Volkswagen Golf GTE Sport Concept is good, clean, plug-in fun [w/video]

If racing and hypercars have shown us anything, it's that high performance and hybridization are not mutually exclusive. With the Golf GTE Sport Concept,Volkswagen is showing it understands that fact. This wild hatchback originally premiered at the annual Wörthersee festival back in May, but it's making its auto show debut in Frankfurt.

The Golf GTE Sport uses both gas and electric sources to develop 396 total system horsepower. That gas engine, a 1.6-liter, turbocharged four-cylinder, was swiped from the engine bay of Volkswagen's three-time World Rally Championship-winning Polo R WRC, and generates 295 hp on its own. A pair of electric motors – one per axle – each produce 113 hp, and are fed by a lithium-ion battery pack. Total electric range is an impressive 31 miles.

Of course, you don't care about that. You care about what the Golf GTE Sport can do when you switch out of EV or hybrid mode and switch into GTE. In this setting, both the gas engine and electric motors kick in to deliver max performance. Sixty-two miles per hour arrives in just 4.3 seconds and the top speed is an impressive 174 mph.

The styling is like a mix of older Golf concepts: VW's two Vision Gran Turismo cars, the Roadster andSupersport, with some of the current GTI thrown in. Check out our live images from Frankfurt and let us know what you think.

World premiere of the Golf GTE Sport: Plug-in hybrid sports car catapults the GT idea to the future

- Lightweight and high-strength body of the Golf GTE Sport is made of carbon

- Concept car with a top speed of 280 km/h is a zero emission vehicle and a race car in one

Five key facts about the Golf GTE Sport:
1. Golf GTE Sport is powered by a 295 kW / 400 PS plug-in hybrid system
2. Progressive Golf GTE Sport bridges the gap between road cars and racing sport cars
3. Avant-garde exterior design of the Golf GTE Sport perfects the idea of C-pillars with two-level construction
4. Golf GTE Sport debuts with digital instruments arranged on three levels and tailored to motor racing
5. Golf GTE Sport accelerates to 100 km/h in 4.3 seconds and has a top speed of up to 280 km/h on the racetrack

Wolfsburg / Reifnitz, May 2015. Ringing in a new era: with the Golf GTE Sport presented as a world premiere at the legendary GTI event at Lake Wörthersee on 14 May 2015, Volkswagen is catapulting the GT tradition into the future. The high-tech Golf that is largely made of carbon is powered by a total of three motors – combined in a plug-in hybrid drive with system power of 295 kW / 400 PS. The concept car breaks down traditional barriers between road and motorsport vehicles. Its progressive hybrid system in combination with the high-tech all-wheel drive, a lightweight body, optimum aerodynamic downforce, precision running gear based on the design of the current Golf GTE, a new motor racing cockpit (including visualisation of the racing line) and an unusual seating concept (two monocoque-like interior areas) enable breathtaking performance on the racetrack. At the press of a button, however, the concept car is able to cover a distance of up to 50 kilometres on electric power alone and hence with zero emissions.

Drive system from motorsport and research

World Rally Car TSI engine. The 1.6 litre TSI (turbocharged direct-injection engine) adapted from the superb Polo R WRC (World Rally Car) is accommodated in the engine compartment at the front of the car. It delivers 220 kW / 299 PS and maximum torque of 400 Nm. Volkswagen has already won the World Rally Championship twice with this engine. In the Golf GTE Sport the four-cylinder masterpiece is assisted by two electric motors. The engineers positioned the first electric motor at the front (in the housing of the 6-speed dual-clutch gearbox). It develops 85 kW / 115 PS and maximum torque of 330 Nm. The second electric motor is located at the rear with the same power output but torque of 270 Nm. The total torque of the drive system is 670 Nm. Whenever possible, the concept car is powered solely by electricity without producing any emissions. In sporty "GTE mode" all three motors work together, giving the all-wheel-drive Golf GTE Sport a standstill to 100 km/h time of 4.3 seconds and a top speed of 280 km/h. In the NEDC cycle for plug-in hybrid vehicles the sports car consumes just 2.0 l/100 km/h.

Pure-bred sports car.

Balanced for the Nürburgring north loop. The concept of the Golf GTE Sport has been designed so that the car is at home in both normal road traffic and racetrack conditions. Accordingly, the drive, suspension, body and interior all follow the principle of a pure-bred sports car. The drive system offers maximum agility, the suspension displays maximum neutrality in interaction with the all-wheel drive, the carbon body is lightweight and with its balanced aerodynamics it virtually adheres to the road. The driver ergonomics bridge the gap to motor racing, and with optimum weight distribution and a low centre of gravity the overall package ensures that a lap around racetracks such as the north loop of the Nürburgring is a unique driving experience.

Interior rings in a new sports car era

Two-seater race car. The driver and passenger board the two-seater interior of the Golf GTE Sport through doors that swing right up in the style of the XL 1. The doors extend a long way up into the roof and down into the side sills, resulting in convenient boarding when they are opened upwards. The interior in carbon and microfibre consists of two completely separate areas for the driver and passenger. Like in motorsport vehicles, they sit quite a long way to the back on racing bucket seats with five-point belts. Accordingly, the steering column that is entirely clad in carbon projects a long way into the interior where it appears to float – a further characteristic feature of a rally car or touring-car racer. The functional elements are operated via controllers and buttons in the cocoon-like interior trim. The gearbox of the Golf GTE Sport can also be operated manually with shift paddles on the motorsport steering wheel.

Instruments on three levels. The instruments featuring a completely new design have been specially coordinated for the configuration of the driver's workspace. The Volkswagen interface designers opted for three transparent displays arranged behind one another on which all relevant information is displayed. On the smallest display at the front (closest to the driver) information such as the selected gear and the recuperation status is displayed; information that is only sporadically checked from the corner of the eye whilst driving. The centre display has secondary yet more complex information such as the power currently delivered by the drive (power meter) and the boost intensity of the plug-in system (electric boost). Information such as the current speed and the range are constantly in the driver's field of vision on the third and largest display. In addition, in "GTE mode" not only is the current lap displayed (e.g. 9 of 16), but there is also a virtual indicator of the ideal driving line – valuable assistance for safe and fast driving on complex racetracks such as the aforementioned Nürburgring north loop.

Ergonomic perfection. The clearly arranged multifunction switch for starting and stopping the hybrid drive and controlling the 6-speed DSG is ideally positioned to the right of the driver for easy access. Right next to it there is a control panel for further vehicle functions; these include a button for activating a fire extinguishing system similar to that used in motorsport. Furthermore, the passenger is also supplied with data via a display in his interior segment. In "Info Mode" the current speed, the gear currently engaged and the engine speed can be displayed. If the passenger switches to "Data Mode" he can call up the vehicle acceleration and lateral force figures (g- forces). It is not only the use of carbon, but rather a general lightweight design that saves weight in the interior. For example, the loops for opening the doors are made of the same synthetic fibre as the five-point belts. Moreover, extremely elaborate ergonomics prevail in every detail. The operating mode switch for selecting "E- Mode", "GTE-Mode" or "Hybrid-Mode", for example, is situated in the roof, like in a jet plane.

Body design and concept

Extremely lightweight. The body of the Golf GTE Sport is largely made of lightweight carbon. As both a brand and a group, Volkswagen is a trailblazer in the industrial use of this material. For example, like the exterior of the Bugatti Veyron 16.4, the body of the Volkswagen XL1 is also made of carbon. The high-strength carbon body of the Golf GTE Sport therefore weighs much less than a comparable steel body.

Side profile. The design concept of the Golf GTE Sport manifests itself in the car's striking silhouette. Here, Volkswagen is continuing the idea of C-pillars with a two-level design originating from the 2007 Golf GTI W12-650, which has been constantly further perfected in various concept cars. On the Golf GTE Sport that is now being presented, this C-pillar concept, which is unique worldwide, has reached a degree of perfection that allows it to leave the show car stage and – as a design vision – bridge the gap to the Golf GT models of the future. The basic styling of these pillars (like the string of a bow taut with an arrow) follows the unmistakable Golf design, but at the same time feature some completely new C-pillar details: behind the level visible from outside a second one opens up. The airstream flows between these two levels and is contributing to the aerodynamic downforce and to the cooling of the rear brake system. Stylistically, this concept means that the rear section (like the front section) is extremely wide. By contrast, the passenger cell between the A-pillar and the interior part of the C-pillar becomes narrower when viewed from the front to the rear – an avant-garde interplay of extremely powerful shapes.

Doors and sills fold upwards. As described, the concept car painted in pearlescent "White Club" has two gullwing doors that swing forwards. The upper part that extends a long way into the roof is entirely made of dark visible carbon. A large part of the side sill is integrated in the door cutout. The three-dimensional body of the sill is enhanced at the top in the door section with an area in dark visible carbon. Further features on the side profile in visible carbon are the door mirror caps, the door window frames and the lower sill area. This part of the sill is designed as a splitter, i.e. a thin and sharp aerodynamic element, a feature familiar in motorsport. The side sill is framed by the new 20-inch alloy wheels fitted with tyres in format 235 at the front and 275 at the rear.

Front. With the front section of the Golf GTE Sport the Volkswagen design team is impressively illustrating how the Golf GT models could develop in future. On the concept car, the designers removed the striking blue radiator grille line of the Golf GTE production model from the grille and positioned it below the bonnet as a blue crossbar running across the whole width of the front. Below it, three further crossbars in black chrome look extend across the centre air inlet. The high-gloss black air inlet grille itself has the honeycomb structure typical of GT models. A further air inlet below the crossbars is framed at the top and to the sides by a striking aerodynamic element (also made of carbon). A double spoiler, also designed as a splitter, rounds off the front. Here, too, carbon is used.

LED headlights and daytime running lights. All electric and plug- in hybrid models from Volkswagen have C-shaped LED daytime running lights as a distinctive feature, and the Golf GTE Sport is no exception. Here, they frame the whole radiator grille unit at the sides, and in the top area there is an almost seamless transition from the LED daytime running lights to the extremely narrow and sharp LED headlights.

Rear. Never before has Volkswagen realised such a charismatic and sporty rear for a Golf. Here, too, the two levels of the C-pillars are a defining stylistic feature giving the Golf GTE Sport a very wide and powerful appearance from the rear. The extended outer levels of the C-pillars at the rear – like the tail unit of an aeroplane – elongate the car together with the large roof spoiler. Typically Golf: the striking tailgate with a vertical downward angle at the level of the redesigned LED rear lights. At the top, the tailgate is limited by a black carbon roof spoiler – a wing that seems to hover in front of the tailgate at a distance of a few millimetres to the roof. The C-pillars that taper at an angle to the rear and the bumper merge into one another, with the latter projecting far above the line of the tailgate. As an imaginary continuation of the side strip made of visible carbon (above the sill), the top edge of the bumper also features visible carbon. Below this is an area painted in the body colour (with air outlets on the outside). The last level is a large diffuser made of visible carbon with the splitter that is also continued here. The round stainless steel trims of the twin-pipe exhaust system are integrated in the middle of the diffuser.

Drive – plug-in hybrid and electric propshaft

E-Mode – setting off on electric power. No Golf has ever had three motors before. But this one does. As described at the beginning, the combustion engine fitted by Volkswagen is a turbocharged 1.6-litre four-cylinder direct-injection engine (TSI) that produces 220 kW / 299 PS of power and a maximum torque of 400 Nm. The electric components consist of the lithium-ion battery and two electric motors. The front electric motor is integrated in the housing of the 6- speed DSG (DQ400E). Both electric motors have a power output of 85 kW. The total available system power is 295 kW / 400 PS. If necessary, the system drive power can be distributed to all four wheels thanks to the rear electric motor and an "electric propshaft". In normal operation the Golf GTE Sport drives just as quietly as the production Golf GTE that is already marketed. In "E-Mode" it is setting off purely electrically. In this case the concept car uses the battery that can be charged externally (but also whilst driving) to cruise without producing any emissions. It can cover up to 50 kilometres on a battery charge. When a defined minimum battery charge is reached, the 1.6 TSI is automatically switched on and the Golf GTE Sport drives in "Hybrid" mode. As soon as the battery reaches a certain charge level again, "E-Mode" can be reactivated at any time via a switch in the overhead console. In "E-Mode", the rear axle electric motor is first and foremost responsible for propulsion. When high demands are made on performance, the front electric motor is also activated to provide support.

Hybrid mode – silent coasting. As soon as the drive system or the driver deactivates "E-Mode", the Golf GTE Sport becomes a classic full hybrid with regenerative braking charging the battery and automatic utilisation of the right combination of TSI and/or electric motors according to the specific drive situation. When the driver releases the accelerator pedal, and the battery is sufficiently charged, all drive sources are shut off. This is referred to as "coasting". If the driver releases the accelerator pedal or brakes, and the battery is insufficiently charged, the two electric motors operate as generators and charge the lithium-ion battery with the energy recovered from braking. With the dual mode "Battery Hold" or "Battery Charge" the battery's energy content can be deliberately kept constant by the driver ("Hold") or increased ("Charge"). When the 1.6 TSI engine is the sole source of propulsion, the concept car is a pure front-wheel drive car.

GTE-Mode – the power of three hearts. The switch on board the Golf GTE Sport that is most important for dynamic performance is located in the overhead console. It bears the letters "GTE". When the driver operates this switch, the character of the Golf GTE Sport's drivetrain changes drastically in an instant because now the full system power of 400 PS is available. The turbocharged 299 PS petrol engine alone delivers immense propulsive power, and at this high level the electric drive components of the Golf GTE Sport assume an additional boost function. The boost effect is so strong that the drive unit would also perform well if used in professional touring car races: the Golf GTE Sport sprints to 50 km/h in 1.8 seconds, reaches 100 km/h in 4.3 seconds, and the maximum speed permitted in Austria, i.e. 130 km/h, in 6.5 seconds. On German motorways, the concept car reaches 200 km/h in 15.9 seconds. In "GTE-Mode" all four wheels of the Golf are driven.

All-wheel drive – "electric propshaft". In "GTE-Mode" and as soon as the situation necessitates it, the drive power of the Golf GTE Sport is distributed to both axles. In this case (and if battery charge is low), the front electric motor – which is now being supplied with kinetic energy via the TSI – acts solely as a generator and a source of electricity for its counterpart at the rear axle. Since the energy for driving the rear axle flows by wire and not mechanically here, this is referred to as an "electric propshaft". Because the TSI drives the rear electric motor via the front electric motor, the all-wheel drive system also operates when the battery's charge state is low – an invaluable advantage in terms of driving dynamics. The importance of the implementation of the "electric propshaft" for Volkswagen with regard to series production is demonstrated by the fact that the company has had the German equivalent of this designation protected under copyright law.

Volkswagen C Coupé GTE Concept The Latest In A Long Line

Over the past couple of years, Volkswagen has trotted out an increasing number of concept cars bearing plugs, electric motors, and fancy names like GTE and CrossBlue. Once far-fetched pipe dreams, these concepts have come closer and closer to resembling something of a production reality, and the Volkswagen C Coupé GTE concept revealed at the Shanghai Auto Show stands the best chance at being more than just a concept.

The front-wheel drive C Coupé pairs a 208 horsepower TSI gasoline turbocharged four-cylinder engine with a 122 horsepower electric motor for a combined output of 240 horsepower and 368 lb-ft of torque. That’s good for a 0 to 100 KPH/60 MPH sprint of 8.6 seconds, all the way to a top speed of 232 KPH/144 MPH, with an electric driving range of up to 31 miles. With a full tank of petrol and a fully-charged battery, Volkswagen claims a total driving range of more than 1,100 km/684 miles, helped by an eight-speed automatic transmission using an integrated electric motor.

In other words, nothing too radical as far as the drivetrain go. Aesthetically speaking, the C Coupé points the way towards VW’s next-gen large-car design language…and I look the way it sounds. Previous concepts like the Cross Coupe GTE and production cars like the Golf GTE indicate that Volkswagen is finally taking plug-in cars as seriously as they should be, and the C Coupé is the best-looking of the bunch yet. Drivers can choose between five different operating modes “Hybrid”, “E-Mode”, “GTE” and “Battery Charge/Battery Hold”.

All-in-all, this sounds like a more thought-out concept than your typical auto show fare, and I think it stands a good chance of making it into production in some way, shape, or form.

Here’s hoping the Volkswagen C Coupé ends up as more than just a pretty concept.

Volkswagen: e-mobility and sustainability; Part 1, the e-Golf and Golf GTE

In conjunction with its annual media and investor conference, Volkswagen is staging a two-week (8 - 21 March) e-mobility event at Berlin-Tempelhof. Although the company (both the brand and the larger Volkswagen Group) has been researching electromobility for a number of years; has previously outlined accelerating implementation of electric drive projects; and currently has two battery-electric passenger cars on the market (e-Up! and e-Golf) with other plug-in models following, the event marks a very large and public stake in the ground, in terms of defining the current and future importance of e-mobility for Volkswagen.

At the event, Volkswagen is presenting its new battery electric e-Golf, along with the battery-electric e-up! and a pre-production prototype of the plug-in hybrid electric Golf GTE. Although the other electric-drive vehicles are prominent, the focus is on the new e-Golf—the first electric version of the most successful European car.

Volkswagen is organizing the e-mobility weeks to inform politicians and policy-makers; journalists; dealers; fleet managers (70% of sales in Germany are to fleets); and the general public about present and future e-technologies and e-vehicles, as well as to make the case that, as one presenter put it: “e-mobility is at the heart of Volkswagen”.

Green Car Congress is attending the event as the guest of Volkswagen; the report will fall into multiple parts, with the initial reports first addressing the three specific e-drive plug-in vehicles highlighted at the e-Mobilitätswochen event, with subsequent reports addressing larger issues of sustainability, life cycle analysis, and technology developments.

The e-Golf

The Golf is core to Volkswagen; the company has sold more than 30 million units since the first introduction in 1974. The e-Golf is based on current 7^th generation Golf, itself based on the MQB toolkit. As the Modular Transverse Matrix (MQB) architecture that underpins the new Golf A7 is so flexible, Volkswagen was able to integrate the lithium-ion battery in a space-saving frame in the vehicle floor, under the front and rear seats and in the center tunnel. Like the electric motor and the transmission, the battery pack was also developed in-house at Volkswagen and is made at the company’s facility in Braunschweig, Germany.

e-Golf driving impressions
We had the opportunity to take the e-Golf on about a 30 km circuit through Berlin; our preferred driving configuration was in Normal mode with B (maximum) regen.
The smoothness, quiet, handling and performance of the production e-Golf is markedly improved from the prototype e-Golf, based on the earlier A6-generation Golf, we had a chance to drive two years ago. (Earlier post.)
Handling is crisp with no sense of wallowing through corners, and regen is smooth while also being firm (especially in the B setting). Regen is not aggressive enough to provide a full “one-pedal” driving experience, but it’s close, especially in city traffic. Energy consumption for our trip (which included some highway time) was recorded as 14.0 kWh/100L. The cabin is free of even slight audible cues of earlier electric drives (light whining, fan noise, etc.).
In short, Volkswagen met its design target; the e-Golf drives like a Golf that happens to have a battery-electric powertrain, rather than a battery-electric vehicle that is labelled a Golf.

Key atributes of the e-Golf are its design for “everyday practicality, just like every other Golf” and its engineering for large-scale production. By leveraging the MQB platform, Volkswagen is able to manufacture different variants of the Golf—gasoline, diesel, CNG, plug-in hybrid and battery-electric e-Golf—“bumper to bumper on the production line.” This last attribute, Volkswagen believes, will give it a key differentiator and competitive advantage, particularly in terms of being able rapidly to expand electric drive offerings across its lines as market demand determines.

Our toolkits are evolving into a core innovation platform; with them, we can bring model variants, technologies and innovations to series production rapidly and flexibly. And they help us tune our vehicles more precisely to customers’ wishes.

For example, we will offer more and more models with the entire range of state-of-the-art drive technologies, from highly efficient diesel and gasoline engines, through natural gas-powered engines, down to pure-play electric vehicles and plug-in hybrids. We leave it to our customers to chose the model they want to drive.

To start with, we are offering the e-Golf for this year, others will follow suit. Thanks to the toolkits, we are also in a position to respond quickly and flexibly at any time to new market trends or shifts in demand. In our Group, electric cars aren’t built in separate plants, they are made bumper-to-bumper with diesel or gasoline models. I am convinced that the big winner of the innovation cavalcade will be our customers.

In a few years time, you will be able to get almost every [Volkswagen Group] car as a plug-in hybrid. We have said for a long time that we will only enter into the market when we are certain we have fully mastered this technology, not just technically speaking but also market-wise.

—Prof. Dr. Martin Winterkorn, Chairman of the Board of Management, Volkswagen AG, speaking at the annual meeting

Lifecycle analysis. Volkswagen has begun publishing summaries of lifecycle assessments for its vehicles. All information environmental ratings are checked and certified by the independent inspection agency TÜV NORD. The e-Golf’s CO₂emissions are reduced by 99% in the use phase compared with the 63 kW/85 hp Golf 1.2 TSI when “BluePower” (green electricity) is used. Over the full lifecycle, the e-Golf shows a 61% decrease in emissions.

BluePower energy comes exclusively from hydro-electric generating plants in Germany, Austria and Switzerland. Cooperation and sales partners are the German company LichtBlick SE and the Volkswagen Bank.

Even if the e-Golf is run on conventional electricity—e.g. with the EU 27 electricity mix— its CO₂ emissions are still 26% lower over the full life cycle than those of the Golf VII 1.2 TSI.

CO2 emissions over the full life-cycle (t CO2e). Click to enlarge.

US launch. Currently on-sale in Germany, the e-Golf will be launched in late 2014 or early 2015 in the US. (All e-Golfs will be built in Germany for the time being.)

The e-Golf will come with an 8-year, 100,000-mile battery warranty (against 70% capacity). A roadside assistance program will offer free towing 100 miles from customer’s home as a means of addressing range anxiety. A carbon offset program will be introduced covering the e-Golf from manufacturing and shipping through warranty period use. Volkswagen is also looking to implement a residential solar power incentive program.

Basics. The e-Golf is powered by an 85 kW EEM-85 synchronous permanent-magnet AC motor which develops 199 lb-ft (270 N·m) of torque. The e-Golf accelerates from 0 - 25 mph (40 km/h) in 4.2 seconds and from 0-60 mph in approximately 10.4 seconds. Top speed is electronically limited to 87 mph (140 km/h). The e-Golf has a range of up to 190 km (118 miles) on a single battery charge (24.2 kWh) based on an average energy consumption of 12.7 kWh per 100 km.

Three driving modes (‘Normal’, ‘Eco’ and ‘Eco+’) and four levels of regenerative braking (‘D1’, ‘D2’, ‘D3’ and ‘B’) help drivers to get the maximum range out of each charge.

264 cells output 24.2 kWh. The e-Golf has a DIN unladen weight of 1,510 kg (3,329 lbs) (vehicle unladen weight with 68 kg driver and 7 kg of luggage, determined per RL 92/21/EEC: 1,585 kg); the lithium-ion battery accounts for 318 kg (701 lbs) of this amount and is located between the front and rear axles. It consists of 264 individual cells, which are integrated in 27 modules (each with six or twelve cells).

The voltages of the cells add up to a nominal voltage of 323 V. The total energy capacity of the battery is 24.2 kWh, of which a portion is reserved to prevent damage by excessively deep battery discharging. The front end of the battery is equipped with a Battery Management Controller (BMC). It performs safety, diagnostic and monitoring functions and also regulates the battery’s temperature in the Battery Junction Controller (interface to energy supply for the motor).

As in the smaller e-up!, there are various ways to charge the battery in the new e-Golf. The conventional solution is to use the standard charging cable and plug it into a 230-Volt mains socket. If they were fully discharged, the e-Golf batteries are then charged with alternating current (AC) from the mains at a power level of 2.3 kW in a maximum of 13 hours (100% state of charge of the battery).

As an option, Volkswagen offers a wallbox for the garage or carport, which charges at a power of 3.6 kW; this would fully charge the battery in around eight hours.

An available 7.2 kW on-board charger works with the CCS (Combined Charging System) for DC fast charging. In this case, the Volkswagen is charged at up to 40 kW of power from CCS charging stations; they charge the battery to 80% capacity in just around 30 minutes. In the e-Golf, the start time for charging—either immediate or with a programmed time offset—is activated by pushing a button on the charging plug under the “fuel door”.

Eco’ and ‘Eco+’ driving profiles. The e-Golf is equipped as standard with three driving profiles: ‘Normal’, ‘Eco’ and ‘Eco+’. The Volkswagen is automatically started in ‘Normal’ mode. For drivers wanting to extend the range, the first option is the ‘Eco’ mode. In this case, the electric motor’s maximum power is reduced to 70 kW, and drive-off torque is limited to 220 N·m. In parallel, the electronics reduce the output of the air conditioning system and modify the response curve of the accelerator pedal.

In this mode, the e-Golf can reach speeds of up to 115 km/h (in ‘Normal’ mode: 140 km/h) and accelerate to 100 km/h in 13.1 seconds (‘Normal’: 10.4 seconds).

In ‘Eco+’ mode, the electronics limit power output to 55 kW and drive-off torque to 175 Nm. At the same time, the accelerator pedal response curve is made flatter, and the air conditioning is switched off. The e-Golf now reaches a top speed of 90 km/h and accelerates at a slower rate. Nonetheless, drivers can still obtain full power, maximum torque and a top speed of 140 km/h in ‘Eco’ and ‘Eco+’ mode by kick-down.

Driver profile settings
Setting	Power output	Torque	Top speed
Normal	85 kW	270 N·m	87 mph
Eco	70 kW	220 N·m	72 mph
Eco+	55 kW	175 N·m	56 mph

Regenerative braking in settings ‘D1’, ‘D2’, ‘D3’ and ‘B’. In addition to setting a driving mode, driving range can also be influenced using the regenerative braking system. Drivers can choose from five levels: ‘D’ (no regenerative braking), ‘D1’, D2’, ‘D3’ and ‘B’.

In gear lever setting ‘D’ the driver taps the gear lever knob to the left to switch to ‘D1’ (1 tap), ‘D2’ (2 taps) or ‘D3’ (3 taps). Tapping the knob to the right moves down the D levels. If the gear lever is pushed to the right and held there longer, the electronics switch back to ‘D’ in one jump. The driver activates regenerative braking level ‘B’ by pulling the gear shift lever backwards. In an electric car, this number of levels leads to a different way of driving because it is possible to use regenerative braking to intentionally slow the vehicle.

Level ‘D1’ regenerates energy and slows down the car the least, while level ‘B’ has the strongest effect. At levels ‘D2’, ‘D3’ and ‘B’, the deceleration via regenerative braking is so strong that the brake lights automatically come on. However, if the battery is fully charged, no braking energy is regenerated. This also reduces effective braking power, which the driver can feel intuitively.

Volkswagen developed a special electromechanical brake servo for its electric cars. This optimizes the driver’s braking force in the same way that brake servos do in conventional cars. However, with the electromechanical brake servo this happens by what is known as ‘brake blending’—a process in which low levels of deceleration are produced solely through the e-motor’s braking torque. Stronger deceleration, meanwhile, is achieved by combining the braking torques of the electric motor and the hydraulic brake system.

Safety. The body shell now has 28% of parts in ultra-high-strength hot-formed steel, up from 6% on the Golf Gen 6. New safety features include standard Automatic Post-Collision Braking System, which applies the brakes to stop secondary impacts in a collision.

Connected vehicle services and other features. The electrically powered Golf is the only model of the series to be equipped with the high-end Discover Pro radio-navigation system as standard. Its convenience features include the “Volkswagen Car-Net-e-Remote” app that lets users perform functions from a smart phone, e.g. to remotely start battery charging, activate the standard parking heating/cooling function (during the charging process) or access vehicle data.

Other features include the driving profile selector (“Normal”, “Eco”, “Eco+”), a heated windscreen and an automatic climate control system. Exterior features distinguishing the e-Golf include LED headlights and—a visual feature used to identify all Volkswagen cars with an electric or plug-in hybrid drive—c-shaped daytime running lights. All Golf cars with an electric motor also display a blue crossbar in the radiator grille and in the headlight housings (“e-design line”). Further features at no extra charge include LED rear lights and aerodynamic 16-inch alloy wheels.

Golf GTE

The GTE is not only a plug-in hybrid, it is also the third model in the GT (Gran Turismo) line, alongside the iconic gasoline-powered GTI and the diesel GTD.

Golf GTE in front of the hangar doors at Tempelhof. Click to enlarge.

The GTE shares the basic powertrain hardware with the Audi A3 e-tron PHEV; software controls will differ. The newly unveiled Golf GTE packages a 1.4-liter 150 PS (148 hp, 110 kW) TSI direct-injection gasoline engine with a 75 kW electric motor; combined system power is 204 PS (150 hp), with torque of 350 N·m (258 lb-ft). Using the electric motor alone, the GTE is capable of speeds of 81 mph (130 km/h); with the TSI engine as well, the Golf GTE can accelerate from zero to 62 mph in 7.6 seconds and on to 135 mph (217 km/h).

The Golf GTE offers combined cycle fuel economy (provisional) of about 157 mpg US (1.5 l/100 km) and CO₂ emissions of 35 g/km. Theoretical range is around 580 miles (933 km). Equipped with an 8.8 kWh Li-ion battery pack, the Golf GTE can travel up to 31 miles (50 km) in all-electric mode, depending on conditions. The battery weighs 120 kg, giving the GTE a total curbweight of 1,520 kg (3,351 lbs).

Volkswagen is optimistic about customer reception for the GTE, which combines the sporty driving dynamics of the Golf GTD (the diesel GT model; the gasoline-powered GTI remains a higher-end performance option) with the low-emissions potential of a plug-in.

There are no details currently available on market introduction or pricing.

While Volkswagen has large numbers of the e-Golf and e-Up! at Berlin-Tempelhof for test drives, it had only four GTE prototypes; driving time was thus limited. Nevertheless, based on a few rounds on the old Tempelhof tarmac, the GTE delivers on its sporty target.

With all-electric drive selectable from the console, the driver can cut out the engine altogether (state of charge allowing), and function simply as an EV. In this mode, the GTE cruised effortlessly through Berlin and onto a higher speed highway with ease.