Volkswagen Golf VII GTI Performance 230 CV, road test (Engine, performance, handling and consumption)

The VW Golf is no ordinary car. It has its devoted fans and its detractors, but at the time it was undeniably a milestone. It is the kind of model that is often taken as a reference in its segment, and the GTI badge remains one of the most revered in the motoring world.

Before getting into the debate about its leadership, we need to analyse it, and not just any version but the flagship of the GTI badge: specifically the Golf VII GTI Performance, which reaches 230 CV and adds a series of elements to consider if you are thinking of buying a VW Golf GTI.

Engine and performance

The GTI Performance is not the most powerful of all the Golfs; the R sits above it with its 300 CV, and a GTD R with 240 CV may also arrive. This Performance version is distinguished from the standard GTI VII by its 10 extra CV (230 CV versus 220 CV), by the limited-slip differential, larger brakes and 18-inch alloy wheels.

10 CV may not sound like much, but the differential makes a very noticeable difference, although we will talk about handling a little later. First we will focus on the engine and gearbox. The powerplant is the well-known 2.0 TSI of 220 CV, which now is pushed up to 230 CV. This engine is very performance-oriented, as shown by its 350 Nm of torque available from 1,500 rpm up to 4,600 rpm.

Put another way, it has excellent low-rev response thanks to the turbo, something unusual in a petrol engine, both in terms of torque figures and delivery from low revs. There are other models similar in power and segment, but they either offer less torque or deliver it at higher revs.

In terms of acceleration, it goes from 0 to 100 km/h in 6.4 seconds and has a top speed of 250 km/h. For comparison, the 280 CV Astra OPC accelerates from 0 to 100 km/h in 6 seconds and has the same top speed.

The gearbox paired with the engine is the well-known dual-clutch DSG, specifically with six ratios. It is a quick gearbox when changing gears, and the new-generation DSGs also feature coasting mode, which essentially disengages the gearbox when the car is rolling with some momentum (although there is no fuel consumption at that moment, the engine keeps turning with the gearbox decoupled). It also has Sport mode and paddle shifters for a more sporty driving experience.

Handling

Once we know the engine under the bonnet, it is time to start it up. For now there is no button or anything strange to start it: a traditional key, which we turn, and the engine begins to sound, with a normal sound that gives no hint of the 230 CV it is capable of delivering.

The first thing we notice as soon as we set off is the smoothness of the powerplant and the firmness of the suspension, combined with a low-profile tyre (225/35 R19). This means that any imperfection in the asphalt is noticeable, including those manhole covers that are not always level with the road surface.

As soon as you get into a car like this, it is tempting to press the accelerator and see the response, to check whether it is aggressive or sporty and whether those 230 CV are there and can be felt. Can they be felt? Yes, absolutely, and it is a car with very good response from low revs (the turbo works wonders) that pins you to the seat, always without being overly abrupt. That said, I miss a slightly more sporty engine note, and the handling is not very radical either.

In town it is comfortable: the engine is smooth and the automatic gearbox spares you from having to touch the gear lever. That said, if the road surface is in poor condition, comfort inside suffers, despite good soundproofing.

It offers several driving modes: ECO (coasting in the gearbox, always shifting to keep the car below 2,000 rpm…), Normal (no coasting mode), Sport (engages the limited-slip differential, a more responsive throttle, the gearbox in Sport mode and, if fitted, the adaptive suspension too) and finally Individual (set up to our own taste).

The Performance trim adds (in addition to its own styling and the 10 extra CV), larger brake discs with GTI logos on the calipers, and an electronically controlled mechanical limited-slip differential. Optionally, 19-inch wheels are available for our unit (18″ as standard), as well as adaptive suspension (which our unit did not have).

How is it on the road? The differential is noticeable and greatly improves the car’s behaviour through corners, following steering inputs very well and preventing it from pushing wide as much as often happens. GTIs can have many strong points, but that trait has always been there because it is front-wheel drive, and the GTI Performance achieves sublime handling and a simpler, more sporty drive (you don’t need to be an expert behind the wheel to have fun with it).

Another handling trait we like is the agility. The Golf VII, with the new MQB platform, is a nimble car with outstanding stability and great fun on bends or on roads more twisty than usual.

Consumption

Consumption is not extraordinary, but it is acceptable and fairly normal considering we are talking about a 230 CV car. On the

motorway, on our usual test route between Madrid and Vigo, we achieved an on-board computer reading of 7.5 litres per 100 km (always at the legal speed, using cruise control).

On rural roads it is hard to get below 8 litres, and in normal driving the figure you will most commonly see on the on-board computer is 8.5 litres or even 9 litres per 100 km. In town the figures rise a little further, up to 10 litres, although it does have start&stop.

In the second part of the test we will analyse the exterior design of the Golf GTI. In our case it has some optional elements that further emphasise the car’s sporty character, and its styling is unmistakable, though without any great eccentricities.

Photos | Test team

Technical specifications of this car

HatchbackVolkswagen Golf28 versions · from 24,450 €