EVERY single day for the past 30 years, on average 2100 people around the world bought a new Volkswagen Golf.
Verdict
The fifth generation model continues to appeal to lay people than diehard car nuts, reports Robert Wilson
Volkswagen Golf FSI Sportline
Comment: Golf lifts its game with sound engineering and impressive attention to detail. New model retains solid feel of old car, with improved handling at cost of ride. Golf handicap? . . . question mark hangs over the build quality of RHD South African made cars.
Price: $32,990
Warranty: 3 years/100,000km
Engine: 2.0-litre four-cylinder
Power/Torque: 110kW/200Nm
Transmission: Front-drive six-speed manual (six-speed auto $2300)
Seats/Weight: Five/1240kg
Fuel tank/type: 55 litres/premium unleaded
Litres/100km: 8.6 combined
0-100km/h: 9.3 seconds
Turning circle: 10.9m
Airbags/ABS: Six/Yes
EVERY single day for the past 30 years, on average 2100 people around the world bought a new Volkswagen Golf.
By that measure, it has been as much a people's car as the air-cooled Beetle ever was. As the Golf evolved it started bringing other things within reach of ordinary wage-earning folk – understated style combined with outstanding build quality.
It may have been a hatchback but the Golf had the solid, tightly built feel of a luxury car.
The Golf was one of the first wells to run dry in Australia's great European car drought of the 1980s but since its return to these shores in 1990, its reputation for prestige without pretension has grown even as its price has dropped.
In 1990 the Golf returned at $31,490 – the new range opens at $25,490 for the entry level 1.6-litre model, with the 1.9-litre diesel starting at $27,990, the 2.0-litre petrol $29,990, and the high-performance 2.0-litre diesel at $32,490.
The fifth generation Golf continues the prestige tradition, although perhaps a little self-consciously. Top-spec Sportline models can be optioned up with sat-nav, sunroof and heated seats to a substantial $43,850 – a big ask for a small car.
Actually, it's not such a small car anymore. The Golf 5 is 5cm longer and about 100kg heavier than the version it replaces – and an incredible half-metre longer and 420kg heavier than the first Golf.
While Golf 5 broadly continues the look and feel of the previous four models, it has some substantial changes under the skin.
The proof is in the new model's record-breaking 12-star rating in the Euro NCAP crash tests (five for crash rating, four for child protection and three for pedestrian impact). It comes from a stronger body and six airbags standard across the range.
A new independent rear suspension makes its debut, after four generations of torsion-beam rear axles. And Australia finally gets Volkswagen's more advanced engines – the 1.9-litre and 2.0-litre diesels and the equally impressive 2.0-litre FSI direct-injection petrol engine. Although the diesels are outstanding in their combination of fuel economy, refinement and strong torque, the FSI engine is accomplished enough to make the petrol-versus-diesel decision a difficult one.
Paradoxically, Volkswagen's alternative to diesel feels almost like a diesel – in a nice way, of course, apart from a slightly gravelly idle. At low engine speeds its fuel injection system even functions like a diesel, injecting fuel into a closed cylinder for more efficient combustion. And like a diesel it excels in pulling high gears at low speed. Keep a light foot and the dashboard gear indicator in the six-speed tiptronic auto can often show sixth gear at under 60km/h.
In cruise it can be pleasingly economical with freeway consumption of under 7 litres per 100km registered on the trip computer. A refill check produced a figure of 8.6 litres per 100km – not bad for a hard drive through steep country and close to the maker's published figure of 8.5.
The interior looks as well-finished as ever, although dull, with the grey and black decor that has become a hallmark of Volkswagen and German cars generally (although beige is an option). A bottle-opener that doubles as part of the cup-holder is an amusing touch but the tricky indicator stalk-mounted cruise control is less entertaining. Other switches work well and feel nice while the grab handles still glide back into place with oil-damped precision.
The seats have a wide range of adjustment with the height adjuster able to take them from bar-stool to beanbag. They're typically European seats, though, posturally correct and comfortable on a long haul but far from plush.
Impeccable construction has become part of the Golf legend: buyers of the new model get a coffee-table book showing serious-looking white-gloved German workers poring over cars on the production line.
But Australian market Golfs come from South Africa and and the test car raised some questions over its build quality. Dashboard squeaks could sometimes be heard: we haven't said that about a Volkswagen in years. The knurled plastic wheel for adjusting the seat backrest angle fell off, although it was easily replaced. There was also a faint wind whistle around the driver's side windscreen pillar. The rear seat is a roomy if somewhat upright place but the boot is now a substantial 347 litres.
A firm suspension reacts well to large upsets but doesn't care for coarse or uneven bitumen, where it produces jiggling and transmits tyre noise. The Sportline trim grade tested comes with 16-inch wheels, firmer springs and reduced ride height. Things may well be a bit better on softer sprung 15-inch wheeled models.
Dynamically, the Golf remains what it always was – highly capable without being the sort of car that encourages you to chuck it about. There's no shortage of grip but nor is there much of the sense of immediacy that makes some small cars so much fun to drive. However, its grip and sheer stability on rough-surfaced corners are very impressive and the brakes give no cause for complaint.
The new Golf adopts electro-mechanical power steering to save fuel compared to the hydraulic power steering previously. Although no sports car in its degree of road feel it's fine in everyday use with consistent weight and accuracy around the straight-ahead position.
Automatic diesel Golfs come with Volkswagen's technological tour de force DSG gearbox while petrol versions use a conventional six-speed tiptronic unit as their automatic. Left in D it shifts up early but there's a distinct change in character when the lever is pushed back one notch further to the S position. In this mode it holds gears longer and downshifts under braking. Manual shifting is often frustrating as the transmission computer appears to take its redline protection duties very seriously indeed. It will both self-shift or block any driver's shift it deems reckless.
The Golf appeals more to lay people than diehard car nuts. With the exception of its performance models it has tended to attract more grudging respect than enthusiasm from petrolheads.
If we say the new version is more of the same, VW probably won't mind – they're on to a successful recipe. In many ways the Golf is an excellent car: its only failing is that it can seem a little clinical to drive.
That's not a problem for millions of people around the world – and about 7000 Australians every year – who find Golf fits them to a tee.
VolksFolks ·