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VW Golf GT FSI review. Image by Shane O' Donoghue.

VW Golf GT FSI review
As befits the 'car of the people' tag, the Golf has been VW's bread and butter ever since the launch of the iconic original in 1976.

   



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As befits the 'car of the people' tag, the Golf has been VW's bread and butter ever since the launch of the iconic original in 1976. The marketplace has changed drastically since then, and so has the Golf. The fifth generation Golf reviewed here is unrecognisable from the pert and compact original, yet it is as important as ever to Volkswagen's financial security.

Critics moan that the new Golf is not different enough from the Golf mark 4, yet at the same time lament the loss of the purity of the original, in particular the GTi. We have been promised a GTi worthy of the name, and we hope to drive it on UK roads early in 2005, but in the meantime the sportiest petrol model in the range is the Golf GT, fitted with the FSI engine.

VW is obviously very proud of its FSI technology as the badge nestles up to the GT logo on the Golf's bootlid. The FSI acronym stands for Fuel Stratified Injection, which to you and me is direct injection. Quite a few manufacturers are using direct injection for their latest generation petrol engines in attempt to toe the all-important line between emissions, fuel economy and performance. The VW Group has reason to celebrate the use of this technology: a version of FSI was used in the all-conquering Audi Le Mans cars in recent years. So, what does it mean to the driver?
br> For starters, the FSI engine is noticeably louder at idle than most other normal 2.0-litre engines. You only notice this with a door or window open though, as the noise insulation is top class. The higher noise levels are due to increased cylinder pressures thanks mainly to the increased compression ratio. A higher compression ratio in a given engine translates into more efficient combustion, and higher performance. There is a limitation, in the form of engine-killing knock, or detonation. Under normal conditions in a petrol engine ignition occurs at the spark plug and moves out spherically in a controlled manner. However, if the in-cylinder pressure or temperature is too high then combustion sometimes happens randomly away from the main flame. This is really bad news for an engine, and therefore engine designers ensure than the compression ratio is suited to the engine's use in life. With direct injection though it is possible to raise the compression ratio as the injected fuel reduces the temperature of the incoming air and therefore lessens the engine's tendency to knock. Theoretically this will improve the engine's efficiency, resulting in more power for a given amount of fuel.

In the Golf, the raw figures don't really stand out from the crowd. The engine produces 148bhp at 6000rpm and a healthy 148lb.ft of torque at 3500rpm. These figures may eclipse the very first Golf GTi's output, but will not burn too many fingers at the wheel of a 1.5 tonne family car. We managed an average of just over 30mpg in a week of hard driving that also included several hundred miles at a motorway cruise - I was expecting more, but this is still a good number of miles to get from your gallon of fossil fuel. The low CO2 emissions figure is another consideration if you are a company car buyer. Numbers may mean the difference between ringing the dealer for a test drive or not, but the experience behind the wheel in those few moments are more important.

Out on the road the Golf GT FSI (wouldn't it sound better as simply the Golf GT?) impresses. The engine doesn't excite, but this Golf is no slouch. There is ample torque from as low as 1500rpm. Indeed, the power delivery is almost diesel like, with a wide plateau of torque. The major difference though is the ability to rev cleanly to its redline. Balancer shafts (???) ensure that the experience is smooth, and the engine begins to sound a little sporty closer to its peak power speed. The GT is fitted with a six-speed manual gearbox as standard, which we think is a little unnecessary given the nature of the engine. No doubt the marketing men won the argument with the engineers. The 'box itself is light to use with a direct and slick linkage. If this is the same unit to be used in the forthcoming GTi, I do hope it is given a chunkier feel; it suits a mildly sporting family car, not a hot hatch.

Most aspects of the car's interior are a tactile joy. The steering wheel may be too large to be called sporty, but it is lined in leather and feels good. The pedal spacing is fine too, though heel and toeing is pointless as the transmission is so smooth and you can't hear the results of your efforts. Most drivers will find their perfect driving position thanks to the level of adjustment of the driver's seat and wheel. We particularly liked the deep seats, which are surprisingly snug fitting. I imagine the average buyer may even find them a little too gripping.

Not that the Golf GT can't generate decent lateral acceleration forces. The Golf's chassis is supple and the large tyres ensure that there is a surfeit of grip (especially on dry tarmac). Roadholding is not in question, nor is the comfortable ride. Our only gripe with the chassis is that it is not very talkative. You have to learn to trust it rather than actually feeling what is going on where the treadblocks meet the asphalt. We sometimes get criticised for taking a car out of context, and if this Golf did not wear a GT badge, we would not focus so much on the driving experience, but it does. What do the letters "GT" mean nowadays anyway? They adorn the Porsche Carrera GT supercar as well as for instance Ford's GT supercar. However, the letters are short for Gran Turismo, and I don't mean the game. They essentially mean a car that is as good to travel in as it is to drive.

The Golf GT is certainly good to travel in. Quality pervades the car, inside and out. It's the little touches that not just meet customers' expectations, but exceed them that make the difference between the Golf and say a Ford Focus. A few worth pointing out include the natty cupholders between the front seats: the centre section slides out to form a shiny VW-branded bottle opener. We also really liked the obsessively damped rear hatch handle (the VW roundel). While being "surprised and delighted", the occupants are being protected from the outside world; the Golf has achieved outstanding results in the benchmark EuroNCAP safety tests, with a full five stars in the front and side impact tests backed up by four stars in the child protection ratings and a commendable three (out of four) stars in the pedestrian rating. The Renault Megane may come close to this result, but it comes nowhere near on quality and perceived desirability.

That is the key with the Golf. Like the BMW 3-series, it is seen as a car with status at no extra cost. Despite selling high numbers the Golf is still a desirable prospect for buyers. It does not matter that such models as the GT do not have that more sporting edge; no doubt the GTi will provide that. Equally, who cares if one generation of Golf is not a seismic shift away from its predecessor? Not the buyers, and certainly not us. The latest Golf, and its extensive family of platform-sharers will be a deserved success.

Shane O' Donoghue - 15 Nov 2004



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2004 Volkswagen Golf specifications: (GT FSI 5-door)
Price: £18,002 on-the-road (test car fitted with satnav system and 6 CD changer, storage pack, Xenon lights, 17-inch alloys and rear side airbags adding a further £2,925 to the price).
0-62mph: 8.9 seconds
Top speed: 128mph
Combined economy: 36.2mpg
Emissions: 187g/km
Kerb weight: 1392kg

2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.

2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.2004 WV Golf GT FSi. Image by Shane O' Donoghue.



2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 

2004 WV Golf GT FSi. Image by Shane O' Donoghue.
 






 

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