Hindsight is 20/20 vision as they say and if one looks at the sales success of the Golf GTI, (and the more modest Golf itself), then it seems absurd that Volkswagen only planned to produce 5 000 units when the Mk1 GTI launched in 1976, which has sold 1.9 million units since.
The Golf GTI has always aimed to offer performance in a compact package, the results of which meant the original car had a modest 81 kW, yet weighed just 810 kilograms and made for an exciting driving experience. Much has changed over the years in terms of efficiency, performance and safety, all of which have influenced the Golf GTI to varying degrees over the generations. The latest Mk7 Golf GTI, however, seems only to have benefited.
While the Mk6 GTI drew heavily from its Mk5 forbear, the Golf 7 GTI is all-new. We already know the benefits that the company’s MQB platform has brought to the Golf range, with highlights being reduce weight, improved aero- and handling dynamics, as well as fuel efficiency. The latest GTI therefore, ups the ante.
Rolling on a chassis that is 42 kilograms lighter than before, the Mk7 GTI is noticeably more ‘light on its feet’, making changes of direction a little less cumbersome. In addition, the wheelbase is slightly longer, while the front and rear tracks are fractionally wider too. The GTI still uses a 18-inch and 225/40 sized wheel and tyre combination, but in combination with all-wheel independent suspension and the improvements mention above, the Mk7 GTI is more sure-footed and can be driven harder before starting to get flustered.
Volkswagen’s press units were fitted with Dynamic Chassis Control (a R10 000 option), which now includes an ‘individual’ setting that allows a combination of engine, chassis and steering modes to be set between Comfort, Normal, Sport, Eco.
The ride is compliant in all chassis modes, with ‘Normal’ being the best of both worlds, and ‘Comfort’ proving useful on some of the bumpier sections. The lack of body roll, especially in ‘Sport’ mode is a noticeable improvement, as is the more vocal and enjoyable induction roar from the engine.
It’s a testament to the original quality and engineering of the EA888 engine, first seen in the Mk5 GTI in 2005, that Volkswagen continue to build on its foundations some 8 years later in this 3rd generation. The capacity remains unchanged at 1 984 cc, but the engine has a completely new cylinder head that incorporates a water-cooled exhaust gas recirculation (EGR) system. The car’s engine management controls and improves the EGR’s cooling under heavy throttle loads, which VW says makes a crucial contribution to fuel consumption.
The new Golf 7 GTI boasts as much as a 1.3 l/100km improvement over the Mk6 version, with Volkswagen claiming 6.0 l/100 km and 6.4 l/100km for the 6-speed manual and DSG transmissions respectively.
While the engine’s peak power output has improved marginally from 155 kW to 162 kW, maximum torque has received a substantial 25% improvement for a total of 350 Nm. The improvements to the engine have meant that apart from the academic numbers, working with the engine has also become far more enjoyable and rewarding, with standout characteristics being the throttle response and willingness to rev well into the indicated redline.
The 6-speed DSG goes about its duties in the rapid and seemless manner we’ve come to expect from Volkswagen, albeit with a slightly louder and more satisfying ‘pop’ from the exhaust between shifts.
The 6-speed manual proved the more satisfying to drive on the local launch, not simply because our route took us over four of the Cape’s best mountain passes, but also because VW has given the manual a bit more sense of occasion. The golf-ball style gear knob is perched stylishly on top of the chrome plated gear lever, the throws between the gates are satisfyingly short and it feels a touch more accurate than before.
The car is being launched in the original colours of the Mk1 GTI, being white, black and red, but the 7th generation also features a number of unique styling cues. In addition to the GTI badges found on the front and rear, red ‘GTI’ plates are now located on the front fenders at the height of the character line. Separating the GTI from the standard Golf are red painted brake callipers, while the new GTI gets smoked LED rear lights in a custom design, as well as chrome tailpipes on the left and right of the diffuser.
The GTI’s interior is suitably sporty, but executed in the reserved fashion that’s been part of the car’s success. The seats continue to be comfortable and well bolstered, having instruments within easy reach and which are clearly legible. The touchscreen interface makes navigating the DCC settings and infotainment options easy, and the Golf’s colour LCD screen within the driver’s instrumentation has a premium feel to its operation.
Chrome plated pedals, inserts and surfaces, together with carbon fibre inlays, ambient lighting, as well as the contoured and leather-covered sports steering wheel, all add to the GTI experience without ever feeling kitch.
Another area wherein the new GTI has improved, is that of safety. A multitude of airbags, including a driver’s knee airbag, is standard equipment, along with side impact protection beams, ABS, EBD, ESP, a fatigue detection system and the new Automatic Multi-Collision Braking System. The new collision braking system automatically brakes the vehicle following an initial accident wherein the airbags have been deployed, thereby reducing the risk of follow on accidents as a result of the car’s kinetic energy.
It’s not surprising to find that the new Golf GTI is the best incarnation ever. It has improved in all aspects, but the reduction in weight, improved torque and engine response, as well as the snickety manual shift and more vocal exhaust, have made the GTI endearingly sportier too.
| Prices (incl. VAT & CO2 tax) | |
| Volkswagen Golf 2.0 TSI M/T | R368 300 |
| Volkswagen Golf 2.0 TSI DSG | R382 800 |
Pricing includes a 3-year/120 000 km warranty and 5-year/90 000km service plan.
