Volkswagen Golf GTI 2013

[Touareg 2.5]

http://youtu.be/ESYEnaNwkn0

Ecco la new GTI in movimento

[MotorPassion]

Fonte: Auto Blog: Video, Prove e Recensioni di Nuove Automobili | Autoblog.it

[MotorPassion]

Dsiponibile il configuratore per GTI e GTD sul sito Tedesco di Volkswagen.

P.S. è un dettaglio che ho notato subito dalle prime foto, non so se qualcuno lo ha già fatto notare, la forma del "radar" presente al centro della griglia anteriore ha cambiato forma.

[Touareg 2.5]

carscoops

Altre foto nel primo messaggio. Autocar, avendola provata, ha definito sta GTI MK VII come un enorme passo avanti rispetto alla precedente!

[evilwithin]

Scusate se mi sono perso un attimo, ma vorrei un chiarimento su un punto tecnico:

la versione Performance ha il differenziale meccanico o elettronico?

Su AlVolante dicevano elettronico, ma hanno un'autorevolezza pari a quella di mio cugino...

[poliziottesco]

Mi pare che sia un misto...si tratta di un differenziale meccanico a controllo elettrico. Ricordo di aver letto che in pratica una pompa idraulica azionata elettricamente lavora su una frizione multidisco tra il differenziale e l'albero di trasmissione, con una ECU a regolare la potenza applicata alle ruote.

Chiedo venia per cazzate varie ed eventuali

[ISO-8707]

Scusate se mi sono perso un attimo, ma vorrei un chiarimento su un punto tecnico:

la versione Performance ha il differenziale meccanico o elettronico?

Su AlVolante dicevano elettronico, ma hanno un'autorevolezza pari a quella di mio cugino...

Mi pare che sia un misto...si tratta di un differenziale meccanico a controllo elettrico. Ricordo di aver letto che in pratica una pompa idraulica azionata elettricamente lavora su una frizione multidisco tra il differenziale e l'albero di trasmissione, con una ECU a regolare la potenza applicata alle ruote.

Chiedo venia per cazzate varie ed eventuali

[Wilhem275]

Qualche rivista ha avuto modo di provare se è discreta da guidare usando il volante?

[superkappa125]

Qualche rivista ha avuto modo di provare se è discreta da guidare usando il volante?

Autocar, che addirittura le assegna 4,5 stelle.

[h=1]Volkswagen Golf GTI Mk7 review[/h]

• Introduction
  
• Prices and specs
  

The Volkswagen Golf GTI Mk7 threatens to give the Ford Focus ST a bloody nose in the hot hatch market

This is the seventh-generation Volkswagen Golf GTI and is a genuine return to form

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PrevNext

There are all sorts of reasons why you will be somewhere between impressed and blown away by this latest, seventh-generation Volkswagen Golf GTI.

For starters, it costs a mere £195 more than the outgoing model, at ‘just’ £25,845. Second, it is rated fully five insurance groups lower than the previous Mk6 Golf GTI, thanks chiefly to that strange little device that you can see in the middle of the grille, the one that looks a bit like a camera. It’s a radar-operated speed and distance sensor, basically, and, according to VW, it will prevent you from lunching your sparkling new GTI into the back of another car by applying the brakes for you in an emergency, hence the hugely lower insurance rating.

[h=2]Steve

Sutcliffe[/h]Editor-at-large

The £980 Performance pack transforms the car

Third – and this is the bit that counts – it is a quite phenomenally well resolved car to drive. And by that, I don’t just mean that it’s unusually secure or stable near the limit (even though it is exactly that). It’s also razor sharp, dynamically.

The new variable-ratio steering rack is crisp and ultra-incisive but also natural and full of feel. The handling is similarly sweet, the front end feeling as if it has been physically nailed to whichever apex you aim it towards. Even the ride quality has taken a monumental step up in overall quality, which is probably the biggest surprise of all, given what VW has served up in the past: a series of GTIs that have been composed but firm in the extreme, and not exactly bubbling with feel, either.

But there’s really only one thing you need to know about the latest GTI to understand why it’s as peachy to drive as it is. The chap who signed off the chassis of this car used to work for Porsche until VW gave him a new set of overalls with the words ‘Golf GTI’ emblazoned on them. And when he worked for Porsche, his last job was to sign off the 997-generation 911 GT3 RS. So right there, you can see the pedigree that the new GTI contains – because the 997 GT3 RS was one of the best-handling Porsche road cars that there has ever been. Amen.

Do not, however, think that the new GTI is some kind of thinly disguised road racer that has the ride quality of a skateboard and the handling of a nervy competition car. It isn’t like that at all, in fact, but it is a whole lot more agile and communicative than pretty much any GTI since the Mk2 16v.

Yet at the same time, it’s also at least as stable at high speed as the previous model (VW’s claim, not mine) and at least as predictable to control near the limit – with a suppleness of ride that is head and shoulders above that of any previous Golf GTI. All of which is exceedingly good news if you’re a GTI fan who happens to appreciate the finer points of a car’s ride and handling, because at no stage in the past, ever, has the Golf GTI driven as beautifully as this.

The model we tried was the slightly more expensive, but actually rather good value, GTI Performance edition. The standard car comes with a 217bhp version of VW’s turbocharged, direct-injection 2.0-litre engine, with a hefty increase in torque over the old car to 258lb ft (the same amount of lugging power as you get in the Golf R and Scirocco R, no less). In the GTI Performance, though, you get 227bhp, slightly bigger front brake discs, ventilated rear discs and, best of all, VW’s exceedingly trick new E-diff at the front, all for a mere £980.

This is the first time that any front-wheel-drive road car has been offered with an electronic diff (rather than a mechanical limited-slip diff), and on the road it endows the new GTI with a quite uncanny combination of stability and traction. It works in a similar way to the various torque vectoring systems that you get in most Porsches nowadays (spot the connection there?) and it makes the GTI feel much like a four-wheel-drive car on the move in that there is grip available seemingly everywhere.

Understeer is virtually non-existent, and the traction it finds, not just on smooth roads but rough ones too, is ever so slightly surreal in practice. If ever an option was worth £980, this is it, especially when, for the same amount of money, you can upgrade from the standard 18-inch wheels to 19s, which would seem a heroic waste of money by comparison.

Inside, you get the same high-quality fixtures and fittings that you’ll find in any other Mk7 Golf, but with beefier front seats, racier-looking dials, a standard-fit touchscreen on-board computer system and a genuinely decent amount of space in the rear seats and boot. There’s a very real feeling of being on board a well executed piece of engineering in the new GTI and, as ever, the doors thunk shut in a way that no other rival at similar money can replicate.

Externally, there is a predictable amount of LED lighting to keep fans of the genre contented and the Audi R8-like strakes beneath the xenon headlights tell the world that this is A Fast Car. Otherwise, the GTI is predictably restrained on the styling front. The only way you can tell that someone has specified the GTI Performance pack over the standard model, for example, is by looking at the brake calipers, which bear the magic moniker. Subtlety is the key word here.

But there’s nothing subtle whatsoever about the vast range of improvements to the way the new Golf GTI drives. It is a superb return to form for the iconic model. The Golf GTI has got its mojo back.

[Uomo dell'Ovest]

[h=1]2013 VW Golf GTI Performance review[/h]Rating:

[h=2]The mk7 VW Golf GTI has more power, loads of new tech and a Performance Pack option. We drive it[/h]

By Nick Trott

April 2013

What is it?

The mk7 VW Golf GTI. Now in its seventh iteration and 37th year, we’d wager no other car of its genre has ever benefitted from more engineering man-hours, development miles or intellectual effort. It’s priced from £25,845, but the more focused GTI Performance tested here starts at £26,825.

Technical highlights?

The mk7 GTI offers a variety of new driver-focused technologies – an electrically controlled mechanical differential, a revised 2-litre turbo engine with variable valve timing, and a chassis with configurable dynamics. Talking to the engineers, a philosophy of improved body control, more immediate responses and increased performance emerges.

This Performance Pack version of the car costs £980 more than the standard GTI and gives you ten extra horses (taking the total to 227bhp), that trick diff and larger front brakes – up from 312/25mm (diameter/thickness) to 340/30. Both the Performance Pack and the standard GTI models have vented discs on the front, of course, but the PP gets vented discs on the rear too. We also have Adaptive Chassis Control (another £795), while Driver Profile Selection – which allows you to configure the ACC settings, amongst other things – is standard.

What’s it like to drive?

First impressions are very good. There’s a real linearity to the controls, great weighting and resistance in the pedals, quick steering, and the gearshift throw feels shorter and faster than the mk6 VW Golf GTI. Progressive Steering, standard on the GTI, combines an electric motor with a rack-and-pinion set-up. However, the tooth spacing on the rack is variable rather than constant – the aim being a faster response to extreme inputs and fewer turns lock-to-lock, but without the high-speed instability associated with a conventional ‘quick’ rack. The result is very impressive.

Time to up the pace. ACC in Sport means stiffer damping, heavier steering, better throttle response and looser ESP. The chassis tenses noticeably and through a fast chicane, the GTI remains flat and agile. Indeed the speed carried through quicker corners is eye-opening – even acting the hooligan and suddenly lifting off does nothing but tighten the line. Again, this is deeply impressive – grip across the rear axle is secure and the GTI’s stability superb.

The mk7 GTI certainly feels much happier over mid-corner bumps than the mk6 GTI. That’s not to say the mk7 is better – indeed, the slightly busier rear axle of the mk6 telegraphs useful information to the driver – but it adds to the mk7’s more stable, controlled character. The new car can make quite extraordinary progress on the road, the innate sense of solidity encouraging harder and more aggressive driving. The brakes never fade on track or road, the chassis never shudders or shivers over rough tarmac, and the chassis’ overall poise is nothing other than settled and contained.

How does it compare?

Far cheaper than the GTI but offering similar practicality (and more in its unique estate version) is the 247bhp, £21,995 Ford Focus ST, while greater driving thrills come from the 276bhp, £26,995 Vauxhall Astra VXR and the 261bhp, £25,245 Renaultsport Megane 265, our current hot hatch of choice. The Golf also appeals to premium buyers, who might be considering the 296bhp, £30,500 Audi S3 or 316bhp, £30,555 BMW M135i, which is a fine rear-drive choice.

Anything else I need to know?

The main issue is the GTI’s ability to excite. The most engaging front-wheel-drive hot hatches take a while to key into. After an hour on track and a couple of hours on the road it felt like the GTI had yielded all of its character. A fuller analysis is in evo issue 183, on sale Wednesday April 24.

Fonte: VW Golf GTI Performance mk7 review | evo