MK6 -v- MK7 : Golf GTI

[Mountainman]

Interesting to note that the Golf 7 GTI has a speed restrictor function.

All Mk7 Golfs have that - even my lowly $22K base model 90 TSI. It's sure a strange feeling when you reach that restricted speed.

[Lima]

Interesting to note that the Golf 7 GTI has a speed restrictor function. The driver is able to set the max speed of the Golf 7 GTI so that the vehicle does not exceed that speed. This is not a speed warning chime, which the Golf 7 GTI also has, with mine set at 130kph, but actual speed restrictor.

Just mash the go fast pedal to the floor and instantly the restrictor is gone!

[WhiteJames]

Must be for when the paparazzi are chasing & hounding you re: pedal to firewall/restrictor. Here's a car advice.com.au video review of the Golf 7 GTI:

2014 Volkswagen Golf GTI Video Review | CarAdvice CarAdvice

WJ

[WhiteJames]

In terms of driver engagement, hindsight is a good thing when comparing the Golf 7 GTI to its forebears, the MKV and MK6 Golf GTI’s.

Lets start with the MKV Golf GTI.

A vehicle with too much understeer & bouncy big-bump high speed compression ride with not enough damping, and a tendency for the chassis to lean heavily on its front outside wheel, overworking the side tyre-wall with too much positive outside wheel camber roll.

The MK6 Golf GTI.

The MK6 Golf GTI improved on reducing the understeer that the MKV Golf GTI had dialed in from factory with a larger rear sway bar, stiffer chassis and XDS pseudo electronic diff on the front only, despite being more clinical in its approach into & out of corners. The steering was lighter to appeal to the masses, but models equipped with DCC had the option of heavier steering mode to some benefit.

The non DCC MK6 Golf GTI still suffered from low speed compression small bump incessant patter/bobbing up/down, but high-speed compression hits were tuned to be softer, like the standard steering on the MK6 GTI. The DCC improved the high speed compression hits with electronic interference on large, fast & deep bump compression hits, but DCC could never truly relax in the low speed minor roadway irregularities, indicating that the damping rate was that bit too much relative to spring rate. This gave the impression of sporty handling, with faster transitions back from body roll or pitching using the same springs as the non DCC standard MK6 Golf GTI.

The MK6 Golf R rode the bumps better as it was heavier than the GTI, but still had the old school MKV Golf GTI greater inherent understeer biased chassis tune, but was an improvement over the MKV R32 with less weight over the front end.

The thing with the MK6 Golf GTI is that while I had driven it around many of the roadways that I drove the Golf 7 GTI on when exploring the chassis tune during running-in phase, there was never any great deal of inclination to take the MK6 Golf GTI out for a blast for the sake of driver engagement and fun.

The MK6 Golf GTI was certainly a better vehicle to own than the MKV Golf GTI, but not as driver focused or fun as the new Golf 7 GTI. The XDS pseudo electronic diff in the MK6 Golf GTI at the front only operated with a greater amount of crudeness and crass, adjusting the vehicle line and crimping the inside front driving wheel, taking a bit away from driver involvement . The MK6 Golf GTI was more one-dimensional when it come to XDS and driver engagement.

The Golf 7 GTI.

There was concern that electronics would further reduce the visceral nature of the drive & engagement with vehicle. Rest assured that the electronics, well in ESC Sport mode anyway, act as a driver aid to help improve the focus of the drive experience & therefore driver engagement.

The MKV Golf GTI started with no electronics other than traction control. The MK6 Golf GTI adopted the low speed EDL and higher speed XDS pseudo electronic diff, which while aiding entering and exiting corners, but was a much cruder form of intervention in concert with lower overall MK6 chassis grip levels.

The Golf 7 GTI surpasses all before it for driver reward, fun and engagement, whether it be the MKV GTI, R32, MK6 GTI or Golf R.

The Golf 7 GTI rides and handles better, making it lighter on its feet to change direction & more fun on rougher roadways that you would tend to avoid in vehicles with much stiffer chassis tunes. The steering telegraphs greater feel & pronounced tyre grip levels.

As a result, I’m finding that the new Golf 7 GTI encourages me to take the long road home more often than its forebears provided ESC is in ‘Sport’ mode. Despite the addition of extra electronic aids to aid safety in the Golf 7 GTI, technology has move further ahead to allow for electronic tuning to aid the driver experience.

WJ

[Cantgiveyouthat]

Hi James, The new model S3 is out now. I look forward to reading about Ray, the test drive and how glad you are that the base model GTI is still the best.

The R is out in June. **** is gonna get serious down the shire.

Cheers

[WhiteJames]

Ray was introduced as a character in this write-up as he is an owner of a MK6 Golf R, which allowed for a consequential review of the Golf 7 GTI –v- MK6 Golf R, prior to any Audi S3/Golf 7 R drive. Friday 2 weeks ago was left open for Ray to bring out his almost fully loaded DSG MK6 Golf R to play against my bare-bones MT Golf 7 GTI to see if the Golf 7 GTI truly kicks the MK6 Golf R’s butt as a a more effective real-world driver's vehicle. Unfortunately: Ray couldn’t make the time.

I’ve suggested that Ray spend some time in the Golf 7 GTI prior to the Audi S3/Golf 7 R as the Golf 7 GTI is essentially the donar vehicle for the S3/7 R. Start from the base model and work your way up to adequately evaluate if the additional hardware justifies the extra spend I say.

Personally, the only other variant of Golf 7 I wish to drive is the Carbon Edition Golf 7 GTI with carbon roof, which is not likely to be out for another 4 years, or about the time I may look to trade over.

I’ve sent Ray the link for adding the length of conduit into the upper door frame to prevent/reduce the B-Pillar noise on larger bumps. Not something that any owner of any hatchback should have to do, let alone on a 60K premium euro hatch.

This is Ray’s second Golf R, he pulled the pin on a 67K almost fully loaded MK6 Golf R about 3 years ago, keeping his R32 for longer, only to buy this demo R version without DCC for 58K, which looked like good value at the time until the Golf 7 GTI and Audi S3 hit the market with added value. The cost for Ray to change into an Audi S3 so soon would amount to over 60K spend, trading up from R32 to R to S3 within 12 months, not good accounting in anyone’s book (Remember that Ray is actually an accountant).

Is the Audi S3 better than the Golf 7 GTI?

Depends on which way you look at it. Objectively: No … as the premium doesn’t justify the extra spend of the Audi S3. You didn’t need me to tell you that. Subjectively: Depending on personal desire and/or personal expenditure, I think the Audi S3 would be the pick as it is now 11K cheaper, will be not much heavier than a PP GTI, but lighter than the Golf R, with a premium interior (leather included), added standard features and a better electronic dampers/suspension system derived from Ferrari. A suitable optioned Golf 7 R is not likely to be that much less in price than the Audi S3 Sportback.

Buying Ray’s almost fully loaded demo MK6 Golf R is like buying a cheap Lowes suit: You get all the bells & whistles, but you’re ultimately stuck with a cheap ill-fitting suit. For about 10K more, but compromising some of the bells & whistles (I say screw the sunroof & techno-pack, just go for the adaptive dampers) on the Audi S3 would’ve been a more prudent choice imo, a bit like forsaking the inner vest on a premium Armani suit, but ultimately ending up with a supremely better fitting and comfortable garment as opposed to the cheap Lowes MK6 Golf R end of season special suit. Maybe ray doesn’t want to drive a Golf 7 GTI, otherwise he may end up owning one like me.

Here’s a couple of reviews: One from the NRMA on the Golf 7 GTI, another from caradvice.com.au on the new Audi S3.

Audi S3 Sportback Review |Â*CarAdvice

https://www.youtube.com/watch?v=A5zph_iutvA

WJ

[Cantgiveyouthat]

Classic WhiteJames. Excellent work.

[andrew7]

Good work WJ

[sameatworld]

Ray would be very sad that you compared his "new" car to a Lowes suit me thinks. It's a bit mean to describe the MK6 as cheap ill-fitting suit! Especially as I think the MK7 interior isn't much improved on the MK6. But do agree that he should have waited rather than buying an R. Friends should stop friends from buy Lowes no?

I think the MK7 GTI represents a generational improvement of MQB (or whatever) over the MK6 form. Hence while I accept WJ's comments of MK7 vs MK6, am not looking forward to sure to come exaggeration of superiority of mk7 GTI over everything under the sun including the new R and the S3.

Personally, I think the fiesta ST is the one to get in terms of fun and good value. I might dare say that the fiest ST makes even the new GTI redundant... *runs and hides*

Below is also a link of what I thought from the S3 test drive
New S3

[WhiteJames]

Speaking of MK6 v Golf 7 differences, there appears to be an issue with the tolerances of the MK6 Golf R, in particular, Ray’s MK6 Golf R. The local Sutherland dealer had greased up the door lock mechanisms of Ray’s MK6 Golf R. This sorted out the B-Pillar knocking to a degree, but did not eliminate it. Ray when and purchased himself lengths of 4mm and 6mm irrigation conduit from Bunnings Hardware to inset into the Golf R door frame rubbers.

It is interesting to note that the 6mm conduit fits the driver’s offside of the MK6 Golf R, but the passenger nearside could only take the 4mm conduit. Attempting to put 6mm conduit into the nearside passenger’s side door-frame resulted in the doors not being able to close properly. Although, the driver’s offside door frames easily accepted the larger diameter 6mm conduit. Could this due to manufacturing tolerances? No such issue with the new Golf 7 GTI in this regard.

I checked the oil in my Golf 7 GTI for the first time in 1800km of driving. Not a drop of oil used so far, which augers well for the Golf 7 GTI, as I envisage that it’s unlikely to use any oil in normal use driving for quite some time. All the tourist route and mountain climb run-in driving is paying dividends. To be frank, new age motor and oils probably help in this regard.

Driving around town, I’ve had the opportunity to compare the Golf 7 GTI around some of the local roadways down South, in particular, quick direction changes negotiating round-a-bouts.

The MK6 Golf GTI on standard springs used to have the inside wheel scrabble for grip, where the inside tyre would unload due to body roll, causing some loss of grip and power down. This was the case with DCC on stock MK6 Golf GTI springs. The dampers only speed up or slow down the process of body lean depending on which DCC setting was engaged. A non DCC standard MK6 Golf GTI would exhibit this trait to an even greater degree.

The genuine Volkswagen Driver Gear Sport springs that were about 8-10% firmer than standard GTI springs help reduced the body roll and lean, and reduced the inside front wheel’s desire to lift and then scrabble for grip, sharpening up the handling of the GTI with a minor detriment to ride comfort. Generally, the best way to reduce body roll & lean is to go for a firmer spring, as the firmer shock absorbers only speed up the pitching side to side or fore & aft, rather than reduce body roll & lean.

The Golf 7 GTI with a longer and wider track, a motor that sits further rearwards over the front axle, and progressive steering, makes negotiating the same set of round-a-bouts so much easier, with greater focus, a flatter chassis composure, greater speed and much less steering effort. The lighter chassis also makes a difference. Executing the same maneuvers in the Golf 7 GTI is like night & day compared to the MKV/MK6 Golf GTI for driver ease & aglity.

In the MK6 Golf GTI the driver was definitely working harder to keep the same line at a given speed through the left-right-left directional changes with the chassis flapping about to a greater degree and greater use of steering and throttle input to keep the tight lines in and out of the round-a-bout intersections. I can see how some would call the Mk6 Golf GTI more fun, and to draw analogy, it’s a bit like riding a BMX bike with greater driver (rider) effort needed for ultimately less result.

The Golf 7 GTI, especially the lighter standard manual transmission version, is more akin to stepping up from a BMX bike to a racer/hybrid bicycle with bigger frame & wheels, where the driver (rider) has a more focused machine that requires less effort for the same result, and that is ultimately faster point to point, only with the added advantage of being user friendly in city driving due to the added ride comfort & progressive rate steering that is great to use around town & in tight spaces.

One last thing, the other comments on this thread do make a valid point re: Trading up from MK6 to S3/7R. There is no use in Ray ditching his MK6 Golf R for an Audi S3 atm, as he would be taking a bath on depreciation on the 8 month old demo MK6 Golf R, which incidentally has a 4 year warranty. His plan is to run the MK6 Golf R for a while, with added refinement & quietness due to 6mm and 4mm irrigation tubing inserted into the door frame rubbers, then about 18 months out from warrant expiry date, sell to upgrade to either a Golf 7 R or Audi S3 depending on value for money equation. The Golf 7 R may be around 3-4K more than the MK6 version, and the Audi S3 is already 11K cheaper than its predecessor. It ultimately depends on what comes standard on the Golf 7 R for the expected price rise.

Volkswagen: New Cars 2014 |Â CarAdvice

WJ