2019 Volkswagen Golf GT

Wolfsburg, 29 August 2005 - At the International Motor Show (Cars) in Frankfurt, Volkswagen is presenting a ground-breaking innovation in the development of direct injection petrol engines: The world's first twin-turbocharged FSI engine - the "Twincharger". The engine developers at Volkswagen have taken an unusual approach to achieving lower fuel consumption values: Reduction in cubic capacity alongside the combination of an exhaust turbocharger with a compressor. With the new 1.4 l 125 kW Twincharger engine, Volkswagen has impressively succeeded in pushing ahead with the logical further development of its own FSI technology to achieve even more driving pleasure and efficiency. The combination of exhaust turbocharging with an automatically switched, high-speed mechanical compressor develops the same torque as a high volume naturally aspirated engine at the same time as achieving lower consumption values. In particular, the high level of torque developed at low engine speeds means that drivers can delay shifting gear for longer.

This means customers are going to be even more excited about turbocharged SI engines - particularly since the average consumption is only 7.2 l/100 km (39.2 mpg). In addition, the design of the exhaust system helps to keep consumption as low as possible when driving at speed on the motorway. However, driving pleasure is increased even more whilst retaining the low consumption values: From spring 2006, namely, the "Twincharger" can be combined with the fascinating DSG direct shift gearbox. It is a successful synthesis between driving pleasure and economical responsibility. The compact power unit develops 125 kW / 170 PS and a maximum torque of 240 newton metres in the range between 1750 and 4500 rpm. With this engine, the Golf GT has a top speed of 220 km/h (136 mph) and reaches the 100 km/h (62 mph) mark in only 7.9 seconds. Its considerable torque makes the engine feel like a high-volume naturally aspirated engine, while the possibility of driving with fewer gearshifts keeps the overall fuel consumption down to a frugal 7.2 l/100 km (39.2 mpg).

And, it goes without saying, there is plenty of power in reserve for overtaking on country roads. The new compact FSI with twin-turbocharging will first be used in the sporty Golf GT. This variant is positioned between the Golf Sportline and the Golf GTI. Its exterior is differentiated by an individual front section with a V-shaped grill in the body colour as well as special alloy wheels. Special sports seats and a three-spoke sports steering wheel lend additional appeal to the interior. Another power unit for the Golf GT will be available from the end of 2005 also: the powerful 125 kW / 170 PS 2.0 TDI. This four-valve TDI engine with piezoelectric pump/nozzle injection elements and a diesel particulate filter as standard gives the Golf GT extremely sporty performance with a torque of 350 newton metres, combined with attractive consumption values. All the data and equipment options in this press release apply to the range of models offered in Germany. There may be differences in other countries. We reserve the right to make changes and correct mistakes. The terms FSI, TDI and DSG are registered trademarks belonging to Volkswagen AG or to other companies in the Volkswagen Group in Germany.

Pep levels from a standing start are high - all that torque landing at once - but only if you avoid the battery-saving Eco mode. Stab that button and suddenly the Leaf feels like it’s wading through mud. 10k cheaper than the Leaf SL I tested. Unlike the Leaf, which is only sold as an electrified model, the e-Golf is a variant of VW’s existing Golf line-up. There are a couple of differentiating aesthetic features, like the low-resistance alloy wheels and LED lights, but you could easily mistake it for any of the other four-door hatchback Golfs on the road. It uses a slightly more powerful 85 kW motor but a smaller 24.2 kWh Li-Ion battery, so while the economy numbers are a little better than the Nissan at 116 MPGe, overall EPA range is just 83 miles. The gas-powered car’s dashboard carries over too, which means an analog fuel gage repurposed to show battery level.

I’m less convinced by VW’s graphics overall; the touchscreen in the center console didn’t give me the same at-a-glance overview that I felt I got from the Leaf. In the driver’s display, I had to choose between the useful digital speedo and always seeing the range-remaining estimate. Space inside is similar on paper but in practicality beats the Leaf, particular in rear legroom where Nissan’s batteries eat into footwell space. Where the SL-trim Nissan gets leather seats, the e-Golf SE makes do with cloth, and indeed the whole cabin feels a lot darker and under-equipped overall. No steering wheel music controls here, though you do get Apple CarPlay support. It’s solid, but hardly inspiring. Happily on the road the e-Golf does much better. With 115 HP it’s slightly more powerful than the Leaf, but more importantly both steering feel and handling are spritely. VW’s stability control is less intrusive too. ” settings which limit acceleration and scale back things like HVAC to prolong range.