Volkswagen Golf GTE review

Category: Hybrid car

Section: Performance & drive

Volkswagen Golf GTE 2021 rear cornering
  • Volkswagen Golf GTE 2021 front tracking
  • Volkswagen Golf GTE 2021 rear cornering
  • Volkswagen Golf GTE 2021 interior dashboard
  • Volkswagen Golf GTE 2021 interior rear seats
  • Volkswagen Golf GTE 2021 interior infotainment
  • Volkswagen Golf GTE 2021 front right tracking
  • Volkswagen Golf GTE 2021 rear right tracking
  • Volkswagen Golf GTE 2021 right tracking
  • Volkswagen Golf GTE 2021 charging socket detail
  • Volkswagen Golf GTE 2021 headlight detail
  • Volkswagen Golf GTE 2021 alloy wheel detail
  • Volkswagen Golf GTE 2021 interior driver display
  • Volkswagen Golf GTE 2021 interior front seats
  • Volkswagen Golf GTE 2021 interior detail
  • Volkswagen Golf GTE 2021 boot open
  • Volkswagen Golf GTE 2021 front tracking
  • Volkswagen Golf GTE 2021 rear cornering
  • Volkswagen Golf GTE 2021 interior dashboard
  • Volkswagen Golf GTE 2021 interior rear seats
  • Volkswagen Golf GTE 2021 interior infotainment
  • Volkswagen Golf GTE 2021 front right tracking
  • Volkswagen Golf GTE 2021 rear right tracking
  • Volkswagen Golf GTE 2021 right tracking
  • Volkswagen Golf GTE 2021 charging socket detail
  • Volkswagen Golf GTE 2021 headlight detail
  • Volkswagen Golf GTE 2021 alloy wheel detail
  • Volkswagen Golf GTE 2021 interior driver display
  • Volkswagen Golf GTE 2021 interior front seats
  • Volkswagen Golf GTE 2021 interior detail
  • Volkswagen Golf GTE 2021 boot open
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Performance & drive

What it’s like to drive, and how quiet it is

The Golf GTE shares its underpinnings with the Cupra Leon eHybrid and Skoda Octavia vRS iV, and, surprise surprise, they have exactly the same power – 242bhp from the 1.4-litre turbocharged petrol engine and electric motor combined.

Funnily enough, in the GTE it exactly matches the Cupra Leon’s 0-62mph time of 6.7sec, so it’s a bit quicker than the Audi A3 TFSIe and Octavia iV. The thing is, though, rather like the Cupra Leon, the GTE feels like it’s holding back that performance, even when you depress the accelerator pedal quite far. It’s only when you literally stamp it to the floor that you get the full dose of forward thrust. 

The GTE’s electric-only range of 40 miles (WLTP Combined) is about the same as the A3 TFSIe’s but less than you can expect from the Octavia iV and Mercedes A250e, which both offer around 44 miles. During testing in near-freezing conditions, the A3 TFSIe could go slightly further than the GTE, with the A250e usefully ahead of both.

Using the brakes puts energy back into the battery to maximise the range, and often that creates issues with the feel of the brake pedal in electrified cars. The GTE’s is fine most of the time, but it can be inconsistent, with the regenerative braking sometimes leaving you coasting and sometimes slowing rapidly when you lift your right foot.

The six-speed dual-clutch gearbox is, in the main, smooth, as is the transition between petrol and electric modes. There are some unexpected lurches and occasional thuds, although not as many as you’ll experience in an A250e. The A3 TFSIe or Octavia iV are both better behaved.

If you work the engine hard it’s not as intrusive as the A250e’s or the Seat Leon eHybrid’s, but it does boom in the background at 70mph. You also hear a fair amount of suspension noise, but wind and road noise are pretty well managed on the motorway.

The car we’ve tried came with optional Dynamic Chassis Control (DCC), which enables you to vary the suspension’s stiffness in multiple increments via the infotainment screen. In its softer settings, it feels firmer than the standard Golf’s, but not unpleasantly so, with plenty of control to check bounce over bigger bumps. Sharper intrusions, such as expansion joints, can cause a bit of a jolt, mind. 

New car deals
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