2019 Volkswagen Golf GTI Drive Review
This is Mk. VII for a car that has defined its brand -- and a category -- for 30 years. Given its near-complete makeover, it probably goes without saying the 2015 Volkswagen GTI is the best GTI yet, but for the record, it is the best. The more important judgment applies to fast compact hatchbacks in general, and whether the next GTI is best in class. It's larger, lighter and faster than today's GTI (known inside VW as Mk. Horsepower increases 5 to 10 percent, depending on specific configuration, and torque a more substantial 24 percent. Yet fuel efficiency also improves 18 percent. The '15 GTI feels more spacious inside and offers class firsts such as a true mechanically locking, limited-slip differential. It and the next Golf will be the first North American products VW has built from the company's MQB platform, touted for its flexibility and potential cost savings.
Most exterior dimensions increase slightly: length and wheelbase 2.1 inches, width nearly an inch. The roof, however, sits an inch lower, contributing to a significant aerodynamic-drag reduction. The unibody is welded from 28 percent ultra-high-strength, hot-formed steel, compared to 6 percent in the Mk. VW's front- or all-wheel-drive MQB platform uses a single identical part between the steering box and the firewall regardless of the vehicle or application. It's the key body section when it comes to engineering for both crash protection and vehicle assembly, and the commonality represents potentially huge savings in development and assembly costs. Going from that single engine/chassis foundation, MQB can accommodate everything from a subcompact car like VW's European Polo to a midsize SUV like the Touareg. In the new GTI, the consequences are a body-in-white stronger and more rigid than the Mk. VI but also lighter, providing the single biggest contribution to a 32-pound curb-weight reduction. This GTI is a subtly handsome car with a wide C-pillar harking back to the original Rabbit/Golf.
Its appearance has changed more substantially than photographs might suggest and judgment is best reserved for the real thing. The engine is the familiar, 2.0-liter direct-injection turbo-four -- still with the cast-iron block, though a new casting has trimmed eight pounds. A new cylinder head design features a water-cooled exhaust gas circulation loop to reduce fuel consumption at full load. Peak horsepower in standard trim increases 10 (to 210) but the biggest improvement is measured as torque. Peak torque increases 51 lb-ft to 258 and it comes a bit sooner in the rev range, and over a broader span. And that's before the Performance pack. This option increases maximum boost and fuel flow slightly -- increasing peak horsepower to 220 and spreading maximum torque over an even broader swath of rpm. The upgrade also adds larger front brakes, vented rear rotors and a hydraulic, clutch-operated locking differential able to send all torque to one wheel or the other.
VW claims it's the first use of a mechanical slip-controlled differential in a front-drive car, replacing the standard electronically controlled diff, using the brakes to limit torque delivery to one wheel or the other and thus simulating limited slip. Compared to the standard Golf, the new GTI's ride and center of gravity are lowered 0.6 inch. It also gets a variable ratio electrically assisted steering rack, speeding up the steering as it moves off center. It will finally be offered in North America with summer performance tires. The 2015 GTI will be built at VW's assembly plant in Puebla, Mexico, starting in early 2014. The first cars should hit U.S. 24,500, the 2013 base. The GTI will come standard with 18-inch wheels, heated front seats, Bluetooth and a new safety feature called Automatic Post-Collision Braking, which applies the brakes to stop secondary impacts in a crash. Confirmed options include leather, keyless start, a power driver's seat, 400-watt Fender audio, navigation and adaptive, bixenon headlights with LED DRLs.
