Volkswagen Golf GTI: Forty years of remarkable history worthy of respect - Sportscars
THE XNUMXTH GENERATION GOLF HAS ARRIVED NOW. GTI, 37, should be there compact sporty by definition, one and only. No other company can boast so many design and manufacturing hours and so many development miles. When I arrive at the magnificent Grand Sambuc piste near Aix-en-Provence, I almost expect it to take off, surpass the speed of sound, and while it's there, also find the miracle cure for the common cold.
In fact, everything is much simpler, but no less effective. The GTI Mk7 offers a range of technologies to improve your driving experience: differential mechanical with electronic control, engine modified with adjustable valve lift e frame with adjustable dynamics. According to technical experts, the idea is to improve manageability, performance and availability. “The car does what you want it to do,” explains Carsten Schöbsdat, Chassis Manager. “It only takes a few kilometers to feel comfortable,” adds Lars Frommig, driving dynamics specialist. At this stage, the engineers show me a series of slides showing the increase in lateral g-force, the best acceleration and the lowest drift angle (the Germans have a special word for it: "Schwimmwinkel") and, of course, the best lap time of this new version.
It's time to find out if reality lives up to expectations. It is now nine o'clock, and today we have until six. We also have a set of additional tires. The vehicle we will be testing has Performance package и Manual Transmission, what is he doing price about 1.000 euros over the standard GTI and gives an additional 10 hp and an ei electronically controlled differential brakes large front wheels 340/30 (diameter / thickness). This instance also has self-ventilated discs rear (Performance Pack option),Adaptive chassis control optional (ACC) AND Driver profile selection, standard for all versions, allowing you to customize the ACC parameters.
Engine of 1.984 cc without a key instead, it is optional). Soft rumbling coming from dual exhaust he immediately declares Golf's fighting intentions, even if he remains calm and polite at the very least. The last three generations of the GTI have had a great low stance and the Mk7 is following in their footsteps. The gear shift knob, in the traditional round golf style, is now positioned over a chrome golf club with a set of buttons at the base.
The most interesting of all - with the inscription MODE... Clicking on it activates the driver profile selection. The center screen displays various modes: Comfort, Normal start, Sports, Eco e Private person... Comfort feels too soft when you have a chain, so I try Normal to get my first impression of a neutral chassis. In this modeESP it is active and the differential is weakened.
First impressions are great: linear control, sturdy and solid enough pedals, here you go. steering fast, and the gearbox is shorter and faster than the GTI Mk6 I rode from home to the airport this morning. The steering combines an electric motor with a classic rack and pinion system. The distance between the teeth of the rack is not constant, but variable: this speeds up the response to extreme loads and reduces the speed steering wheel from one extreme to the other, but without the instability at high speed usually associated with fast stance.
It's time to find out how the GTI handles in slow, tight and secondary corners. The head tells me to take the steering wheel from above and turn 270 degrees, but I don't need that. In the next round, I keep my arms in the canonical position and cross my arms 180 degrees. I practically do not need to take my hands off the steering wheel either on the track, or, as I will find out later, on the road. Impressive!
Since the Golf seems to be doing well, I decided to pick up the pace a bit. With ACC in Sport mode, the suspension is stiffer, the steering is firmer,accelerator more responsive and more discreet ESP. The frame stiffens and the GTI smoothly clears the first fast chicane while grabbing onto the tarmac. The GTI takes the fastest corners with amazing speed, but it is always very controllable, so much so that if you try to go crazy or kick off the accelerator in the middle of a corner, the car will still be glued to the trajectory. ... Rear grip is good and stability is excellent.
When exiting a corner, the differential guarantees excellent traction. Once you've passed the top and established an outgoing trajectory, with the GTI, you end up with full throttle at every corner. It actually takes a lot of courage and confidence to bury the throttle and fully enjoy the effect of the differential, but once you learn how to do it, the behavior becomes natural, even if it is a little flat and devoid of nuance. This is an effective yet disappointing guide for those who have been improving sensitivity in their right foot over the years to learn how to regulate labor.
The differential transfers power to the wheel that needs it most, instead of being controlled by braking like an electronic pseudo differential. Use one hydraulic pump to apply pressure to a multi-disc system that acts as friction between the differential gears and the shaft, with a control unit to regulate the power delivered to the wheels. “That way we don't need a RevoKnuckle,” Frommig says, referring to Ford's approach to managing torque response at the wheel. Engineers don't like to call it "torque vectoring", but as they explain to us, the effect is very similar: it stabilizes the front axle, reduces the "schwimwinkel" on the rear axle and, above all, counteracts understeer. “With this system, you don't need all-wheel drive for stability in very fast corners,” explains Manfred Ulrich, who is in charge of chassis and suspension adjustments. Schebsdat, however, adds that it will be possible to adjust the structure in such a way as to allow oversteer with all wheel drive. The result of these adjustments will be “R», Expected by the end of 2013.
Since the tires seem to be in poor condition, I bring the Golf back to the pits, hop onto the twin and go outside. When I find a beautiful stretch near Saint-Paul-le-Durance, the real challenge begins: a lot of straights from the fourth, turns to be done in the third, and hairpins from the second, with oncoming descents, jumps and little movement. Under these conditions, the accuracy and consistency of the steering response that has arisen on the track is confirmed, and the feedback is also good. You always know what kind of grip there is when entering and exiting corners, and this allows you to increase the level of driving. “We have a new look amortizer at the rear with better anti-lift properties,” explains Manfred Ulrich.
The GTI Mk7 is definitely more bumpy mid-corner than the Mk6. That's not to say it's better - indeed, to be honest, the Mk6's slightly rougher rear axle conveyed more feel - but it's more in line with the Mk7's stable and controlled character. The new GTI is lightning fast, and its inherent sense of solidity encourages you to drive more and more aggressively. The brakes don't show the slightest sign of fading either on the road or on the track, and the frame never vibrates or shakes, but always remains firm and manageable.
The engine has more mid-range torque. The GTI with Performance Pack develops 350 Nm, the same as the Golf R Mk6 and just 30 Nm less than the upcoming diesel GTD. While the GTI Mk6 reached 100 in 6,9 seconds, the Mk7 cuts the time down to 6,4 seconds for the Performance Pack version and 6,5 seconds for the standard version.
The modified EA888 engine now hasadjustable valve lift but without the performance boost commonly associated with these systems. While more efficient, the transmission is now less attractive than the outgoing model, especially since it can't compete with the Mk6's higher revs and higher power output. The previous GTI peaked at 211 hp. at 5.300 rpm, current - 230 hp at 4.700 rpm. In many ways, the Mk7 behaves more like a diesel: the throttle opens less at medium speed to make better use of the torque rather than hitting the accelerator. This is a very efficient, but not particularly impressive powertrain.
Returning to the track, I get lost and do another 50 km to find my way. In this unexpected situation, the car reveals another aspect of its own, and is beautifully confirmed by the height of these two letters in its name: "GT". IN points in plaid fabric are comfortable, Driving Position relaxed but highly adjustable, the dials are crisp and the system infotainment it is perfectly. Noise is reduced to a minimum and normal driving becomes more relaxed. If I rode it all the way to France from my home, I bet I would come here rested enough to still want to climb it. Finally, back on the road, I take the three-door car - always with the Performance package - and do a couple more laps. The chassis is a bit stiffer than the five-door, but the ride doesn't feel harsher.
After several hours of fun with the new GTI, my time is up and the technicians want to hear my impressions. First of all, I congratulate them: the GTI Mk7 is better than the Mk6 in every respect. Differential and suspension in very good condition. Balance, grip, agility ... this Mk7 has it all. IN rear axle It's not as technologically advanced as the front end, but it's still impressive: it conveys a sense of security that allows you to take corners more aggressively, knowing the car won't do anything unpredictable.
The main problem with GTI is that it tries its best to get you involved. With the funniest front-wheel drive compacts, it takes time to get carried away, and after an hour on the track and on the road, I already got the impression that I have nothing more to learn about the GTI. It's not the kind of car that makes you drive again: the Mk6 I drove home from the airport in was just as fun, if not more fun. The fun factor we love so much about the EVO has been suppressed: the best sports compact car in that sense is a little disappointing. Even if you find it difficult to consider a compact car other than the Golf GTI, I advise you to put your prejudices aside and try the Mégane RS or the Opel Astra OPC. You will be pleasantly surprised.
