By: Minesh Bhagaloo in Nice, France
It’s taken Volkswagen 37 years and seven generations to exactly double the output of the first Golf GTI, which back in 1976 pushed an impressive 81 naturally-aspirated kilowatts through its front wheels.
The latest GTI, which has just had its world launch and will be reaching our shores in July, makes 162kW and 350Nm (7kW and 70Nm more than its predecessor) – with VW claiming 6.5 seconds for the 0-100km/h sprint and a top-end of 246km/h. European buyers get the option of a Performance version which pushes that power output up by another seven kilowatts, but like the three-door derivative it’s unlikely SA will get this spicier version.
ENGINE EVOLUTION
The 2-litre direct-injection turbo, first seen in the Golf 5 GTI, remains largely the same – with the biggest modifications being greener cylinder-head technology with better thermal management for shorter warm-up times. Also new is a dual-injection system (direct and multipoint), with software switching between them dependent on driving conditions.
Combined with stop/start tech the carmaker is quoting consumption of 6l/100km (18 percent better) and emissions of 139g/km (from 170g/km before) for the now Euro-6 compliant powerplant. These eco-friendlier numbers can also be attributed to the newcomer being 42kg lighter (thanks to an innovative new platform), sharper aerodynamics, and revised gear ratios for lower engine revs.
There’s also been quite a keen focus on the handling attributes of the newcomer, with the engineers throwing in various upgrades – and claiming this to be the most agile GTI yet. Volkswagen says this GTI is around eight seconds quicker around the Nürburgring than its predecessor.
FINE-TUNED CHASSIS
Underpinning the car is a sports suspension (which is 15mm lower than the rest of the Golf 7 range) with firmer spring and damper rates; and Progressive Steering, which shortens the car’s lock to lock ratio to just two full turns.
The XDS+ electronic limited-slip diff, which debuted in the Golf 6 GTI, has been fine-tuned and the stability control now has an intermediate Sport setting, which delays stability control interference.
Also new in the latest Golf GTI is a Driving Profile Selector (accessible via the touchscreen) which lets you tweak the chassis setup (Dynamic Chassis Control) between Comfort, Normal and Sport – and there’s an Individual option which lets you configure everything from the chassis to steering feedback.
You wouldn’t be blamed for having to look twice to recognise the new GTI, with tell-tale signs including the new “Austin” alloys, the black splitters on the front bumper, the branded red callipers, and the typical GTI strip on the radiator grille. Other design highlights include the air intakes, honeycomb grille, large rear spoiler and tailpipes, and smoked rear LEDs. An oddity, though, is the (optional) Active Cruise Control sensor, which sits behind a cutaway section of the grille and takes away from the sporty look.
CUTTING-EDGE OPTIONS
There’s also some interesting new boxes to tick on the options list, including City Emergency Braking (for traffic conditions), Lane Assist, the abovementioned Driving Profile Selector, a Dynaudio high-end sound system, and Car-Net which can run Google Earth mapping but requires costly live data.
The cockpit is both racy and nostalgic, with highlights being the traditional golf-ball gearlever, sport seats and squared-off steering wheel. The red lighting, colour screen and stainless steel pedals are nice touches too.
REFINED HANDLING
The mountain passes near St Tropez are both tight and snaky, making it obvious that the Germans wanted the stage set to prove the GTI’s handling prowess. And they succeeded. Available again in six-speed manual or DSG, VW’s latest hot hatch isn’t a giant leap forward in power terms – but it’s the balance it’s created with the refined handling that shines. All the fancy new tech has created a car that feels magnetically drawn to tar, with not a whiff of understeer. Brake late, exit hard early. Repeat. It’s like a perfectly weighted knife, happy to cut through mountain passes or slice down long straights.
FEELS FASTER
It also feels quicker than the carmaker suggests, with feisty boost available at any point in the rev-range, banging into the limiter.
The quick-shifting DSG gearbox is obsessive in keeping the power readily available. My only quandry was with the electric steering, which in Sport seemed schizophrenic, wandering between feeling hard and soft. The Normal setting rectified this.
And I’ve saved the best for last: the pricing. Volkswagen SA has assured us that when it arrives here in July the Golf 7 GTI will cost just three to five percent more than the outgoing model.
Now if only they’d bring in that Performance version. -Star Motoring
Follow me on Twitter: @MineshBhagaloo