Volkswagen Golf GTE Priced From 36,900 Euros ($48,390 USD) In Germany


Golf GTE  in Geneva

Golf GTE in Geneva

Golf GTE in Geneva

Golf GTE in Geneva

Volkswagen has officially announced pricing for the upcoming Golf GTE.

The Golf GTE will starts at 36,900 Euros ($48,390 USD) in Germany when it launches later this year.

At that price, the Golf GTE commands a 2,000 Euro premium, in Germany, over the pure electric Golf BEV.

The sporty PHEV Golf GTE (GT Electric) features a 148 hp 1.4-liter four-cylinder engine and a 107 hp electric motor.

Here’s a look at somespecs:

  • 0 to 60 mph: 7.6 seconds
  • Electric-only range: 31 miles (NEDC – about 20 miles on the US EPA)
  • 8.8 kWh lithium-ion battery
  • Top speed in electric mode: 81 mph
  • Top speed: 135 mph
  • Total range: 600 miles
  • Recharging time of 2 hours 240-volt 16-amp

Volkswagen seems to insist that the Golf GTE isn’t U.S.-bound.  Instead, it says that the Audi A3 e-tron will be the VW Group’s initial plug-in hybrid offering in the U.S.  However, we at InsideEVs still firmly believe that VW will bring the Golf GTE to the U.S., perhaps only in station wagon form.

Golf GTE  in Geneva

Golf GTE in Geneva

Source: Motor Info

Categories: Volkswagen

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21 Comments on "Volkswagen Golf GTE Priced From 36,900 Euros ($48,390 USD) In Germany"

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I wish they would bring this to the US – a performance oriented PHEV without all the unnecessary luxury stuff of the Audi e-tron that I don’t want (or want to pay for!)

I know in US it’s a whole different story (huge leverage of their brand reputation by some companies like Audi and BMW), otherwise…:

in Germany the A3 e-Tron costs just €1,000 more than the Golf GTE!

And the i3 (BEV) is €140 CHEAPER than the highest trim Leaf!! (€34,950 against €35,090)

…as strange as it might sound!

Since the GTE is supposed to stand next to the GTI, I use that as my measuring stick. In the US, the GTI starts at about $25k. The Audi A3 starts at about $30k, commanding a $5k premium, and that’s just for the base model. With the more powerful engine, it starts at $33k, an $8k premium.

Even if you take the base model A3, they are putting the same power train in the e-Tron as the GTE, so in theory, I would expect the Audi to command about a $5k premium over the VW.

It is my hope that they are using the e-Tron to soak up the high end first, and will bring the GTE over in a few years, once the early fans are sold and perhaps the next generation of batteries is available.

I want this car instead of stupid eGolf.

Kind of a short range but I guess they don’t have much room to fit a bigger battery in there.

And why is the 0 to 60 so much better with this than with the eGolf? They must be electronically limiting the eGolf to get a decent rant.

That is the size most PHEV batteries will be, as it complies with EU and Chinese regulations, which set their standards together.

That adds up to a big market, as well as others who follow their leads.

VW however have now set the space and weight that they can allow for batteries, and that is a bit of a compliment to GM, as when better battery packs are available to them, likely in 2-3 years or so, they will be able to offer at least as an alternative similar AER to the original Volt without modifying their bodies.

The option might be US only though, as around 22 AER is pretty good for many in Europe and China.

They could easily up the top speed and acceleration for the E-Golf, but doing either would deplete the batteries too fast.

Perhaps again it will be an option when better batteries are available.

What regulations? Someone has regulations on what size battery to use? Why?

They are leaving free money on the table in the USA where they could get a bigger tax-credit if they put in a bigger battery.

(CHN + EU) > USA
Perhaps for VW’s market?

China alone is a bigger car market than the US, and growing far faster, although it does not buy many BEVs and PHEVs at the moment.

There is a minimum all electric range to qualify for zev zones like the London congestion charge waiver. I believe it is 50km NEDC, exactly what this car can do. The S-Class PHEV is below this, so they will revise it soon so that it can manage the 50km minimum.

I haven’t been able to easily source the exact references, as much of the stuff here in Europe as well as of course for China is not in English, and there is a patchwork of state and EU regulations. In fact I believe that some of these are anticipated regulations, not yet in force. They are not regarding battery pack size, but ZEV range for city driving of 50km on the NEDC cycle. I had one heck of a job tracking down any references at all, but wanted to as yours is a fair question. The nearest I was able to track down was this: ‘However, in an age when even Audi’s A3 e-tron plug-in hybrid delivers 50km of pure electric driving, the S500 Hybrid manages only 33km. Oddly, the car will need to increase its electric range to 50km within two years so that it can meet China’s minimum range rules for plug-in hybrids. ‘ My understanding, although I have not been able to nail it down, is that 50km is also the minimum range in prospect for counting as a ZEV in European cities. Regulations, and in particular prospective regulations from Brussels can be fairly difficult to… Read more »

There should be saloon plug ins to come for either Audi or VW, and perhaps VW will do a BEV saloon as well as station wagon.

Passat PHEV, A6 PHEV, A8 PHEV are all on the short term VW group roadmap.

I meant, although I was too lazy to say so, the cars in roughly the same class as the Golf and likely in my view to reach the States reasonably soon, rather than all those scheduled for production

Dr. Kenneth Noisewater

What’s the 0-60 in electric-only mode?

Meh, yet another old-hat PHEV that doesn’t leapfrog Volt, i3 or Accord PHEV…

You don’t see enough cars with plaid seats.

I see no attraction at all in these 20-mile PHEVs. It’s just not a useful range. The Volt is right at the minimum I would consider a car as operable nearly full time as an EV.

On the Alonso Perez cycle, a Volt would need gas exceptionally rarely; a GTE nearly every day I drive.

To me the GTE is just a fancy hybrid.

Unfortunately Alonso, cars are not bespoke! 😉
Folk who need shorter AER don’t want to be paying out for big battery packs to cover those who do, and those who can manage include most of those in Europe, VWs’ home market, and in China, its biggest market.

As I note above,as soon as better batteries are available, likely IMO in 2016-7, then VW are likely to offer the option of a Volt-like AER to those who need it in that same package.

all U city-folk is jus’ plain skrewin it up for the rest, dammitall..
shee-it, I cun’t make it to the north Family on jis 20 milez.. profit-motivated VW with a car I can be caught dead seen in won’t make the trip.. dammitallennyway..

and I kinda’ bet things will change (how do You spell suburbs) in market number two, as well.. hope them batteries arrive soon..

In the “Brian cycle”, the vast majority of trips (>95%) are either less than 20 miles (round trip) or more than 200 miles. And this driver likes the promise of a sportier drive than the Volt offers. I like to think of the GTE and Volt as two good examples of the difference between a PHEV and an EREV. The Volt is an electric car first, with essentially a gas generator. Its objective is to save gas, and so the car is electrically driven, except in very rare circumstances, the gas engine couples to the wheels for increased efficiency. The GTE is a hybrid, which makes full use of both the gas and electric motors for increased performance. Both cars have powerful gas engines and electric motors on board, but only the GTE really lets you put all that power to the wheels at once. The penalty is in efficiency. Many of the electric purists here balk at the fact that the Volt couples the gas engine to the wheels (for efficiency no less!), so it doesn’t surprise me that many are down right hostile to the GTE design. The GTE didn’t leapfrog the Volt in AER, but it certainly… Read more »