2021 Volkswagen Golf GTE | PH Review
Another day, another fast Golf - but is the day of the plug-in hybrid already done?
The current range of quick Golfs could justly be labelled 'comprehensive'. And while there might be a Groundhog Day impression forming, VW deserves praise for at least giving buyers choice with its new cars - it's all too easy these days to bemoan a lack of go-faster options. So as well as a Golf R that oversteers, there's still a manual GTI, GTD and a Clubsport - and an even an anniversary edition on the way. Which means that just when it seemed like enthusiasts were being sidelined, VW has delivered perhaps its most competitive range of fast Golfs ever. This eco-style GTE even matches the GTI for power now...
In amongst Drift Modes and chassis geo (for a quicker 'ring lap), it's easy to forget about the humble plug-in hybrid (PHEV) variant. We certainly had. For the Mk8, the powertrain is familiar - a 1.4-litre turbocharged petrol engine paired with an electric motor and the triple-clutch six-speed DSG gearbox developed especially for hybrids - but with a worthwhile boost in performance over the Mk7. Not only is 245hp (or 245bhp) and 295lb ft sufficient for a 6.7-second sprint to 62mph and a top speed of 140mph, the 50 per cent bigger battery (13kWh against 9kWh before) means a vastly improved electric range. The claim is 60km, or just over 37 miles, on a full charge. That's more than 30 in the real world, which covers off more journeys that you might think. That lithium-ion battery can be replenished in five hours via a mains electricity supply, or less than four hours if using a 3.6kW charger or wallbox. The GTE's setup is the same as in the Skoda Octavia vRS IV and Seat Leon Cupra.
Our drive with the GTE, in theory, could hardly have better suited what it purports to offer. There was the drudgery of a crawl through London - perfect to show off the electric possibilities - a cruise down the M4 in hybrid mode and then a bit of Wales to finish; there is no better rodeo to show off the "extremely direct handling" that's promised.
Never underestimate the sense of calm that comes from navigating city streets on electric power alone. The GTE has more than ample performance to deal with the cut and thrust of busy urban areas - more so than any combustion-engined equivalent could muster. Small gaps become viable, the additional regen of Sport mode means you only really need one pedal, and the lack of any engine noise helps make a typically stressful driving situation much more serene. The battery charge was sufficient for slogging through west London, up the M40 and all the way to Beaconsfield services without the engine chiming in - not once did it feel like more performance or any intervention from a petrol engine would be needed. Lacking the ID.3's futuristic styling could certainly be seen as a benefit for the GTE as well, garnering it absolutely no attention whatsoever. Although it's a shame that simplicity doesn't copy over to the interior; the GTE features Volkswagen's latest infotainment system, with a laggy touchscreen display and almost complete lack of physical buttons - good luck setting up the sat nav or adjusting the temperature on the move.
Unsurprisingly, the GTE was entirely Golf-like on the motorway: quiet, assured, compliant. Some toughness to the low speed ride duly levelled out and the intervention of the engine was almost imperceptible, though it does sound strained when stretched. Performance is more than adequate, even if keeping up on the M40 sometimes requires more of the Golf's reserves than might be expected. Exhausting the electric range and still seeing 370 miles in the tank is nice when there's a long way to go and you want to be there soon. An ID.3 isn't capable of that just yet.
Using a route that avoided the less-agreeable parts of the M4, the GTE averaged 50mpg getting to Wales, which isn't to be sniffed at. It's hard to fault in those situations, really - as agreeable as any petrol Golf but with better fuel economy, lower CO2 emissions and cheaper running costs. What a shame, then, that it can't live up the 'sports icon' billing when asked to.
Weight is the real killer. Looking at the specs, a GTI weighs 1,373kg at the kerb; a GTE weighs 1,549kg by the same measure, which is 176kg more. With a driver aboard, it's a Golf in excess of 1,600kg. That has an impact everywhere: the GTE doesn't accelerate as eagerly, turn as willingly or brake as convincingly as its leaner, bigger-engined cousin. It isn't a deal breaker when considered purely as a hybrid VW Golf - a task for which it's ideally suited to - but is a tad disappointing for something with performance car aspirations.
Lacking the VAQ diff of the GTI, the GTE is scrappier when its limits are breached, stumbling into its traction control rather than decisively apportioning power. The six-speed DSG isn't as snappy as the newer seven-speed, an impression compounded by the Golf's odd throttle response as it defaults to electric power first. The brakes aren't as convincing as in the other fast Golfs, either, as the GTE has to balance the requirements of regen and regular stopping power.
It's far from bad, of course. Not so long ago, this sort of performance in a fairly ordinary hybrid hatchback would have been exceptional, and it's unlikely to unduly frustrate anyone. The perks of a hybrid drivetrain shouldn't be underestimated, either, particularly from a company-car tax or leasing perspective. But as a driver's car, and measured against its siblings, the GTE comes up short, lacking the tenacity and focus that has already marked out this generation of Golf. Quite where the genre goes from here, it's hard to know; the best hot hatches tend to be the lighter ones, and a hybrid system will always inevitably add weight. And that's without considering the progress made in pure electric cars, either - might an ID.3 flagship assume the VW EV hot hatch mantle in time? Probably. Until that point, the GTE remains recommendable as a hybrid and is a worthwhile addition to the Golf line up, particularly with its newfound electric range. But those who want to be entertained by a fast VW are still better served elsewhere - and that doesn't look like changing anytime soon.
SPECIFICATION | 2021 VW GOLF GTE
Engine: 1,395cc, four-cyl turbo, plus AC synchronous motor
Transmission: 6-speed DSG, front-wheel drive
Power (hp): 245
Torque (lb ft): 295
0-62mph: 6.7 seconds
Top speed: 140mph
Weight: 1,549kg (DIN)
MPG: 246.1 (WLTP)
CO2: 26g/km (WLTP)
Price: £35,960
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Seems to miss all the marks... or am I missing something?
Seems to miss all the marks... or am I missing something?
I liked our mk7 GTE. I don’t think people buy Golf GTIs for outright pace or dynamics and a GTE gives you a lot of what Golf GTIs are great at - quick enough, refined, sporty feeling inside. Except if you charge at home they cost pennies to run for local miles and are even more refined in traffic than any ICE.
Seems to miss all the marks... or am I missing something?
Trouble is you get a much better EV for this money these days and the speed and availability of chargers is much better too. They made sense in the mid 2010s particularly with the discounts and offers (a mate traded in an old diesel and paid about 22k on top after OLEV grant, diesel scrappage offer, deposit contribution, etc).
Now as a £36k car it doesn’t make so much sense. An ID3 would cover all I need, you get all the performance all the time, and you’re not needing to plug it in every day.
Seems to miss all the marks... or am I missing something?
Used for 15k it might make sense.
Top Gear –
“Where the Mk8 GTI really comes good is in the corners. Some hot hatches (A35, RS3) are ‘engine cars’. This is a ‘chassis car’.”
AutoCar –
“The new GTI is tauter, pointier, more direct and more lively to drive.”
Car Magazine gave it 5 stars for Handling.
Auto Express –
“The Mk8 GTI feels more alive than the outgoing model. It’s quicker to respond to steering inputs, with a more direct front end that bites into the asphalt if you really commit to a corner. It’s happier with sudden changes of direction as well.”
If anything, the small amount of criticism that has been levelled at it is that the sharper handling might be seen by some to betray the cars more mature nature.
An Up! GTI makes even more sense (bar BIK) at least than half the price.
An Up! GTI makes even more sense (bar BIK) at least than half the price.
Ordered as a tax dodge company car but turned out the hybrid power train met my needs perfectly. Was able to cruise round locally on electric then let the petrol engine kick in for longer journeys - which were expensed. Financially it cost me very little but still a very nice car.
If you only do lots of short journeys then full electric is better but if you still need cover a lot of miles then hybrid is great as there is no range anxiety.
Completely agree with the review in that it’s really not a GTI as it’s just too heavy. GTE button is fun though and useful for over taking. Treat it as a GT and it’s great.
My main criticism was the ride quality as it’s quite stiffly set
up. Much firmer than the GTI or GTD, probably to cope with the additional weight. Trashes the tyres too so they need replacing regularly. If you are a high mileage driver it makes the GTD feel like something out of the Stone Age!
Boot space is smaller as you lose a bit of depth but still
Perfectly usable. Can definitely fit a push chair.
Overall I miss mine and would definitely consider another if we ever go back to travelling.
100% reliable over 90k miles isn’t bad either.
Just like touch screens they are bloody dangerous.
As for hybrids they will always be flawed as you're lugging around an unused power plant and fuel source.
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