Volkswagen Golf GT 1.4 TSI Twincharger 2006 Review - International

Volkswagen Golf GT 1.4 TSI Twincharger

What we liked
>> Impressively strong performance
>> Impressively competitive price
>> All the familiar Golf driving dynamics and build quality

Not so much
>> Waiting a year for the GT to reach Australia
>> Prefers 98 RON petrol
>> Small-engine prejudice

OVERVIEW
In the 1974 sci-fi flick Zardoz, Sean Connery's character, Zed, announced gravely: "I have seen the future, and it doesn't work." Well, zorry Zed, but here in 2006, we have driven the future (of Volkswagen's small petrol engines), and it works outstandingly well!

There's no denying that the world is changing in many ways, not least in critical environmental and climatic aspects. Accordingly, cars must change too, in directions dictated by the gathering global impetus of safety, fuel and pollution issues. In that context the Golf GT 1.4 TSI is a new benchmark.

At first sight you may wonder what the fuss is about. Unless you have an eye for detail the GT could be just another Golf, since it's set apart only by a subtle identifying badge at each end, and distinctive 17-inch alloy wheels.

The interior is generic sporty-Golf too, except that the instrument cluster includes a discreet boost indicator, which gives the hint that the GT's big difference lives under the bonnet. However, the essence of that b-i-g difference is surprisingly small.

Although you'd never guess it from the strongly responsive driving, the TSI engine displaces just 1.4 litres. But here and now you can discard any preconception that 1400cc is scarcely enough to keep up with traffic. While modern 1.4s are entirely adequate, the Golf GT 1.4 TSI is in such an altogether different league as to make the capacity number irrelevant.

Able to accelerate the six-speed manual GT from 0 to 100km/h in under eight seconds, run the standing 400m sprint in less than 16sec and reach top speed of 220km/h, this engine is clearly something special.

Known as a Twincharger, or TSI in Volks-speak, the engine owes outstanding performance, thrifty fuel economy and wispy tailpipe emissions to its unique use of a supercharger and a turbocharger. Given full throttle and high load, the belt-driven supercharger massively boosts power and torque from just above idle up to 3000rpm or so, then disconnects, leaving the exhaust-driven turbo to maintain the rage through the upper rev (red-line at 7000rpm and limiter at 7500rpm).

In a nutshell, besides having the performance to kick sand in the faces of contemporary 2.0 to 2.5-litre naturally-aspirated engines, the Twincharger 1.4 also beats them for fuel economy and exhaust emissions. Moreover, it's not a lot less efficient than modern turbodiesels, has superior driveability overall, will more readily meet future tough emissions standards and costs less to produce.

FEATURES
Although the Golf GT also offers choice of 2.0 FSI petrol and 2.0 TDI diesel versions in Europe, the model's single most commanding feature is the brilliant 125kW/240Nm Twincharger engine. This teams as standard with six-speed manual gearbox, while the excellent six-speed automated manual DSG transmission is an extra cost option.

Since the GT 1.4 TSI won't reach Australia until about September 2007, from this distance there's no way of figuring what it will cost. Currently however, it's priced about 10 per cent below the Golf GTI in Germany, the UK and other European markets. On that basis, the GT would ask about $36,000 in today's money.

Not expected to vary greatly for Australia, the GT's European specification level includes power windows, heated power mirrors, 225/45R17 tyres, sports-style front seats, electro-mechanical power steering, leather rimmed wheel, remote central locking, black grille, twin tailpipes, front fog lamps and lowered (by 15mm) sports suspension. Thus the GT stands as a persuasively complete, appealingly individual model in its own right..

MECHANICAL
The TSI engine is based upon Volkwagen's EA111 four-cylinder architecture used in various forms and capacities in Polo, Golf, Jetta and others. Here, the cylinder block is thin-wall (3mm) cast iron rather than aluminium alloy, adding some 10kg weight, but necessarily coping with the high compression and combustion pressures involved.

The alloy cylinder-head reflects the twin-cam, four-valve, direct injection technologies proven in the naturally aspirated FSI and turbo TFSI siblings. Relatively high 10:1 compression ratio helps explain the TSI's preference for 98 RON fuel (although it accepts 95 with little loss of performance according to VW).

The TSI engine's main point of difference is the inclusion of a supercharger, turbocharger and intercooler. Running at five times engine speed, the belt-driven Roots type ‘blower' is engaged, or not, via an electro-magnetic clutch.

Boosting intake pressure by up to 1.8 bar (26.5psi) in low-speed/high-load conditions, the supercharger is behind the engine's formidable low-end grunt. At 3000 to 3500 engine rpm, the supercharger drive's clutch disconnects and the by-pass intake tract diverts to the turbo which is by then on the pace for a seamless takeover of pressurising the ingoing air by up to 2.5 bar (over 36psi).

The result is diesel-like torque delivery that peaks with 240Nm at just 1500rpm, continuing that value through to 4750rpm. A diesel's dash is done earlier of course, but the TSI spins to 6000rpm before generating maximum power, and still has 1000 revs or more in hand.

COMFORT
Since the GT is a Golf through and through, it's business as usual in the accommodations, meaning generally comfortable. The cabin is roomy in all directions for four occupants, or a touch squeezy for three adults in the rear. The seats are well padded and comfortably supportive, especially the front buckets with their reasonably deep side bolsters. Thanks to ample adjustability of the seat and wheel, drivers of almost all conceivable shapes and sizes should find a good fit. They'll also find legible instruments and well placed controls.

The GT's moderately firm sports suspension notices most bumps and pot holes, but the ride quality has enough absorbency to take the sting out of all but the worst irregularities. You certainly wouldn't want it any softer if that meant compromising the taut body control and responsive handling.

As usual with large wheels and low profile rubber, tyre slap occurs across small ridges and filler joints, though it's mostly more audible than physical.

Although wind rustle becomes noticeable at over about 120km/h, it remains reasonably muted without turning objectionable even at considerably higher speeds. Even then, the TSI engine doesn't sound strained or thrashy, just purposefully metallic.

SAFETY
The Golf is among the class leaders for crash worthiness thanks to well developed structural integrity and a swag of safety features.

In keeping with its performance potential, the GT has the same big so-called 16-inch brakes as the GTI, with ventilated front discs and solid rears. Anti-lock braking system is also included, along with electronic front/rear brake pressure distribution.

Other electronic driver aids include ASR traction control and ESP stability system. The GT's sure-footed roadholding, co-operative steering and responsive handling also offer active safety support.

The cabin provides six airbags (front, front-side and curtains), plus headrests and three-point belts for each seating position.

COMPETITORS
That's a bit of a curly one because although rival models may differ in a year's time, there's no question that the hot-hatch segment will still be as fully and vigorously attended as it is today.

Meaning, the GT will be up against the sub-$40K likes of Renault Megane R'sport 225, Peugeot 307 Sport, Mazda 3 MPS, Ford Focus XR5 Turbo and Holden Astra SRi Turbo, not to overlook the 2.0 TDI and FSI Golfs either.

Some may be even sportier than the GT, but none has better combination of useable performance, fuel economy and environmental efficacy, let alone the addictive allure of the big-hearted 'little' Twincharger engine.

ON THE ROAD
In a word, terrific! Being a Golf, the GT's excellent driving dynamics and accommodations are givens, and need no elaboration here. But I promise you this about the Golf GT TSI : regardless of what you read or hear, there's no appreciating the accomplishments of the car and its TSI engine until they're experienced first-hand, on the road. It's a new, slightly incredulous deal on driving, and all the more remarkable because it's completely user-friendly.

The TSI idles normally and tootles around the suburbs while coping with city congestion with the nonchalant ease of a mild-mannered commuter car. However, its character transforms from meek to muscular whenever you put your foot down. Then be amazed as the massively swelling torque enables the TSI to pull like a lusty turbodiesel, except that it doesn't cry ‘Uncle' within sight of 4500rpm, but rather, continues spinning strongly to the 7000rpm redline, and on to the 7500rpm cut-out, if you insist.

The performance impresses not only because it goes seriously hard when punched through the gears, but equally because the in-gears rolling response is tangible right through the rev range. For example, even at 180km/h in sixth gear on an unlimited autobahn, flooring the accelerator brings enough thrust to feel. On the other hand, it isn't an engine that must be rowed along with the gear lever, and is, in fact, happy to shove strongly from less than 1500rpm (under 60km/h) in top gear.

At the same time, this is a car credited with 7.2lt/100km overall fuel consumption, and with correspondingly low CO2 emissions.

Impressive? That's putting it mildly. Indeed it's not a big stretch to see Twincharger technology may be a window to the future. After all, it works. And influentially well at that.