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A de-chromed body, decorative red stripes, three letters on the front grille: The new Volkswagen GTI has the subtle touchstones that have characterized it since it began in the mid-1970s. What began as a secret project for the first-generation Golf made it to production and became an instant success. The original GTI defined its segment, and the upcoming eighth-generation GTI promises to keep GTI on top.
In the US market, the front-wheel drive GTI, equipped with a turbocharged 2.0-liter four-cylinder TSI engine with approximately 245 horsepower, will first be the only way to get the newest Golf. After the launch of the GTI, it will join through the all-wheel-drive Golf R, with a force of approximately 330 horsepower. But that’s it. There will be no normal golf in the United States and, unfortunately, that means there will be no Sportwagon or Alltrack.
These ITMs bound for the United States will come from Germany from Mexico. And a first walk through the territory of the GTI – rural roads and roads near Wolfsburg – gave us very excited.
The GTIs we tested were versions with European specifications, but the U.S. models deserve to be equally blunt. The advanced four-litre, 2.0-litre turbo engine (EA888) develops 245 horsepower from 5000 to 6500 rpm. The maximum torque is an impressive 273 lb-ft, delivered from 1600 to 4300 rpm. According to Volkswagen, this force is enough to push the GTI to a hundred km/h in 6.3 seconds. This number is cautious given that the seventh generation with less force can succeed in 60 in less than six seconds. The maximum speed is 155 mph. Fuel intake has not yet been assessed, however, we expect the GTI to adjust or exceed EPA figures of 24 mpg in city and 32 mpg on the existing car road.
Regular C/D drivers will appreciate the continuous presence of the manual transmission. The gait is such that you can reach 60 mph in a moment and the 3rd gear is smart for approximately 160 mph. The engine is incredibly elastic, makes strength and travels through all the diversity of speeds with acceptable linearity.
However, the manual gearbox may be better. The pitches can be a little shorter and the brake pedal protrudes to a point that makes it difficult to perform a degradation from heel to tip. The manual also helps keep the kickdown transfer under the throttle pedal, which is a bit silly in a manual. There is no automatic formula for automatic speed adjustment, which makes the pedal position even more pitiful.
The other gearbox is VW’s well-known seven-speed dual-clutch automatic. This adds about 65 pounds, bringing the empty weight to around 3220 pounds, however, we cannot fail in instantaneous and fluid gear changes. The gearbox is controlled with a futuristic selector on the center console and two paddles on the guide wheel. Keep the paddle left down and the gearbox will give you the lowest gear imaginable for your speed.
We believe the GTI is more agile and fun with the manual gearbox, but the dual clutch is excellent. The blows and shrapnel during shifts and when you get up have largely disappeared, but this is possibly due to the mandatory removal of particles in Europe. American models may not be clarified, which can make them a little more dramatic.
The chassis configuration and integrated electronic control systems are excellent. The address is incredibly accurate and straightforward; Electronically controlled surprise absorbers can be placed in a wide hole, from padding to very hard. The electronically controlled VAQ front differential lock is amazing for the XDS system with stability control, which stays in the car to complement other dynamic systems. The guide and traction, particularly compared to the previous GTI, especially when supplied with 235/35R-19 tires, as in our control car.
Like the new Golf, the new GTI has an almost impressive futuristic board, configurable in various ways. It would possibly be a bit sophisticated, but it offers a wide variety of demo styles. The seat fabric is reminiscent of the first GTI, and for those who don’t like tartan, there’s a leather option. The central console is a charging module for smartphones and two cup holders. They work well in the automatic version, but in the manual version, all cups, bottles or cups will interfere with the driver’s elbow when changing gears. Fortunately, you can throw your drinks on the wallet supports of the door.
The GTI remains at the top of its class in terms of quality and materials, and it feels truly spacious inside despite its compact body. The sport seats offer plenty of lateral support, yet they are comfortable enough for long road trips.
Although we sometimes approve the virtual user interface, we have a specific problem: the stability formula configuration is buried deep in the bowels of the complex menu structure, and requires six amazing push or slide inputs to disable the formula or put it into Sports Mode, which allows for larger yaw angles. In a sports car like the GTI, this feature deserves a button directly in the driving menu.
In Germany, the GTI will charge around 35,000 euros, adding a sales tax of 16%. When it launched in the United States in late 2021, charges are expected to remain close to $29515 of the existing model. With its superior strength and particularly advanced dynamics, we believe that the fully fashionable GTI will remain the most sensitive segment founded through its ancestor.
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