After the brilliance of the Mk5 and Mk6 GTI, the Mk7 variant had an awful lot of hype to live up to. New car, new platform, new everything... no pressure then VW.
We know what you thought ' as you flicked to this page: why are the PVWguys so behind the times in getting a Mk7 GTI in on test? Truth be told, it wasn't planned. We just haven't had the time, it's been crazy busy recently and we were slack in putting our request in with VW's press office. You see, while we like nothing better than getting a nice shiny press car in on test, it's been difficult to find the time. Enough excuses? Good. Because since we got the Mk7 GTI you see before you, we've also had the Mk7 R and a SEAT Leon Cupra in on test with a rather exciting Audi on the cards for later too. But that's enough of what we've got coming up, let's talk about what we have right here; the seventh incarnation of the Golf GTI. First, let's get the basics out of the way.
The Mk7 GTI is the first GTI to be built on VW's new MBQ platform. The MBQ, or Modular Transverse Matrix if you want to use the full (albeit translated) name, is VW's attempt at cutting costs by essentially making producing cars simpler. What this all means is that by creating a standardised and interchangeable set of parts, the VW Group will be able to use the same platform as a base from everything from the Polo to a future crossover model or an Audi A1 to a TT for example. This means that while cars will share the same basic components and take 30% less time to put together at the factory, thanks to the chassis and body being a hybrid of steel and aluminium panels, joined together by a fancy new riveting process, they will weigh less than before too. This means that cars will be easier and quicker to build, will offer more standardisation across the range yet at the same time, promote more variety too. Confused? Yeah, we are too. And to think, we're supposed to be the
ones who know what we're talking about...
Anyway, back to the Mk7 GTI. Before we were handed the keys to the GTI, neither Elliott or I had driven a Mk7 before. We know, shocking. But seeing as the magazine is called Performance VW, we might as well kick things off with one of the quick models!
And with 230PS on offer from its EA888-code 2.0-litre TSI, it certainly is quick. It's worth mentioning that our Golf had the Performance Pack option ticked on its build sheet that not only gave it an extra 10PS over the regular GTI but larger front brakes, ventilated rear discs and VW's very clever XDS limited-slip differential slotted in the gearbox too. To be honest, just 230PS doesn't seem all that much these days, especially when the likes of the Golf's own little sister, the hottest Cupra, the 280, puts out an unsurprising 280PS and the Megane
265 Cup puts out... well, you get the idea. Although as we all know, the Golf GTI has never been about having the biggest muscles. It's all about how you use it...
And boy, does the Golf GTI use its 230PS well. Sure, on a empty runway with the timing equipment stuck to the screen you might be edged out across the line by some of its rivals, but day-to-day? We never found it lacking in fire-power that's for sure. And anyway, if pub chat flexing is your thing there is always the GTI's big brother, the R, to think about. But that's a road test for another day.
Handling-wise, the MBQ'd Mk7 doesn't feel drastically different to the Mk6 GTI we had in on test a while back. It does feel like it's a bigger car, size-wise, but not in terms of weight. Although perhaps that's down to the fact that daily driving a Mk2 makes all modern cars feel enormous! With no track test on the cards this time around we weren't able to push the car to its limits (or at least, not the kind of limits where things could go wrong, quickly and expensively) but on the road, it felt stable, precise and, well, exactly like a GTI should. The DSG box was faultless as always and with VW's trick electronic XDS differential up front doing its thing between the wheels, the car felt like it could handle way more than we were putting it through.
The Mk7 is the first Golf to offer drivers the chance to change the way the car performs on the move too. While the Mk6 platform had its Adaptive Chassis Control button with its Sport, Normal and Comfort settings, the '7 allows you to switch between Comfort, Normal, Sport, Eco or the intriguing Individual modes just with a touch of a button. These modes adjust everything from the front lighting to the engine's performance, the computer controlling the DSG 'box and even the steering too. The GTI comes with Progressive Steering as standard which combines an electric motor with a rack-and-pinion setup with variable tooth spacing on the rack, meaning the car can adjust itself for fast steering inputs without feeling unstable at speed like a normal quick-rack setup. Clever stuff indeed.
What about the interior? Well, it's all exactly as you would expect. The Jacara cloth complements the Tornado red paintwork perfectly and the dash is the usual VW mix of squishy plastics and shiny trim details. In fact our only gripe with the interior was that there are a few too many buttons on the steering wheel for our liking.
Again, though, that's coming from someone who dailies a Mk2 with a 280mm Momo Team, so any steering wheel feels
pretty complicated compared to that!
What about the rest of the car though, anything else that falls in to the 'bad bits' column on our test sheet? Well, not really. Okay, if we're being really picky then we have to mention that we didn't like the fact the engine bay and underside of the bonnet isn't painted the same colour as the rest of the car. We're sure it's a cost-saving thing as it looks like it's been given just one coat of paint rather than the usual multi-coat job the rest of the car gets from the clever robots at Wolfsburg but to us, it does look a little cheap when you open the bonnet. Saying that, it will only be people like us who notice or indeed care about things like that. Your normal GTI buyer won't give it a second glance we're sure! And we weren't the biggest fan of the car giving us hints on how to be
better for the environmentwhile we wert along. 'Close windows when driving at high speed' said one message on the screen. 'Don't open windows when air-con is running' said another. Sure, the car's right but still... it takes a little getting used to be guilt-tripped by a small LCD screen between the clocks.
All-in-all though, we loved our time with the Mk7 GTI. Better than the Mk6? We think it is, absolutely. In typical Golf style, it's all the car you could ever want. Fast, comfortable and to reuse a tired motoring journo cliche: it's the kind of car that looks at home anywhere. Would we buy one? Well, that all depends on how much the R is going for at the time doesn't it...
We know what you thought ' as you flicked to this page: why are the PVWguys so behind the times in getting a Mk7 GTI in on test? Truth be told, it wasn't planned. We just haven't had the time, it's been crazy busy recently and we were slack in putting our request in with VW's press office. You see, while we like nothing better than getting a nice shiny press car in on test, it's been difficult to find the time. Enough excuses? Good. Because since we got the Mk7 GTI you see before you, we've also had the Mk7 R and a SEAT Leon Cupra in on test with a rather exciting Audi on the cards for later too. But that's enough of what we've got coming up, let's talk about what we have right here; the seventh incarnation of the Golf GTI. First, let's get the basics out of the way.
The Mk7 GTI is the first GTI to be built on VW's new MBQ platform. The MBQ, or Modular Transverse Matrix if you want to use the full (albeit translated) name, is VW's attempt at cutting costs by essentially making producing cars simpler. What this all means is that by creating a standardised and interchangeable set of parts, the VW Group will be able to use the same platform as a base from everything from the Polo to a future crossover model or an Audi A1 to a TT for example. This means that while cars will share the same basic components and take 30% less time to put together at the factory, thanks to the chassis and body being a hybrid of steel and aluminium panels, joined together by a fancy new riveting process, they will weigh less than before too. This means that cars will be easier and quicker to build, will offer more standardisation across the range yet at the same time, promote more variety too. Confused? Yeah, we are too. And to think, we're supposed to be the
ones who know what we're talking about...
Anyway, back to the Mk7 GTI. Before we were handed the keys to the GTI, neither Elliott or I had driven a Mk7 before. We know, shocking. But seeing as the magazine is called Performance VW, we might as well kick things off with one of the quick models!
And with 230PS on offer from its EA888-code 2.0-litre TSI, it certainly is quick. It's worth mentioning that our Golf had the Performance Pack option ticked on its build sheet that not only gave it an extra 10PS over the regular GTI but larger front brakes, ventilated rear discs and VW's very clever XDS limited-slip differential slotted in the gearbox too. To be honest, just 230PS doesn't seem all that much these days, especially when the likes of the Golf's own little sister, the hottest Cupra, the 280, puts out an unsurprising 280PS and the Megane
265 Cup puts out... well, you get the idea. Although as we all know, the Golf GTI has never been about having the biggest muscles. It's all about how you use it...
And boy, does the Golf GTI use its 230PS well. Sure, on a empty runway with the timing equipment stuck to the screen you might be edged out across the line by some of its rivals, but day-to-day? We never found it lacking in fire-power that's for sure. And anyway, if pub chat flexing is your thing there is always the GTI's big brother, the R, to think about. But that's a road test for another day.
Handling-wise, the MBQ'd Mk7 doesn't feel drastically different to the Mk6 GTI we had in on test a while back. It does feel like it's a bigger car, size-wise, but not in terms of weight. Although perhaps that's down to the fact that daily driving a Mk2 makes all modern cars feel enormous! With no track test on the cards this time around we weren't able to push the car to its limits (or at least, not the kind of limits where things could go wrong, quickly and expensively) but on the road, it felt stable, precise and, well, exactly like a GTI should. The DSG box was faultless as always and with VW's trick electronic XDS differential up front doing its thing between the wheels, the car felt like it could handle way more than we were putting it through.
The Mk7 is the first Golf to offer drivers the chance to change the way the car performs on the move too. While the Mk6 platform had its Adaptive Chassis Control button with its Sport, Normal and Comfort settings, the '7 allows you to switch between Comfort, Normal, Sport, Eco or the intriguing Individual modes just with a touch of a button. These modes adjust everything from the front lighting to the engine's performance, the computer controlling the DSG 'box and even the steering too. The GTI comes with Progressive Steering as standard which combines an electric motor with a rack-and-pinion setup with variable tooth spacing on the rack, meaning the car can adjust itself for fast steering inputs without feeling unstable at speed like a normal quick-rack setup. Clever stuff indeed.
What about the interior? Well, it's all exactly as you would expect. The Jacara cloth complements the Tornado red paintwork perfectly and the dash is the usual VW mix of squishy plastics and shiny trim details. In fact our only gripe with the interior was that there are a few too many buttons on the steering wheel for our liking.
Again, though, that's coming from someone who dailies a Mk2 with a 280mm Momo Team, so any steering wheel feels
pretty complicated compared to that!
What about the rest of the car though, anything else that falls in to the 'bad bits' column on our test sheet? Well, not really. Okay, if we're being really picky then we have to mention that we didn't like the fact the engine bay and underside of the bonnet isn't painted the same colour as the rest of the car. We're sure it's a cost-saving thing as it looks like it's been given just one coat of paint rather than the usual multi-coat job the rest of the car gets from the clever robots at Wolfsburg but to us, it does look a little cheap when you open the bonnet. Saying that, it will only be people like us who notice or indeed care about things like that. Your normal GTI buyer won't give it a second glance we're sure! And we weren't the biggest fan of the car giving us hints on how to be
better for the environmentwhile we wert along. 'Close windows when driving at high speed' said one message on the screen. 'Don't open windows when air-con is running' said another. Sure, the car's right but still... it takes a little getting used to be guilt-tripped by a small LCD screen between the clocks.
All-in-all though, we loved our time with the Mk7 GTI. Better than the Mk6? We think it is, absolutely. In typical Golf style, it's all the car you could ever want. Fast, comfortable and to reuse a tired motoring journo cliche: it's the kind of car that looks at home anywhere. Would we buy one? Well, that all depends on how much the R is going for at the time doesn't it...
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