the Golf GTI, while the Golf delivers a premium interior experience that punches above its weight class.

You only have to look as far as the performance table above to see how closely they compete by the numbers too. This decision is becoming much more of a heart one than a head one.

But thinking methodically, while the Golf GTI's new-look austere interior is jarring at first, the space is commodious and the seats are very supportive for spirited driving. Though it presents as a nice space using choice materials, the BMW can't quite match the Golf for comfort and space.

In terms of the goodies you'll get for your spend, the BMW's infotainment system is a far nicer unit to use everyday. Controls are where you'd expect them to be, and although the Golf's system is marginally larger, the BMW infotainment contains the crisper graphics and displays.

The cars, again, end up on a fairly even keel when it comes to running costs. Whereas you'll be paying more for Golf servicing over three years, the BMW must only be refuelled with more expensive 98-octane fuel. That said, BMW's reluctance to move to a five-year warranty is a strike against it in the ownership stakes.

It must be said – both these cars are equally fun to steer. For a first go at a front-drive hot hatch, the 128ti's character is wonderfully resolved and is pure entertainment on a fun back road. But Volkswagen has been doing this gig for decades and has tuned the GTI into an all-encompassing car that can endure the pressure of a spirited rural drive, and run you to the office all week long in refined comfort.

After considering all facets of driving this pair, it comes out as a close battle in the end. But considering the new Volkswagen Golf GTI pips BMW's 128ti on price – and given how similar the two are – we choose the Volkswagen Golf GTI as the hero on this particular occasion.

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2022 BMW 128ti v 2021 Volkswagen Golf GTI comparison

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