The turbocharged four is a brilliant engine
- potent, yet totally relaxed and always eager to rev. Unlike the Mercedes CLA
I drove a couple of days later, the Volkswagen gets on very well with its DSG
gearbox. Shifts tend to be quick and smooth, the electronics are rarely in
doubt about which ratio they should pre-select, and the paddle shift enhances
the feeling of being in total control. That's the good news. The bad news
concerns the calibration of the six-speeder. While the first five ratios are
staggered just about right, sixth is so long it's almost grotesque. If maximum
speed was to be attained in top gear, the new GTI would be good for a
hyper-theoretical 335kph. With the transmission in S, however, this is rarely
an issue because S happens to obey a very energetic algorithm. When in D, the
black box shifts into sixth at low engine and road speeds, thereby changing the
character of the car from GTI to fuel sipper. It may be politically incorrect to
accept higher fuel consumption, but a GTI top gear ought to be a proper driving
ratio.
The
original GTI had a red stripe on its grille; now it extends into the headlights
Perhaps the cogs in the optional
Performance Pack work bet ter. It comprises a slightly beefier 169kW engine,
bigger 17-inch brakes with red GTI calipers and an electronically controlled
mechanical diff lock by Haldex. While the base model makes do with solid rear
discs, the PP includes larger inner-ventilated rotors all-round. To improve
grip and traction through tight bends, the state-of-the-art differential sends
more 1,000mph to the outer wheel. At the same time, it's claimed to curb
excessive under steer and soften Iift-off over steer. Torque is unchanged, but
the acceleration improves by one tenth, and the maximum speed increases to
249kph. VW is expecting every second GTl buyer to tick the box marked
Performance Pack. l would.
18-inch
'Austin' alloys are standard
I'd also rick the box marked Dynamic
Chassis Control (DCC). It lets you choose from five different driving modes -
Comfort, Normal, Sport, Eco and Individual. Hit the symbol on the touchscreen
and you instantly tune dampers, steering, engine, transmission, adaptive cruise
control, dynamic cornering lights and air conditioning. Great, but you'll be
surprised to hear that not even yours truly would put the drivetrain into
Sport. Why? Because that entails early downshifts, late upshifts and an
unnecessarily high rev level. Even when you try to maintain a steady throttle
position, the black box takes too long to calm down.
The
same font for 'GTI' has been used since its inception
It takes less than a quarter of a tank for
myself and the car to fuse. The GTI oozes confidence, and when it comes to
exploring the boundaries of tool and operator, confidence is as important as
respect and trust, agility and ability. True, the high-tech Golf Mk7 is
considerably bigger and heavier than the no-frills Mk1, but it's also
significantly more potent and massively more competent. What hasn't changed
over time is the Mini-like chuck-ability, the tenacious road-holding and the
clarity of the communication. Even though the power output has doubled, the
sensation of speed relayed by the 2013 VW is actually toned down somewhat by
all the electronic helpers which were conspicuous by their absence 37 years
ago.
