Ninety pounds sterling. When you read this test of VW’s all new Scirocco, that’s what you must keep at the back of your head. It refers to the price difference between this Scirocco and a basic, three door Golf GTi. Ninety quid. Some parking tickets cost more. The pricing of the Scirocco is savagely aggressive and will be complemented next year by a still cheaper spec level and two more affordable engines, a 158bhp 1.4litre petrol motor and VW’s new 2.0 litre turbodiesel with just 138bhp. The company isn’t saying much about using the 168bhp varuabt if the diesel engine, but it’s known to be coming next year. If it works as well in the Scirocco as it does in the Audi TT (140mph, 0-100kmh in 7.5 seconds, 18.9km per litre ), it will most likely prove the pick of what’s already looking like a distinctly desirable bunch.
In the meantime, though, this 2.0 litre turbo Scirocco is the only one on the market and its GT trim level the only spec on offer.
Although closely based on the platform and running gear used by the Golf GTi, it would be both simplistic and inaccurate to describe the Scirocco as the same wheelbase but it’s 40mm longer, a significant 51mm wider and a massive 97mm lower. Most important, its track is wider by 35mm at the front and 59mm at the rear. As a result, the Scirocco is not only lighter than the Golf, with a lower centre of gravity, but it also has a broader stance, which accounts in no small part for the way it conducts itself on the road. In addition, it comes with bespoke settings for its springs, dampers and anti roll bars and a quartet of very purposeful looking 235/40tyres riding on fat 18in rims.
In other respects, however, it follows both class convention and the Golf’s lead. Front suspension is a simple strut located by a lower wishbone, while that at the rear is a four link arrangement. Anti roll bars are fitted front and rear. Braking is by front ventilated discs and solid rear discs.
The driveline is similarly predictable. VW’s ubiquitous turbo 2.0litre motor is installed in 197bhp tune, just as it in the GolfGTi, complete with a six speed manual gearbox. VW’s dry clutch, seven speed DSG will make its debut on the 1.4 litre TSI engine when it comes to market next spring.
Trimmed in 1535 pound worth of leather upholstery, the Scirocco’s cabin is an invting place to sit. We would argue that it’s too indistinct from the cockpits of both the Golf and Passat, and too conservative for such an apparently sporting car. But there’s no denying that among the chrome and brushed metal finishers lies a driving environment likely to suit a wide range of potential customers.
The deeply sculpted seats cradle your body perfectly, you sit quite low, and with the thick rimmed, leather bound steering wheel pulled close to your chest, the scene is promisingly set.
As you’d expect of any VW, the minor controls have been set out with much thought for their position and clarity, a work ethic that extends to the optional navigation and information screen that’s a paragon of simplicity to understand and operate.
The boot is less than 20 per cent smaller than a Golf’s and the seats still fold. Of course, the rear cabin is nothing like as spacious as that of a Bmw3 Series Coupe, but these are still very usable seats, unlike those of , say, the Audi TT. Average sized adults with even a modicum of humour will be fine over short distances, while small children may even find space to spare.
But that high waistline and those slim windows make seeing out of the Scirocco hard than either your children or you will like. All round visibility is further compromised by notably thick A pillars an annoyance both at busy junctions and on twisting back roads.
Whether it’s down to the suspension settings, wider tracks, lower centre of gravity, or most likely, some combination of all three, one of the most gratifying things you will discover about the Scirocco is that despite its common platform and powertrain, it doesn’t feel like a Golf. Related for sure, but far from the same and palpably improved.
Our time on the road in the Scirocco happened to coincide with some exceptionally fast machinery taking part in an unrelated event over bumpy roads. Despite a massive performance deficit, it help the pace of 500bhp supercars and all wheel drive Japanese techno freaks alike.
One of the reasons why VW has been able to extract so much dynamic performance from what starts life as a standard Golf platform is that in addition to bespoke spring and damper rates, widened tracks and a lower centre of gravity, the Scirocco also has some very trick electronics moniotring your every move. VW calls it Adaptive Chassis Control. It’s standard on the GT and allows the dampers to talk to the steering and throttle electronics via the Scirocco’s CAN data network. Using sensors to monitor wheel travel and body movement, the dampers continously assess how the car is being driven as it accelerates, brakes and corners, adjusting bump and rebound characteristics accordingly.
In addition to this, the driver has a degree of manual control over the system via a three way switch allowing him or her to choose between Sport, Normal and Comfort driving modes. Each on provides approriate response parameters not only for the dampers but also the amount of power steering assistance made available and the sharpness of the throttle response.
The Scirocco is both easy and involving to drive fast. Good basic suspension design is clearly a key component in this , but we’ll remember its damping most of all. While other theoretically quicker cars bucked and kicked their way from place to place, testing their drivers and needing constant monitoring and correction, the Scirocco seemed to be following on another, altogether smoother surface. You sit there, guiding the car with your fingertips, appreciating the meaty feel of the steering, the lack of torque steer and the chassis’s lovely throttle sensitive balance. You can fiddle with the damper settings if you like, but in the main we felt no need and just left the switch in its mid position. Our only slight niggle is the presense of some axle tramp under violent acceleration on wet roads.
The Scirocco’s mastery of some of our most difficults roads means that more everyday, long distance surfaces present it with no trouble at all. The Scirocco is always comfortable, reasonably firm, but never harsh, even around town.
Specifications
Engine 1,984cc 16-valve inline-4 turbo
Transmission Six-speed DSG
Power: 200bhp @ 5,100rpm
Torque: 280Nm @ 1,700-5,000rpm
0-100kmh 7.1 seconds
Top speed 235kmh
Fuel consumption 7.6 litres/100km
I think living with a Scirocco may be even more satisfying than driving one. it’s excellent value, likely to prove extremely strong residually. It’s also very refined for a comparatively sporting car, with engine, road and wind noise kept to an absolute minimum.
Those wanting ultimate fuel economy will need to wait untill the diesels arrive next year, although we think the 10.1km/l achieved in our hands is a more than fiar price to pay for the performance on offer. One word of caution, howeer VW has reduced the Golf’s already small fuel tank, so you can now squeeze only 50litres into the Scirocco, meaning no more than 480km per tank.
So often manufacturers dig up names from the past to lend vital support to an underachieving new product. Not this time. The return of the Scirocco i s a triumph, thanks to a car that’s probably even better now than was the original some 34years ago.
It may seem like damning with faint praise , but the real hallmark of the Scirocco’s achievement is not so much what it does well but how little it does badly. It is one of them most infuriatingly difficult cars to criticise. It is astonishingly complete ion almost all areas and, to cap ti all, quite outstanding value for money.
So if you’ve been toying with the idea of a three door Golf GTI and don’t really need the extra space in the back, get one these instead. You’ll never spend a better 90 pounds. Do add your comments below.
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