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.

First Volkswagen e-Golf Heads To Charity Auction

The Volkswagen e-Golf will hit American shores soon, and one lucky buyer will be able to buy the first one via a charity auction that benefits environmental advocacy. Running through October 29th, bidding on the CharityBuzz auction has already reached $33,500 for the rights to the first production electric Volkswagen in America. Worth it?

It most certainly is when you consider the MSRP of the e-Golf sits at about $36,265, and while it’s no 2015 Mustang, there is a bit of added prestige knowing you’re the first to own something as cutting edge as an electric car from one of the world’s largest automakers. When it does go on sale, California, Oregon, Connecticut, New Jersey, New York, Massachusetts, Rhode Island, DC, and Vermont.

During my brief test drive of the e-Golf, I found it more than capable of handling the rigors of driving Virginia’s backroads, and Volkswagen seems to have drawn on the lessons learned by other automakers who dove headfirst into the EV market. It’s just electric enough to be cool, and conventional enough not to draw a crowd. The Toyota FCV is doing a similar charity raffle for their hydrogen fuel cell vehicles with tickets starting at $100 each, though it’s a much more standout vehicle, and not necessarily in a good way.

For some people that’s the perfect mix., and if that sounds like your cup of tea, you can place a bid that will go towards Global Green USA. Rated at between 70 and 90 miles of range per charge and fully-loaded with nearly every option you can cram into the back of a hatchback, you could be the first on your block to rock an electric VDub.

VW XL1 Aerodynamics Will Influence Next-Gen Golf

With a price of $169,000 and fuel efficiency of some 261 MPG, the Volkswagen XL1 is a concept car nobody expected VW to build. Yet it did, and people lined up for the limited production run of the hyper-efficiency, teardrop-shaped coupe.

A report from AutoCar says that lessons learned from the Volkswagen XL1 will be applied to the next-generation Volkswagen Golf, which is already being designed with the next round of European emissions standards in mind. This means a lot of aerodynamic efficiencies which could ultimately shape the look and feel of the next Golf…though it will still look like a Golf, we’ve been assured. Still, the XL1′s shape is what makes it so efficient, and turning a 1+1 coupe into a family hatchback is a tall order.

The Golf Mk8 will, due out sometime in 2019, will continue to use the flexible MQB platform, but won’t make use of aluminum due to cost constraints. Instead, new aerodynamic enhancements gleaned from work on the XL1 will be utilized, as a new round of engine improvements is unlikely to deliver the 22 to 27% carbon emissions reductions demanded by the Euro5 emissions standards. Even without aluminum though, Volkswagen is aiming for a 1,100 kg/2,425 lb. curb weight, as well as integrating flywheel energy recovery systems and electric turbochargers (an Audi speciality) into more mainstream cars.

What other lessons might Vdub get from the XL1 though? Well, the next Golf could have an adjustable ride height, hugging the road at highway speeds to reduce aerodynamic drag. The XL1 has an aerodynamic drag of just 0.189 and a curb weight around 1,800 pounds, which along with a hyper-efficient two-cylinder diesel engine/electric motor combo, delivers more than ten times the average new American car’s fuel economy.

Just how efficient does the next Golf have to be?

Source: Volkswagen

7th-generation Golf GTI on sale in US; lighter and more fuel-efficient

Volkswagen of America, Inc. announced the official arrival of the new 2015 Volkswagen Golf GTI in US. The MQB-based seventh-generation of the original “hot hatch” (first introduced in the US in 1983) preserves the performance and handling style of its forebears, while being bigger—but lighter—and more powerful—but more fuel efficient—than its immediate Mk 6 predecessor.

The new GTI is also Volkswagen’s introduction of the MQB (modular transverse matrix) vehicle platform to the North American market—a significant step in standardizing, simplifying, and improving the design and creation of products across the entire Volkswagen Group portfolio. The use of the MQB also more easily supports the deployment of alternative powertrain architectures, as seen in the plug-in hybrid Golf GTE. 

The MQB architecture allows for a more cab-backward design, which gives the new Golf GTI a more upscale appearance while retaining classic design cues from the Mk 1 and Mk 4 generation GTI models.

2.0L Gen3 EA888 engine. The all-new Golf GTI features a Gen 3 EA888 2.0-liter turbocharged and direct-injection TSI engine that makes 210 hp (157 kW) at 4,500 rpm and 258 lb-ft (350 N·m) of torque form 1,500 to 4,500 rpm, figures that are 10 hp and 51 lb-ft higher than in the previous-generation GTI model.

The available Performance Package modifies the engine programming to hold peak torque for an extra 200 rpm, enabling the EA888 to produce an extra 10 hp for a total of 220 hp (164 kW) at 4,700 rpm.

Under the hood of the new Golf GTI. Click to enlarge.

Despite this increase in horsepower and torque, the new Golf GTI is more fuel efficient than previously. When equipped with the six-speed manual transmission, the Golf GTI records an EPA estimated fuel economy rating of 25 mpg (9.4 l/100 km) in the city and 34 mpg (6.9 l/100 km) on the highway, compared to the previous-generation GTI’s ratings of 21 mpg (11.2 l/100 km) city and 31 mpg (7.6 l/100 km) highway.

When equipped with the optional six-speed DSG dual-clutch automatic transmission, the fuel economy improves from the previous model’s 24 mpg (9.8 l/100 km) city and 32 mpg (7.4 l/100 km) highway to EPA estimated fuel economy ratings of 25 mpg in the city and 33 mpg (7.1 l/100 km)) on the highway. The DSG transmission also incorporates a launch control feature.

Augmenting the EA888’s 16-valve, dual-overhead-camshaft layout is the latest variable cam phasing system, which controls both intake and exhaust valves, as well as a variable lift system for the valves themselves.

First drive and the GTx family.
Way back in the early 1990s—before the days of commercials with kinetic “un-pimpings” and miniature Darth Vaders—Volkswagen ran a brief ad campaign with the simple slogan “Fahrvergnügen” (driving enjoyment).
While that campaign was short-lived (and probably not that successful), the one-word emphasis on acceleration, control and handling is a good tag for our first seat time in the new GTI. The new Golf GTI is extremely balanced, fast with crisp handling, and very fun to drive. It’s also extremely comfortable, given Volkswagen’s emphasis on improving not only the driving power and performance, but also upping the internal content of the Mk 7.
As a side note, although Volkswagen is not lowering the sticker price of the GTI, on a content-adjusted basis—i.e., what you get for what you pay—the price of the GTI is down about $2,200. Volkswagen has loaded it up, contributing again to performance and comfort.
The GTI is currently the only member of the “Gran Turismo” family on sale in the US, although Volkswagen is currently selling the diesel GTD, and the plug-in hybrid GTE, elsewhere.
Having had a very short amount of driving time with each over the past months, we’d say that while all three have a common core of performance and handling attributes, there are some usability differences stemming from the different powertrain choices. (Again, a side-note. The simple availability of the three major powertrain choices on a major model (due to the MQB) from one of the top automakers is a good problem to have—assuming we get the GTD and GTE in the US.)
Grossly oversimplifying, and leaving out the environmental pluses and minuses due to fuel choices, we’ll note that the GTI is faster off the line and feels quicker to the sprint. (The US GTI does not offer start-stop, which the GTD model we drove did, and which, of course, the GTE features.)
Aside from the lower speed, start-stop operation, the diesel GTD is as satisfying and fun to drive as the gasoline GTI. And as a road car for long-distance, higher speed trips, the diesel platform excels.
Our time with the GTE was the shortest, but long enough to feel the GT family “DNA”. However, at this point, on initiating aggressive acceleration—when both the motor and the gasoline engine are brought to bear—there is a slight lag more akin to a combustion engine vehicle than an electric. (By contrast, mashing down the accelerator pedal in the all-battery e-Golf produces the archetypal "Wheee!" of instant electric acceleration. The difference between the two is more apparent when the two are driven back-to-back.)

The single-scroll turbocharger (commonly engineered by IHI and Volkswagen) feeds intercooled air through the aluminum-alloy crossflow cylinder head. Fuel is delivered by the latest high-pressure direct-fuel-injection system at 2,900 pounds per square inch, compared to 2,176 psi on the previous EA888 engine.

The new engine is designed to be both lighter than the old unit and also to reduce friction. Weight is reduced thanks to a combination of compact design, streamlined componentry, and a focus on lightweight materials. The cast-iron engine block uses a wall thickness of just 0.12 inches to reduce its weight to 72 pounds, while a lightweight polymer oilpan and aluminum-alloy screws and fasteners also trim mass.

Other changes reducing engine weight include a reduction from eight to four crankshaft counterweights. Internal friction is reduced due to measures such as roller bearings for the engine’s balancer shafts and a reduction in the size of the engine’s main bearings.

The engine is also extremely compact, illustrated by the way in which the exhaust headers have been integrated directly into the cylinder head. This not only improves the system coolant operation (aiding rapid warm-up, which helps improve efficiency), but it also allows greater thermal management of the exhaust stream.

This, along with a turbocharger that can withstand extremely high exhaust temperatures, means the forced-induction system doesn’t require complex fuel enrichments under high load, helping improve both efficiency and longevity.

Suspension and chassis. As the first US-market vehicle built on Volkswagen’s MQB modular platform, the new Golf GTI features an all-new body-in-white. The unitary construction chassis has two solid-mounted subframes with bolt-on front fenders, and utilizes new technologies such as the laser clamp welder, which produces “wobble seam” welds in a wave pattern to maximize strength in a limited space, offering up to four times the strength of a traditional spot weld.

The all-new Golf GTI’s stamped steel body and chassis now has 28% of its parts in high-strength, hot-formed steel, as opposed to 6% in the previous GTI. This technology—along with the use of newly developed ultra-high-strength steels that weren’t available during the last generation’s development and now comprise 9% of the new Golf GTI’s bodyshell—allow much of the chassis and body to be constructed from thinner and lighter parts without any loss in strength.

Using selective thickness for parts, a single component can be tailor-rolled to have as many as 11 zones of varying thicknesses. The result is a body-in-white that weighs 51 pounds (23 kg) less than the previous car’s despite offering 10% more torsional rigidity. Overall, the new Golf GTI is 53 to 82 pounds (24 to 37 kg) lighter than the previous-generation car, despite its larger size and additional equipment.

The new Golf GTI features a strut-type front suspension with lower control arms and a multilink rear suspension, both of which are controlled by coil springs with telescopic dampers.

The Golf GTI has a lowered sport suspension, which is 0.6 inches lower than the Golf TSI and TDI Clean Diesel models. The front suspension includes a 24-millimeter anti-roll bar while the rear has a 20-millimeter version, 2 mm larger at the front and 1 mm thicker at the back compared with a regular Golf TSI model.

The Golf GTI can also be ordered for the first time in the US with the latest version of Volkswagen’s DCC adaptive damping system, which manages the suspension’s rebound and compression rates individually, helping to improve vehicle dynamics. This feature is only available on SE and Autobahn models fitted with the optional Performance Package.

All 2015 Golf GTI models are equipped with the XDS+ Cross Differential System—an updated version of the XDS system seen on the previous GTI. This technology acts somewhat like an electronic substitute for a traditional mechanical limited-slip differential, working by actively monitoring data from each wheel sensor. If the suspension becomes unloaded, the system automatically applies braking to the driven inside wheel as needed to reduce understeer (the tendency for the front wheels to run wide). This not only helps keep the Golf on the road, but also improves handling and cornering performance.

Another new feature on the Golf GTI is the ESC Sport function for very experienced drivers. The system is activated by a two-stage switch on the center console. If the driver pushes the button once briefly, the ASR (traction control) function is deactivated. When the button is pressed longer than three seconds, Electronic Stability Control (ESC) switches to the ESC Sport mode. In high-speed driving, such as on a racetrack, the ESC system operates at a higher threshold for even more agile handling. ESC can also be activated through the CAR settings menu.

On Golf GTI models equipped with the Performance Package, a torque-sensing limited-slip differential dubbed VAQ is fitted. This electronically-controlled differential works in concert with the existing stability systems (including the related brake-based XDS+ electronic differential lock) and improves traction and performance. Tests at the Nürburgring Nordschleife track have shown lap-time improvements of more than eight seconds on cars equipped with the new differential.

The VAQ acts as a traditional limited-slip differential—which reacts by transferring a set amount of torque to non-slipping wheels when others lose traction—but adds to its effectiveness by monitoring the data from each wheel sensor at all times. Since this data includes both vehicle and wheel speed, as well as yaw and lateral g-force, the system constantly makes precise adjustments to help maintain an optimum torque balance between the left and right front wheels.

Up to a full 100% of torque can be transferred to either side, as opposed to the fixed “best guess” percentage seen in traditional limited-slip differentials. The result of this proactive (rather than reactive) system is the elimination of the understeer and torque steer that can afflict sporty front-wheel-drive cars.

The all-new Golf GTI also features the Progressive electric power steering system. Volkswagen has spaced the teeth on the steering gear’s rack more tightly towards the center. The lower steering ratio in the center means that the car responds more quickly when entering a turn, while the higher ratio at the ends of the rack reduces the amount of effort needed near full steering lock, such as when parking. The steering wheel goes from lock to lock in just 2.1 turns, whereas the standard Golf needs 2.76 turns.

Pricing for the all-new Golf GTI starts car starts at $24,395 for the entry-level S trim in two-door form with six-speed manual transmission, an increase of just $195 over the base price of the previous model.

2015 Volkswagen Golf Launch Edition Priced At Under $19,000

On sale in Europe for the some time, the seven-generation 2015 Volkswagen Golf is about to hit U.S. showrooms.

Volkswagen announced pricing for the 2015 Golf range, which will start under $19,000, but just barely.

The company will kick off U.S. Golf sales with a Launch Edition model priced at $18,815, including destination. This model will be sold in limited numbers, and will only be available in the two-door body style with a five-speed manual transmission.

The true bottom of the Golf range, then, will be the S model, which starts at $19,815 for a two-door, manual-transmission car. A six-speed dual-clutchautomatic transmission can be substituted for $1,100

An automatic-only four-door model starts at $21,515, compared to $20,815 for a comparable 2014 Golf--the cheapest model available for the sixth-generation Golf's final year.

Next is the Golf S with Sunroof, which is available only as a four-door with either  manual ($21,815) or automatic ($22,915) transmissions.

Buyers can add a $995 Lighting Package to that and get LED daytime running lights, LED reading lights, and an Adaptive Front-lighting System or Driver Assistance Package ($695), which includes a forward-collision warning system and park-distance control.

The gasoline Golf range--badged "TSI"--is completed by the mid-range SE model--which starts at $25,315--and the top SEL model ($27,815). Both are available only with four doors and automatic transmissions.

2015 Volkswagen Golf TDI

All gasoline Golf models (excluding the sporty GTI) use the new EA888 1.8-liter turbocharged and direct-injected four-cylinder engine, which develops 170 horsepower and 200 pound-feet of torque.

Meanwhile, the 2015 Golf TDI features a 2.0-liter turbodiesel version of the EA288, with 150 hp and 236 lb-ft. Transmission choices include a six-speed manual or six-speed DSG automatic.

Available only as a four-door hatchback, the TDI will have a base price of $22,815 in base S form. The mid-range Golf TDI SE will start at $26,315, while the top TDI SEL will cost $28,815.

As with the gasoline Golf models, adding the DSG transmission to a Golf TDI costs $1,100.

The addition of the value-conscious TDI S lowers diesel prices somewhat. A base 2014 Golf TDI started at $26,020 in four-door, manual-transmission form.

The 2015 Volkswagen Golf arrives in showrooms this July.

The 2015 e-Golf electric version will follow in November or December in electric-car-friendly markets, including California and several Northeastern states.

Volkswagen Shows Off Its 40-Year History Of Electric Cars

While its new 2015 Volkswagen e-Golf will be the first-ever plug-in electric VW sold in the U.S., the German carmaker has a surprisingly long history of prototype electric cars.

Two weeks ago, during a drive event for its VW e-Golf and e-Up production models, along with prototype Golf GTE plug-in hybrids, Volkswagen showed off restored examples of some of its earlier electric test vehicles.

Volkswagen has experimented with electric cars since the 1970s, when the Volkswagen Golf (Rabbit) platform was first produced.

These electric conversions were built in very limited numbers--dozens or perhaps 100--to give the company a better understanding of how real-world users treated cars with electric drive.

Volkswagen Golf City Stromer Mk II, historic VW electric car at Tempelhof Airport, Berlin

                                                                                                                                                                            All of them used heavy, low-capacity lead-acid batteries. In the Golf models, they were located under the rear seat and the load bay, resulting in reduced rear space and an awkward and very reclined rear seat-back angle.

On display (though apparently not in  running condition) were two different generations of VW Golf City Stromer--based on second- and third-generation Golf hatchbacks--along with an even earlier VW Transporter T2 Elektro.

The name's not a typo: "Stromer" comes from the German word "Strom", or "Current," with the "City" prefix alluded to the limited range and city-car usage of the test vehicles.

The second-generation Range Stromer, based on a late-Eighties Golf, used VW used heavy lead-acid gel batteries and an anemic 18.5-kilowatt electric motor.

It provided a range of 50 to 60 miles on a good day, and a top speed of around 60 mph. And the third-generation model was little better.

Our contributor Nikki Gordon-Bloomfield wrote about her own second-generation Golf City Stromer, now owned by Volkswagen of Great Britain, which is restoring it.

Perhaps most interesting was an electric conversion of a Volkswagen Type 2 Transporter, better known in the U.S. in its multi-window form as the "VW Van" of hippie and surfer legend.

Volkswagen provided relatively little information beyond the name plates (and, frankly, we were driving new plug-in VWs most of the day), but the T2 Elektro obviously carried banks of lead-acid batteries under its floor as well.

We'd welcome more information on these historic electric Volkswagens.

Meanwhile, enjoy the photos--and reflect on how very far the state of the art in electric cars has come since that first electric Golf 40 years ago!

Source: Green Car Reports

Volkswagen T-Roc Concept Probably Heading For Production

The Volkswagen T-Roc Concept is a response to a market hungry for more crossover models, and it sounds like the Golf-based crossover is destined for dealers. Equipped with a powerful turbodiesel engine and positioned below the Volkswagen Tiguan, the T-Roc Concept is ready and raring to go.

Utilizing the new MQB vehicle architecture that underpins the seventh-generation Volkswagen Golf, the T-Roc Concept made its Geneva debut with a 182 horsepower turbodiesel engine. The 2.0 liter TDI churns out 280 ft-lbs of torque though a seven-speed dual-clutch gearbox, though Volkswagen is quick to point out that the T-Roc could share any of the Golf’s new drivetrains leaving open the possibility a plug-in hybrid or all-electric version.

The two-door crossover concept weighs in at just 1,420 kgs., or about 3,130 lbs, making it veritable lightweight among the crossover crowd. That lightweight helps the T-Roc achieve fuel consumption of just 4.9 l/100 km, or about 48 MPG. I’m also digging the removable roof, though that’s more “concept” than the rest of the car.

Volkswagen executives seem bullish on bringing the T-Roc Concept to production though, adding a bit more depth to a lineup that has lacked a real crossover contender.

Source: Volkswagen