Volkswagen’s designers were faced with a tough challenge when they started the input of data and ideas into their CAD-CAM software in their quest to design a new Golf.
Their brief couldn’t have been easy, but once summarised, it probably went something like this: “Make the Golf grow up, but don’t lose the sporty appeal our customers have so enjoyed for the past three decades, please.”
True to form, they’ve done exactly that, and the new Golf V range has lost some of its boyhood racer image, taking on a certain sophistication. While Golf aficionados have been taken into account, buyers’ lists probably saw the new Wolfsburg creation jump up the ladder a few notches, too.
The new Golf is bigger, wider and taller than any other Golf manufactured before, with the obvious benefit being the availability of more leg, shoulder and headroom for all occupants. Dimensions have increased by 24mm for width, 41mm for height and 55mm for length.
Legroom increased by 52mm, while headroom has gone up by 24mm at the rear and 8mm at the front, ensuring that taller occupants can travel in comfort. It retains its sporty looks even if does appear a little chunkier, and paves the way for even greater success following world sales of 23-million units since the range’s launch in the early 1970s.
Golf’s designers have made it safer too, with body rigidity increased by 80% over the previous generation IV models. This is achieved by using metal sheets of different widths, which are welded together using laser techniques. Laser-welded seams now measure 70m, as opposed to the 5m used on the Golf IV model.
It is more attractive too, and its aristocratic looks are enhanced by four chic, round headlights, while the C-pillar continues a long-standing Golf tradition. Fenders are raised more prominently than with the previous generation, while the bonnet is flat and aggressive.
The 2,0-TDI Sportline is one of Volkswagen’s (VW’s) finest creations. From the moment you step into the car, the opulence and thought VW’s designers have invested in the styling is immediately apparent.
It is very spacious and exudes a sense of luxury German motoring along with hints of latent performance. A quick glance at the digit six on the gearstick bears testimony to this. The instruments — with a subtle, backlit, blue hue — are easy to read and reach, and there are myriad crevices in which to store odds and ends, out of reach and out of sight of South Africa’s notorious smash-and-grab artists.
One test model had optional leather seats and a sunroof, while the optional Satnav (satellite navigation) system, which takes up a large chunk of centre console, is a blessing — even if you do think you know your way around.
Beneath that are the air conditioning dials, along with an ASR (traction control) eliminator button, while the handbrake is floor-mounted and a little to the left of centre, which takes some getting used to.
While the seats and steering wheel adjustment are of the non-electrical variety, travelling in heated (leather) seats when it’s cold outside is pure luxury. Lumbar support adds finesse to the driving position. It is when you fire up the oil burner that you realise this car is a very sophisticated hatch — thanks to the barely audible diesel clatter so prominent in earlier-generation motors.
The old adage of “there is no substitute for horsepower” is tossed into the gutter once you’ve pulled off in the 2,0-TDI, and the massive 320Nm of torque (developed at 1 750rpm) being fed to the front wheels is addictive.
Although there is a small hint of turbo lag from the 103kW mill on the bottom, it soon disappears, and enthusiastic jabs on the loud pedal occasionally see the ASR light flash momentarily as the 205mm, 55-Series Michelin rubber mounted on 16-inch alloys find their grip, most notably in first gear.
From there, rapid changes at low gears can be executed as you work your way through the box, and even with an extra cog to locate in the conventional “H” pattern, one seldom misses the intended ratio.
Without any form of exertion from driver or engine, the TDI soon finds itself way above the speed limit, and at an indicated 140kph, the engine spins at a very low 2 500rpm.
The inclusion of a cruise control is useful — not in the sense of maintaining good cruising speeds on longer journeys, but rather to limit your speed.
Acceleration is brisk, and the newcomer easily sees the 100kph mark come up in just more than 11 seconds. While VW claims a very conservative 203kph top end, I think it will top that quite easily.
But besides the sheer driveability of the new Golf, it is in the handling department that it makes a loud statement.
Even with relatively low-aspect ratio tyres, the ride is smooth and gets extremely close to that of certain other luxury German cars.
Thanks to McPherson struts upfront and the much-spoken-about new multi-link rear suspension — both with anti-roll bars — cornering at higher speeds is accomplished without fuss, but with extreme confidence.
There is little hint of understeer unless you’re pushing the car to the limits, while body-roll is minimal, too. Steering-wheel feedback is good and although turn-in is not razor-sharp, it is still very direct and precise.
Although VW claims a frugal 5,4 litres per 100km in the combined cycle, our test car’s best result was 6,9 litres per the car’s built-in computer, but that is still exceptional given the performance it delivers.
A polite chime sounded once the odometer hit the 695km mark, which meant that it had consumed about 50 litres of the available 55 litres in the tank.
Probably the only drawback comes in the form of wind noise, from either the driver’s window or the sunroof. At 90kph or faster, both produce a mid-frequency buffeting noise, and trying to negate this by having window and sunroof open simultaneously had little effect.
The sound system largely drowns this out, and the optional six-disc player, neatly hidden underneath the front armrest, is an absolute must if you’re going spend lots of time on the road.
Brake feel was good, and the Golf certainly stopped in a hurry when required to with the ABS (anti-lock braking system) assisted EBD (electronic brake distribution) brakes, while knowing there are six air bags, split between front and rear, adds to the confidence factor.
The front passenger unit can also be disabled should you want to fit a baby’s chair in the front seat.
The boot, like any hatch, isn’t the greatest, but will still swallow 350kg of luggage, and is opened by pressing the rather large VW badge, which is mounted centrally on the boot lid. If you need more space, simply fold down the split 60/40 rear seats.
The base price of the vehicle is R227 820, while leather will cost an additional R8 000 and a sunroof R4 000.
There is a three-year 120 000km warranty and a five-year/60 000 AutoMotion maintenance plan, while services are required every 15 000km, with an oil change needed every 7 500km for the TDI engines. The oil change will remain until the quality of diesel improves.
Test car supplied by VW South Africa