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  1. #1
    Abonado
    • Campos de Perfil Largo_bcn
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    Largo_bcn Reputación Neutral Avatar de Largo_bcn

    Mas fotos del GOLF V GTI

    En forocoches se nos han adelantado y han colgado mas fotos del nuevo GTI mkV, va acompañado de un bonito texto en ingles al que yo no he leido porque mi nivel es basico y no quiero dejarme la vista en el intento.

    Solo os digo que el interior escoces sigue vivo, y ya no me desagrada tanto

    El link de forocoches es Golf V GTI
    Como echo de menos a mi GTI

  2. #2
    User VW
    • Campos de Perfil DavidV
      Nombre David
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    DavidV Reputación Neutral Avatar de DavidV
    pues lo ponemos aquí....

    Lets just cut to the chase: The fifth generation GTI model you see pictured is the most complete GTI that Volkswagen has produced in some 13 years. It goes, it handles, it brakes, it sticks and it looks the part. Some of you will probably cry foul, but for long-time GTI enthusiasts, we all know that something was definitely lost after the second generation GTI model stopped production in 1992 - the cars got heavier, more luxurious, and while they also became powerful, they also lost sight of what a true Volkswagen GTI should be. Even Volkswagen brass in Germany admit the GTI "lost its way" . Outside of a few limited edition models like the 20th Anniversary GTI (North American version), since 1992 the GTI, by its very definition, has been floundering. Well, we're here to tell you that the GTI is back.

    Volkswagen created the pocket-rocket, hot-hatch category here in North America back in 1983 when they introduced the original Golf I based GTI. This first generation GTI was an extremely sporty, fun to drive hatchback launched into a market filled with fuel efficient, cheap, boring econo-boxes. In the November 1983 issue of Car & Driver, editors wrote, "This once-humble Rabbit, in fact, now qualifies as a full-fledged GT sedan. What ultimately makes the GTI truly significant, however, is that it's the first car sold in the U.S. to marry this level of driving satisfaction with the utility, compact dimensions, and fuel efficiency of an economy car. When it comes to sheer driving enjoyment, the new GTI currently stands in a class of one. True to its pedigree, it can make you feel great - and that's the best any car can do for its driver." Accolades further continued; "Listen, we ought to give this car a medal or something. Partly because it'll put the hurt on so many so-called sports cars in the stand-on-it-and-steer-it mode. But mostly because the GTI isn't another one of those dumb boy racers that ride like produce wagons and make power like blenders stuck on purée."

    So what happened since then? Competition and a lack of focus on Volkswagen's part. Car & Driver shrewdly wrote, "Now that VW has done the definitive econoracer, copying it should be easy." No kidding... Before long there was an onslaught of competing vehicles: Dodge Omni GLH, Ford Escort GT, Honda CRX and Civic Si, and more. While the competition was busy trying to build a better GTI, Volkswagen began making their GTI bigger, heavier, more luxury-oriented and overall less fun to drive. It was still a nice car, but it started to pale in comparison to the competition while the price continued to rise - a 1991 GTI cost nearly $18,000 (not accountig for inflation).

    In the early '90s, the Golf III was introduced and while the GTI gained an impressive 6-cylinder powerplant, the car again got heavier and less performance oriented. The introduction of the Golf IV was a clear indication that Volkswagen had lost its focus completely with the GTI. The Golf IV platform itself is one of the most rigid and well-engineered chassis ever created for a small car in its day, leaving no excuses as to why it handled so poorly given the obvious potential it had. Further, the Golf IV GTI on the outside looked no different than a run of the mill two-door Golf. At the time, this was an overall trend seen with most car companies as they strove to build models that tried to appeal to the widest audience possible at the expense of everything else. The GTI still felt like a German car, but it didn't feel like a proper GTI.

    Faced with the prospect of increasingly stiff competition, particularly in the European market, Volkswagen set out to right the floundering course that had set the GTI adrift. First, Volkswagen needed to determine what makes a proper GTI:

    1. Handling
    2. Fun to drive
    3. A flexible powerplant
    4. Hatchback utility
    5. Economy
    6. German feel

    First impressions upon seeing the new GTI leave no doubt that you are in fact looking at a GTI model. From A1 GTI touches like the red keyline around the front grill, retro GTI badging up front and in back, to the plaid cloth seats nearly identical to the original ones found on the very first GTI back in 1975, Volkswagen has given the Golf V GTI a clear link cosmetically to its past. To further differentiate the GTI from lesser Golf V models you'll find 17 inch and 18 inch wheel packages, an aggressively styled front bumper with honeycomb mesh grill and lower bumper inserts, integrated driving lights, side skirts, unique rear valence with dual exposed titanium (!) exhaust tips, tinted front headlamps with high intensity discharge light units, red brake calipers and more. Overall the car has an aggressive look (particularly in black), an improved stance and ride height, and overall appearance that clearly identifies the car as a GTI.

    Opening the door the first things you'll notice are the sport seats with near-perfect size bolsters on the upper and lower cushions. The plaid seat pattern that might look slightly garish in photos, actually looks tasteful and unique and will put a reassuring smile on those of us that grew up with the original GTI (and many other European sports cars).

    The new Golf V claims an increased rigidity of nearly 80% over the outgoing Golf IV model. That's pretty significant given the Golf IV had a body rigidity nearly identical to the Mercedes C-class sedan. Late model Volkswagen owners will also notice a host of other small details. For instance the drip rail that used to be formed from a metal tray and a rubber seal where the roof and doors meet, is now gone, replaced by a perfectly laser welded seam and ridge - something that not only looks good, but also helps with that increase in rigidity. The doors also no longer wrap into the roof itself and instead are counter sunk into the sides of the car and are triple sealed all the way around - no more dust and water in the door jambs.

    Inside the new GTI you'll notice that the doors close with a very solid thunk. Volkswagen redesigned all the door hinges, particularly on the two door models to combat door sag that could happen with the older generation cars. Whereas the Golf IV could have the tendency to make you feel like you are sitting on a phone book, the Golf V is the opposite, giving the feeling of being more ensconced in the interior. That said, outward visibility is quite good all around, controls are all logically laid out and more ergonomically friendly, and the GTI's unique dished gauge faces are very easy to read at a glance. The new dual-zone Climatronic controls in particular are a huge improvement with easy to use round rotator rings and separate temperature controls for the driver and passenger.

    The GTI sports a unique steering wheel that looks like it was lifted right off the aftermarket shelf - perfect thickness, thumb cutouts at the proper 10 o'clock and 2 o'clock positions covered in a combination of regular and perforated leather with hand stitching complete with a flat bottom plane to the wheel harking back to open wheel cars and a brushed aluminum GTI logo. The GTI also comes with a dark anthracite grey headliner and real brushed aluminum trim accents on the doors and dash. The shift knob in the GTI is also unique with aluminum accents and increased heft which makes slicing through the gears that much easier. The MQ350 six-speed manual transmission has been revised once again in this application with better feel, more direct shift action and slightly increased effort that overall gives a better, more connected feel through the cable shifter mechanism. Clutch pedal effort has also gone up slightly over the Golf IV GTI and offers better feel and takeup. Speaking of pedals, you'll also find brushed aluminum pedals with rubber inserts, a floor mounted gas pedal and well balanced pedal placement for heel-toe shifting - pressing the brake pedal to full compression puts the side of your foot in perfect placement to blip the throttle. Obviously some serious thought has been put into what this car's mission really is.

    The new GTI gets Volkswagen's first application of the all-new direct injection gasoline (FSI for Fuel Stratisfied Injection in VW speak) 16v 2.0l 4-cylinder turbo with 200hp and 207 ft-lbs. of torque available from a low 1,800 RPM. The new 2.0T utilizes continuous intake camshaft adjustment and a variable intake manifold, plus direct gasoline injection and a new turbocharged integrated into the exhaust manifold. Simply put, the new 2.0T blows the old 1.8T out of the water on all levels and that is saying a lot, given the 1.8T was on Ward's 10 Best Engine list for a number of years. Firing the engine up emits a satisfying light exhaust noise and settles into a buttery smooth idle. Slide the gear lever into first, ease the clutch out and juice the accelerator and you'll be pressed into your seat with a rush of torque followed by a frenzy of horsepower, along with wonderful engine noises that climb right to redline with no drop in power or the harshness more common in the 1.8T. Not since the original 16v engine has a VW 4-cylinder had this kind of liveliness and character… and that sound! Volkswagen engineers are keen to point out that the new 2.0T received extensive intake "tuning" to give it a unique sound. This was accomplished not simply through airbox design, but also through the throttle body and intake tract itself. Whatever they did, we really like it.

    The new 2.0l is so tractable that you don't notice in the least that it is turbocharged. In fact you can't hear or feel any hint of turbocharging while inside the car. With more torque and indentical horsepower to the 2.8l 24v VR6, the 2.0T pulls strong even in higher gears at low RPM - downshifts to pass are rarely necessary. Full torque of 207 lb-ft is available at just 1,800 RPM and transitions smoothly into high-end horsepower pull all the way through to the rev limiter at 6,800 RPM. Volkswagen claims a 0-100 km/h (0-62mph) in 7.2 seconds, but we found that figure to be very conservative with times closer to 6.5 seconds or less.

    All of this power would be pointless if it wasn't backed up by proper handling and braking. The Golf V platform received not only increased rigidity, which takes some of the heat off the suspension to do all the work, but also a completely revised MacPherson front struts with revised sway bar links and a completely new (and complex) fully independent rear suspension. The GTI goes even further with increased spring and damper rates, 15mm lower ride height and increased roll bar diameters front and rear. We're happy to report that the dive, squat and roll that plagued the Golf IV platform has been all but completely exorcised from the new Golf V platform. This, in spite of the fact that general ride quality has gone up as well giving the GTI not only a very sporting demeanor, but a compliant ride that is far from harsh.

    The new GTI is very easy to drive quickly with fast steering, little body roll and overall neutral behavior that gradually breaks away into light understeer that can be coaxed back in line with a slight lift of the throttle or change in steering direction. The new electro-mechanical steering has been completely reprogrammed for the GTI and while it won't be mistaken for the mechanical unassisted rack as found in a Golf 1 GTI, it does provide decent feedback regarding what is occuring with the front wheels. Braking is phenomenal with no fade, great pedal feel and a very direct response that hauled the car down very quickly. This is owed to the 312 mm (12.3 inch) front ventilated rotors and 286 mm (11.3 inch) rear disc rotors. Volkswagen also reprogrammed the stock electronic stability program (ESP) in the new GTI. They've made it far less intrusive with surprisingly high threshold levels before it intervenes and reigns you back in when you get in over your head. Like past models, ESP is defeatable via a center console mounted switch.

    On our trip from Wolfsburg to Paris we found the GTI very liveable with lots of interior space even for rear passengers. The interior is quiet, particularly out on the highway. Wind noise is minimal until you start pushing into 130mph plus speeds. On several stretches of Autobahn we saw an indicated 225 km/h (about 140mph) and stability was typical german-car solid even at those speeds.

    Volkswagen says to expect fuel mileage of around 8.0 l/100 km or 30 mpg, which, despite the increase in displacement and power, is nearly identical to the 1.8T, no doubt thanks to the direct injection gasoline design.

    So when will we see the new GTI over here on our side of the pond? Volkswagen of America tells us to expect the new GTI at the end of calendar year 2005. Pricing has not been finalized but expect it to be around $23,500. There is a push within Volkswagen to make the GTI consistent across all world markets so what you see in the photos should be very close to what we will see here. Expect options to be limited to leather seating, an even more aggressive sport seat, navigation (!) and 18" wheels with ultra-high performance summer tires and the Direct Shift Gearbox (DSG) transmission.

    Overall we were surprised how well sorted the new GTI is, particularly with the amount of power it is putting to the ground through the front wheels. Torque steer never reared its ugly head, wheel spin rarely happened unless purposely provoked or in the wet, and the GTI never spun an inside tire mid-turn. Our driving time was limited to streets and highways, so we'll have to wait for a proper flogging out on the track before making final decisions, but what we've experienced so far is well beyond anything you could ever accomplish in a recent stock GTI and even surpasses the ability of many aftermarket modified cars as well.

    The Golf V GTI is supposed to get back to its "roots" according to Volkswagen and we believe they have finally done that. Looking back at the laundry list of desireable traits that made the original GTI such fun (1. Handling, 2. Fun to drive, 3. A flexible powerplant, 4. Hatchback utility, 5. Economy, 6. German feel) we feel Volkswagen has successfully managed to incorporate them all in a thoroughly modern GTI.

    The GTI, after a fair amount of soul-searching, is finally back.

  3. #3
    User VW
    • Campos de Perfil DavidV
      Nombre David
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    DavidV Reputación Neutral Avatar de DavidV





    [img]http://www.vwvortex.com/gallery/generated//Volkswagen/Golf%20-%20GTI%20-%20Rabbit/Golf%20V/GTI%20-%20First%20Drive/006__scaled_600.jpg[img]































    y ya me he cansado de copiar y pegar... ufff!!!

  4. #4
    Senior Member
    • Campos de Perfil dtorreci
      Nombre David
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    dtorreci ha deshabilitado la reputación
    Y esa tapiceria ... al estilo falda escocesa??? que es el antirrobo hortera o algo parecido?
    Golf V 2.0 TDI Sportline 5B CA3, OEM の版

    ** Si pones los post en el lugar adecuado mas gente los leera y nos evitas tener que moverlos **

  5. #5
    Abonado
    • Campos de Perfil Largo_bcn
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    Largo_bcn Reputación Neutral Avatar de Largo_bcn
    Pues a mi ya me va gustando la falda escocesa, me recuerda a mi serie 2 GTi que tenia y de ese coche guardo muy buenos recuerdos, no como el actual que en cuanto pueda me lo cambio.
    Como echo de menos a mi GTI

  6. #6
    Senior Member
    • Campos de Perfil dtorreci
      Nombre David
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    dtorreci ha deshabilitado la reputación
    El cuadro esta guapisimo esas esferas y la linea roja queda de muerte si el coche es negro ....
    Golf V 2.0 TDI Sportline 5B CA3, OEM の版

    ** Si pones los post en el lugar adecuado mas gente los leera y nos evitas tener que moverlos **

  7. #7
    Big turbo
    • Campos de Perfil t_elias
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    t_elias Reputación Neutral
    Tenia que llegar un cinco que me gustara no

    Madre mia que bonito el negro por delante

    Saludos
    Golf TDI 130cv

    #136 clubvwgolf.com

    Primer ministro del club de los http://img35.imageshack.us/img35/7207/conillopq.gifConilloshttp://img35.imageshack.us/img35/7207/conillopq.gif

  8. #8
    Big turbo
    • Campos de Perfil ibi
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    ibi Reputación MUY positiva Avatar de ibi
    Uffff, como mola. En negro es vestial, me esta empezando a gustar este serie V. Me recuerda mucho al serie 2 mi favorito de todos. Esa linea roja de la parrilla, el bifaro, y el tejido del asiento es sacado de un serie 2, me gusta que se haigan dado cueta cual era el autentico Golf. Como me gusta es contraste del color negro y la linea roja de la parrilla, como el serie 2. Esto ya es un GTI.
    ¿Cuanto valdra en la calle el diesel y el gasolina?
    Ex-Golf mk2 GTI 8V 112cv '91
    Ex-Golf Advance TDI 100cv '02 http://www.clubvwgolf.com/foro/showt...ona&highlight=
    Leon Sport TDI 110cv '05

  9. #9
    Big turbo
    • Campos de Perfil ibi
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    ibi Reputación MUY positiva Avatar de ibi
    Por cierto ese tapizado escozes me encanta, es puro Golf
    Ex-Golf mk2 GTI 8V 112cv '91
    Ex-Golf Advance TDI 100cv '02 http://www.clubvwgolf.com/foro/showt...ona&highlight=
    Leon Sport TDI 110cv '05

  10. #10
    ReproEcu
    • Campos de Perfil soul
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    soul Reputación Neutral
    Si hubieran pintado del color de la carroceria el faldón trasero, al menos la parte "alta" de la división que tiene hubieran ganado muchiiiiiiiiiiisimo con casi nada.

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