BMW 1 series VS Volkswagen Golf
BMW 1 series
- Rear-wheel drive
- Great engines
- Fun to drive
- Low on standard features
- Run-flat tyres
- Limited rear legroom
- Sublime drive experience
- Excellent standard inclusions
- Refined, mature design
- More expensive than ever
- Still no hybrids for our market
- Too many touch interfaces
BMW 1 series
If you think it’s a Mercedes-Benz A-Class you want or maybe an Audi A3 Sportback or even a Volkswagen Golf, then stop and read this first before making a purchase.
The BMW 1 Series alternative isn’t just another prestige little car, because there are some fundamental differences between this 1 and those others, and they could cause you to totally rethink your decision.
If you’re already keen on getting a 1 Series then you need to read this, too, not only to help you find the right one, but also to alert you to what might be a couple of uncomfortable truths.
|Engine Type||1.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
Since its inception, the Volkswagen Golf has been the 'people's car' at the heart of the VW brand.
To be handed the keys to a new generation version for a launch review is somewhat momentous. Historic, even. But I can't help but feel like it comes at the beginning of the legendary nameplate's twilight phase.
Eight generations in, with a rich history stretching from a populous economy hatch to wild track-focused variants, it's starting to become apparent the writing is on the wall for the single car that has been emblematic of the German brand for the last 45 years.
It's not just that the point of focus for buyers has shifted away from hatchbacks, towards SUVs (like the Tiguan), but also the impending era of electrification which should see models like the all-electric (and supposedly affordable) ID.3 ultimately replace combustion cars like the Golf. A thought which was, even a year or two ago, almost unthinkable.
So, in what could be the last or second-last hurrah for the car that replaced the Beetle, at a momentous turning point in history toward electrification and SUVs, what does the Golf 8 have to offer?
I took what should be its most popular variant, a mid-grade 110 TSI Life at its Australian launch to find out.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
BMW 1 series7.5/10
I’m the first to say the 1 Series is kind of the ugly duckling of the BMW family, but those looks grow on you, especially when you consider that this is exactly what a BMW hatch should look like. That this is one of the only rear-wheel-drive hatches left on the planet makes it even more special – and of course engaging to pilot. The downside is the price and the lack of value from a features perspective, plus safety could be bolstered with more technology. Still, anybody who likes to drive will commend you on your choice of a BMW.
Is the BMW 1 Series better at doing the small prestige hatch thing than the A-Class or A3 Sportback? Tell us what you think in the comments below.
At this moment in history, as consumers shift to SUVs and electrification, the combustion-only Golf 8 range proves Volkswagen means to make the most of its legendary nameplates before their time comes.
It's true, there are some relatively minor changes here when it comes to the engine, platform, and even styling, but the Golf's tech-heavy cabin, expansive range, and ultra-refined driving characteristics allow it to well and truly assert its position as the benchmark of the hatch segment.
The base car is appealing, but the Life is where the full experience is, and it's our pick of the range.
BMW 1 series8/10
The 1 Series looks exactly how a BMW hatchback should. I know that sounds silly but what I mean is BMW could easily have designed something that was proportioned more like other hatches; that popular sort of bubble on wheels.
Instead, what you have is a hatch that retains BMW’s traditional attributes – there’s the long nose, the cabin set back, the high sides and the wheels placed almost at the very corners.
Seriously, look at the image of the orange 1 Series side on, now hold your out your hand and use it to cover just the windows – see, it looks just like a BMW 2 Series convertible. Does it look good? To me it does, right up until you get to the hatchback, and then it looks a bit awkward. But I do admire BMW’s designers for creating something unique looking.
That orange 120i ('Sunset Orange' is the official colour) is the most recent 1 Series I’ve tested. Those wheels aren’t standard, they’re 18-inch M ones and they are part of the optional 'M Sport Package', which also includes the body kit, complete with side skirts and the lower grille in gloss black.
The 1 Series is as affordable as BMWs get, but it’s still a real BMW. The cabin, for example, looks much like every BMW, only smaller.
There’s the large, slab-like dash with the display sitting atop, below are the air vents and below that is the radio and then the climate-control dials. It’s a stack that’s kept its familiar order and shape on nearly all BMWs for what seems like forever.
The centre console has a similar layout as the one in a 3 Series or 5 Series or any Series, with the shifter and rotating media controller. Even the doors have the same design as those cars higher up in the BMW family, with the big moulded pockets and large pull handles.
That steering wheel is part of the M-Package too, but the leather upholstery is a separate option.
The signs that this isn’t a more expensive BMW are the manual handbrake, the compact instrument cluster with analogue dials, the small dash-top display and the fact that there’s a lot less real estate to be covered by trim pieces and material, which doesn’t have the same high-quality feel as those fancier models.
From the outside there's no mistaking the Golf. This is partially because this car's conservative and sensible visage has become synonymous with the brand, but also because the updates to the Golf 8's look could easily be mistaken for a simple facelift over the 7.5 it replaces.
It's certainly a story of evolution rather than revolution, with the side profile of the new Golf being near identical to its predecessor.
The face is the most heavily tweaked feature from the outside, with a tidy new bumper and notable lack of a discernible grille or intake, alluding to this car's tweaked efficiency.
The paint colour now also spills into highlight strips in the lower bumper, and the LED light fittings and tidy two-tone alloys complete a slightly more upmarket look to go with the increased price-tags.
It's neat as ever, exactly what a lot of Golf buyers will be searching for, but it will be hard to impress your neighbour if you're replacing new for old.
That is, until you get them on the inside. This is where the 'new-generation' part of the car comes into play. The 7.5's conservative interior has been dumped in favour of something far more contemporary and tech heavy.
The big screens with sleek software, set in a gloss highlight bar across the dash is something to behold in such a compact car, and the slick shift-by wire controls combine with subtle ventilation fittings and typically Teutonic VW switchgear to make for a cabin that is familiar yet futuristic.
The brightness and colour of the panels makes them pop without being overbearing, while the matte silver strip running across the dash and into the doors adds enough of a highlight piece to prevent the interior from being one big slate of grey – usually one of my main VW interior complaints.
It's all fitted and finished beautifully, with lots of little texture work on the storage areas, and I couldn't help but smile when I realised the piped seat trim in our mid-grade Life test car is actually a 'VW' pattern. It's attention to detail like that which can really make or break an interior, and it's nice to see it hasn't been forgotten in such a mainstream model.
On that topic, the GTI will of course maintain its perforated and flat-bottomed sporty steering wheel and cloth seat trim finished in a tartan pattern. It's a little sad that the lack of a manual variant for the stalwart hot hatch means no golf ball shifter, once famously cited as evidence that Germans do, in fact, have a sense of humour.
BMW 1 series7/10
The 1 Series’ boot has a cargo capacity of 360 litres, which is more than the boot space of the Audi A3 Sportback (340 litres) but less than the new Mercedes-Benz A-Class’s 370 litres of luggage room.
What does that mean in real-world terms? It’s not a lot of space, and you might struggle to get a pram in, so check that beforehand if you have small ones. That said, there was enough room for two carry-on sized bags, a computer bag and a scooter when my wife and I went on a weekend away with our four year old.
Space in the second row is also limited. Headroom isn’t too bad, but at 191cm tall I can’t sit behind my driving position without my knees digging into the seatback. I can just fit back there in the A3 and I have even more room for my knees in the A-Class.
Room up front is good with plenty of shoulder, head and elbow room for somebody my size.
Storage could be better: you’ll only find cup holders up front (two of them), the centre-console storage bin is small and so are the door pockets in the rear, but all is not lost because the door bottle holders in the front are massive, the glove box is a decent size and there are nets on the backs of the front seats.
It’s good to see directional air vents in the second row and a 12V power outlet, but there aren’t any USB ports back there – if you want to plug in a device there’s only one and it’s up front, along with another 12-volt outlet.
The rear doors appear large from the outside but the aperture to get in and out isn’t huge – again look at the images to see what I’m on about.
The Golf has always had a smart cabin and excellent ergonomics, and this continues in the eighth generation.
Like the interior's overall look, the seating position for the driver is both familiar and improved. The steering wheel is an evolution of the Golf 7.5's, a three-spoke design which has been chiselled into a slightly new shape, with the new logo and satisfyingly clicky function buttons.
This is good for people who don't like touch interfaces, as, unfortunately, the new Golf is devoid of any rotating dials. Rotating light selector? Replaced by touch panels. Volume knobs? Replaced by touch sliders. Even the climate controls have been rolled into the multimedia suite, in a great loss for driver-friendly adjustment.
Thankfully, the Golf 8's completely new software suite is stellar, and even in the base car you can adjust these functions with voice controls, but it's never a good day for drivers when proper tactile dials move from the dash to the bin.
On the topic of software, Volkswagen Group's digital dash system is by far the best on the market, with an astoundingly sharp and clear panel, seemingly not subject to glare or other inconveniences. The hardware grunt behind both screens is evident, too, as they feature lightning-fast reaction times and smooth frame rates, making both panels a pleasure to use.
The driver's seating position can be nice and low offering a sporty feel, but also great adjustability for front occupants (even if it is manual on most variants). There are huge bottle holders and storage bays in the doors, as well as a large tray where the climate unit used to be and a large bay which features a fold-out cupholder divider in the centre console. There is also a large armrest box with adjustable heights.
You'll want to bring a converter with you in the base car as all USB ports are of the new C variety, although they're seemingly unnecessary for solo travellers in the Life, R-Line, and GTI grades which come standard with a wireless charging bay and phone connectivity.
The rear seat is the new benchmark for the mid-size hatchback segment. Not only do entry level versions feature their own climate zone with controls and adjustable air vents, but there are also dual USB-C outlets, a selection of three pockets on the backs of the front seats in the Life grade up, large bottle holders in the doors, and a drop-down armrest with dual bottle holders, too.
In every grade the excellent seat trim and low-slung seating position continues to the rear, and I fit behind my own driving position with plenty of airspace for my knees at 182cm (6'0") tall.
Boot space has always been decent in the Golf, and this continues in the eighth-gen car, with 374-litres (VDA) on offer, enough to consume our three-piece demo luggage set. This space can expand to 1230L with the rear seats folded down. A space saver spare lives under the floor on all standard Golf variants.
Price and features
BMW 1 series7/10
So, it’s a little BMW, does that mean the price is little? Nope. It’s like asking if a little Rolex is cheap. it might be cheap for a Rolex, but not for a watch in general, and it's the same for the 1 Series.
The 1 Series range starts at $39,990 for the petrol 118i, while its 118d diesel twin is $44,990. Both come with the standard Sport Line package, which adds 16-inch light alloy wheels and LED headlights, while in the cabin it brings cloth upholstery, sports seats and a leather sports steering wheel, high-gloss black trim and BMW scuff plates. Other standard features include a 6.5-inch display, with sat nav, reversing camera, six-speaker stereo, a digital radio and air-conditioning.
For another $7000 you can get into the 120i grade, which lists for $46,990 and comes standard with the Urban Line package, which fits 17-inch alloy wheels in the double-spoke style, adds front and rear bumpers with matt finish air intakes, plus dual chrome tail pipes, while the cockpit gets leather upholstery, and gloss-black and pearl-effect trim.
Along with the Urban Line gear, the 120i has all of the 118i’s standard features and adds more of its own, including front and rear parking sensors, LED fog lights, dual-zone climate control, the interior lights package, plus smart phone connectivity with voice control.
The 125i is only a tempting $3000 above the 120i at $49,990 and it comes standard with the M Sport Package, which is what our most recent test car was fitted with (see the images of the orange 120i). The M Sport pack adds 18-inch light-alloy wheels and the tough body kit, the M Sport steering wheel and aluminium trim to the interior.
Apart from the M Sport package, also standard is an 8.8-inch screen with a DVD player and, somewhat disappointingly, cloth and Alcantara seats. Sure, they look nice, but how did the 120i get real leather and the 125i didn’t?
Still the 125i comes with more impressive performance hardware than the grades below, such as sports suspension, variable steering, M Sport brakes (inner vented rear discs) and blue calipers.
At the top of the 1 Series range is the M140i and while it’s getting into pricey territory at $59,990 (don’t forget that’s not including the on-road costs), you are getting what I’m predicting will be a sought after car in years to come. And possibly even a collector's item.
The M140i isn’t a fully fledged M car – it’s a diet version from the M Performance section of BMW, which gives cars a bit of a taste of the hardcore world of beasties like the M2 and M3, without costing as much or being quite as brutal to drive.
I’ll talk about the high-performance parts more in the sections on driving and engines, but briefly, you might like to know the M140 gets adaptive suspension and a six-cylinder turbo petrol engine – yes in a tiny hatch. Powerful.
The M140i also has the standard features of the 125i and adds its own, such as the 18-inch alloy wheels, black chrome tail pipe, adaptive LED headlights, leather upholstery, keyless entry, power front seats and a Harmon/Kardon 12-speaker stereo.
So, is the 1 Series good value? The price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3 (click those to see my reviews of them, too), but the 1 Series gets less in standard features compared to the Benz (such as Apple CarPlay) and about the same level of equipment as the A3.
If you’re a fan of black and white, you might be relieved to know these are the only two colours you won’t have to pay for. The rest, including Sunset Orange (see the images), Seaside Blue, Melbourne Red, Glacial Silver and Mineral Grey cost $1190.
On the face of it, the new-generation Golf has had a major price hike, especially for the entry-level grade.
Peer at the equipment list, however, and it's clear to see there's a statement being made here. Even the base car, now simply called 'Golf', is beyond fully loaded when it comes to equipment. VW says it could have made the car cheaper, but that's not where its buyer is.
In fact, the brand says by the time this car's 7.5 predecessor was headed to the grave, the average consumer was bringing the price of even a 110 TSI Comfortline to $35K-plus, indicating a healthy appetite for options.
For this new one VW has made it simple by just including almost everything that would have once been an option as standard.
This entry-level version scores an impressive all-digital cabin, comprising a 10.25-inch digital instrument cluster, an 8.25-inch multimedia touchscreen with wired USB-C Apple CarPlay and Android Auto connectivity and voice commands, LED exterior lights, 16-inch alloy wheels, tri-zone climate control, a six-speaker stereo, auto dimming rear vision mirror, push-start ignition, shift-by wire interior controls, a tyre pressure indicator, and cloth seat trim with manually adjustable seats.
That's a lot of stuff, but where the base Golf really gets ahead are amazing inclusions like tri-zone climate, full LED lighting, and digital cockpit.
Next up is the Life (auto only - $34,250) which upgrades the digital dash suite to the 'pro' version including further customisation options and built-in navigation, upgrades the media suite to a 10.0-inch unit with wireless Apple CarPlay, Android Auto, and device charging, 17-inch alloy wheels, decorative trim upgrades, premium cloth seats with lumber adjust, an LED ambient lighting package, and auto folding exterior mirrors.
Topping off the 'regular' Golf range is the R-Line (auto only - $37,450). As its name suggests this variant adds a sportier bodykit with 18-inch alloys, sporty interior trim touches and unique seats, rear window tint, upgraded LED headlights with auto high beams, and a sportier steering wheel with touch panel controls.
Finally, the range is topped off with the GTI ($53,100) which has a larger 2.0-litre turbo engine and carryover seven-speed dual clutch automatic, front differential lock and sporty dual-exhaust, 18-inch alloy wheels with unique bumper and spoiler designs, and various performance upgrades and interior trim treatments.
Option packs in the Golf 8 range include the Sound & Vision package' for the Life, R-Line, and GTI ($1500) which includes a premium Harmon Kardon audio system and holographic head-up display. The 'Comfort and Style package' ($2000) for the Life only includes 30-colour interior ambient lighting, sports seats, and a panoramic sunroof.
Finally, the 'Luxury package' for the GTI ($3800) includes heated and cooled front seats, electric adjust for the driver's seat, partial leather trim, and a panoramic sunroof. The panoramic sunroof can be fitted to the R-Line separately for $1800.
For some buyers who are apparently in the minority, it is alarming that the Golf now starts up around $30,000 and not in the mid-twenties like base versions of the Hyundai i30 (auto $25,420), Toyota Corolla (Ascent Sport manual - $23,895), and Mazda 3 (G20 Evolve manual - $26,940), although VW points out that there are numerous other benefits to the base Golf beyond its standard equipment, like its Euro6 complaint 1.4-litre turbo engine, low fuel consumption, and driver-focused independent rear suspension.
Like other recently updated Volkswagen products, the new Golf also includes the brand's full 'IQ Drive' safety suite as standard. Read more about this over in the safety section of this review. The Golf range also spans to include the GTI hot hatch – not a feature of the Mazda3 or Corolla range – but frustratingly (for buyers and VW Australia) there's no hybrid variant.
This is because the brand's hybrid-ready 1.5-litre 'evo' engine remains incompatible with Australia's high-sulphur fuel. More on this in the engine and transmission section of this review, and if you're interested, make sure to take a look at our news coverage of this topic, too.
Engine & trans
BMW 1 series8/10
As you step up through the grades the engines become more powerful. The entry-grade 118i has a 1.5-litre three-cylinder turbo-petrol making 100kW of power and 220Nm of torque, while its diesel twin has a 2.0-litre turbo-four making 110kW and much more torque at 320Nm.
The 120i has a 2.0-litre turbo-petrol four-cylinder and an output of 135kW and 270Nm. Then above that is the 125i, which is getting into performance territory with its 2.0-litre turbo four petrol making 165kW and 310Nm.
But all hail the M140i and its beautiful 3.0-litre six-cylinder turbo-petrol, with 250kW and 500Nm that it wants to share with you.
All cars are rear-wheel drive and all have an eight – hang on, that’s important: all cars are rear-wheel drive. Do you know how many other hatchbacks are rear-wheel drive? Try next to none – not the A-Class, not the A3, not the Golf. Rear-wheel drive is favoured for performance cars because it offers better balance and better acceleration thanks to the weight shift to the rear of the car. BMW has long claimed that RWD is one of the keys to its "sheer driving pleasure".
Now let me finish the sentence... all have an eight-speed automatic, and it’s a beauty – a little slow, but smoother for driving than a dual clutch, and way more fun than a CVT.
But wait, because there’s a manual gearbox, too. It’s a no-cost option and you can get it on any variant apart from the 125i.
There's some great news and some less good news here. We'll get the less good out of the way first: Despite this being a 'new-generation' car it continues with carryover engines across the whole range as well as a distinct lack of hybrid options.
This is not entirely uncommon in Australia, with Hyundai's new Tucson SUV another recent example of this happening, but it's still disappointing.
Over in Europe the Golf is fitted with a new 1.5-litre 'evo' engine which is essentially the next step for the 110TSI engine which features across the Australian range, although the European-market version opens the door to further electrification and efficiency.
In good news, though, this means the Golf which arrives in Australia dumps the seven-speed dual-clutch auto the brand is known for in favour of an Aisin-sourced eight-speed torque converter automatic. Make no mistake, this is very good for drivers. We'll look at why in the driving section of this review.
The standard Golf range, from the base car to the R-Line, carries over a familiar '110 TSI' 110kW/250Nm turbocharged 1.4-litre four-cylinder petrol engine, while the GTI maintains its well-regarded (EA888) 2.0-litre four-cylinder turbo which produces 180kW/370Nm paired to a seven-speed dual clutch auto.
BMW 1 series8/10
The diesel unit in the 118d will use 4.2L/100km. Let that sink in for a moment – petrol engines are becoming so fuel efficient that they’re rivalling diesels, which have long been lauded for their frugality.
So don't just buy the diesel just because it’s more efficient, because you may never recoup the extra money you paid over the 118i.
Thirstier but still super-efficient is the 2.0-litre in the 120i. BMW’s claim is 5.9L/100km. During my week with the 120i I put 413km on the clock and used 15.57 litres doing so (measured at the pump), which comes to 7.7L/100km. The car’s computer said 7.8L/100km.
That’s great fuel economy, even if it is higher than the claimed figures. The 125i’s official fuel consumption is also 5.9L/100km.
It’s not surprising that the M140i, with its 3.0-litre six-cylinder turbo-petrol engine, is the least fuel efficient but its official figure of 7.1L/100km is still low.
All Golf variants with their small capacity turbo engines require mid-grade 95RON but have impressive fuel consumption figures to hopefully make up for it when it comes to the back pocket.
The 110 TSI Life as tested for this range review shares a claimed/combined fuel consumption figure with the rest of the eight-speed automatic range of 5.8L/100km which is astoundingly low for a non-hybrid. Our real-world test produced a more realistic figure of 8.3L/100km, perhaps speaking to the lesser efficiency of the eight-speed auto compared to a dual-clutch, although there's little doubt lower figures can be obtained over time.
The base manual will apparently score even lower than the auto at 5.3L/100km, although we haven't tested this car yet.
Meanwhile, the go-fast GTI has a claimed combined cycle consumption figure of 7.0L/100km. Stay tuned for our variant review shortly, for our as-tested number. All Golf hatch variants have a 50L fuel tank.
BMW 1 series8/10
If I could run into a showroom and take whichever 1 Series I wanted it’d be the M140i – and not just because it would give me the best chance of outrunning the police after they discovered the break-in, but because the thing is so much fun to drive.
It’s also the most expensive, of course, but it’s worth it for that screaming straight six and for its agility.
You’ll have fun, though, in every grade of the line-up – they’re all engaging to pilot with great driving positions, good pedal feel and that eight-speed auto is smooth in traffic yet will shift hard when you have your race face on.
You might find the 118i, with its three-cylinder, a little under powered, especially with five people and their bags on board. If you’re keen on this grade, then consider the diesel, which will give you more torque. Our 120i test car proved to have enough oomph for overtaking and moving quickly when needed.
The 125i is less tame, with its throatier exhaust note, firmer ride and better handling thanks to the M suspension.
If you plan on choosing the M Sport Package for, say, the 120i keep in mind that you’ll lose the comfortable ride these cars have on their standard tyres.
Our 120i had the pack and while the body kit looks tough, the 18-inch alloy wheels shod in low-profile rubber (225/40 R18 Bridgestone Potenza 5001s front and 245/35 R18 at the rear) meant the ride was overly jarring on bad roads.
Given that Sydney was my test bed for the 120i and its roads are shocking, the ride was less than comfy. The M-sport suspension will only make the ride less comfortable, but in return you’ll have a 120i with better handling.
Run-flat tyres are common on BMWs and you may have heard of a few issues surrounding noise and a harsher ride. While that can be true, it's the price you pay for having a tyre you won’t immediately have to change if you get a puncture. Only the 120i and the M140i don’t have run-flats as standard.
The Golf 7.5 was a real gem to drive, standing generally above its peers when it came to ride and handling, the big question I had for number eight was: How could VW possibly do better?
The answer for 110 TSI variants is simpler than you might think. Dumping the dual-clutch automatic in favour of the very-well regarded Aisin eight-speed auto, which also appears (and shines) in many other cars, is a key move which makes the Golf delivered in Australia ultra-consumer friendly.
I had no idea, for example, that the 1.4-litre turbo 110 TSI engine was this good. I always had a feeling it was held back by the jerkiness and hesitancy of the dual-clutch automatic with which it is always paired, but with a torque converter automatic the way this combination plays makes it easily the best Golf in years.
The transmission locks into each gear instantaneously, intelligently switches between the correct ratios in the corners and on hills, and overall improves the drive experience out of sight. It's not as lightning fast to swap cogs on the straight, nor does it seem to be quite as fuel efficient, but the trade-off for daily drivers in low-speed traffic is an obvious one.
Suffice it to say, if you've owned a 110 TSI Golf before, you'll love this one. The other areas of the drive experience are largely the same, or even refined further from the previous car. This car's underpinnings have been slightly re-worked to further tune the suspension, which is as well set up and effortless as ever.
It's really at the top of the segment for ride and road holding, especially given its independent rear suspension as opposed to the torsion beam in more basic rivals. This is a difference you can really feel, with the Golf proving settled over bumps, potholes, and corrugations, despite a firm low-roll set in the corners.
And this is all in a non-performance variant. I'd say the only non-VW Group car that comes close at this price is the Toyota Corolla. The Mazda3 and Hyundai i30, while great for the segment, don't quite strike the balance between sporty and comfortable as well with their torsion bar rear.
The future-focused feel of the cabin leaves its impression on the driver, too. While I've complained about the touch panel climate controls, the Golf has a new 'smart' climate screen where you can use basic functions set to a default 20.5 degrees with a single touch.
The holographic head-up display sits almost in the middle of your line of sight (even with adjustment) which was initially odd, but its opacity is so low that it doesn't interfere with your view of the road, and I found myself glancing at the actual dash less and less the more I drove it. It's more intuitive than you might initially give it credit for.
This is usually the part where I introduce you to some negative drive qualities, but aside from my preference for tactile controls there's so little to complain about here, especially with that new transmission. I had expected the adaptive cruise to be a little more assistive on the steering like Mercedes-Benz products, maybe, but that's the only other thing that comes to mind.
The Golf 8 proves it's not enough to just maintain a position as the benchmark for driving in the hatch segment, but to continually move it forward. I pity my European colleagues who won't get to experience this version of the car with a far more driver-friendly automatic. I fear this flash-in-the-pan moment for this car will pass when the 1.5-litre evo engine arrives with a dual-clutch auto, re-introducing its characteristics, likely for the 8.5 facelift.
This version of the Golf then, could be the very peak for everyday drivers, at least as a combustion-only car. Historic indeed.
BMW 1 series8/10
The BMW 1 Series has the maximum five-star ANCAP rating, but this was awarded in 2011 and a lot has changed since then – particularly expected levels of safety.
BMW has updated the advanced technology to keep up with AEB (city) with pedestrian detection and lane-departure warning standard on all grades. It would be good to see more safety tech in the form of blind-spot warning, rear cross traffic alert and lane-keeping assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the rear row.
A spare tyre is not something you will find – all apart from the 120i and the M140i have run flats, while those two have puncture-repair kits.
A big selling point of the new Golf is its thoroughly upgraded safety suite which is standard across the whole range.
This includes freeway speed auto emergency braking (AEB) with pedestrian and cyclist detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, safe exit warning, adaptive cruise control with stop and go function, and a new emergency assist function.
Like most VW Group products, the Golf also features the 'proactive passenger protection system' which pre-tightens seatbelts, cracks open the windows slightly for optimal airbag deployment, and applies the brakes when it detects the possibility of a collision.
This time around the Golf has been augmented to include eight airbags, and the standard array of traction and stability controls are present alongside ISOFIX child seat mounting points on the outboard rear seats, and top-tether mounts across the rear row.
Unsurprisingly with all that kit, the Golf 8 range carries a maximum five-star ANCAP safety rating to the 2019 standards.
BMW 1 series6/10
BMW offers two service packages, which cover the car for five years/80,000km: the Basic is $1340 and the Plus costs $3550.
The Golf range maintains the brand's five year and unlimited kilometre warranty promise with roadside assist. This is competitive with its key rivals, although it doesn't move the envelope forward. A nice addition is the VW 'Care Plans' which allow you to pre-pay for servicing in advance (and bundle it in on finance if you wish).
A three-year plan costs $1200 for the 1.4-litre models, or $1400 for the 2.0-litre GTI, while a five-year plan costs $2100 for 1.4-litre cars or $2450 for the GTI.
If the five-year plan is selected this means an average cost of $420 per year for the life of the warranty for the main range, or $490 per year for the GTI. Not the most affordable we've seen, particularly against rivals with older engines, but not bad considering VW's higher-tech drivetrains.