2000 Volkswagen Golf Reviews

There's a saying around here (well, someone has to start these things): "If you have less than $30K to spend on a hatch, get a Mazda 3. If you have more, get a Golf."Within an hour of clambering out of an entry level Mazda3 Neo last week, we were into the new starting point for VW's perennial five door, one with an asking price that's barely above a Polo. Indeed, the 77TSI (the numeral indicating output in kilowatts) is donated from the 2010 Carsguide Car of the Year winner.So can this Golf change the order of things?VALUELooks good on the lid, eh?A new Golf has never played at this price level. As recently as 2005 the then-new entry level Mark V (which substantially is this Mark VI) ran a weak, old 1.6 naturally aspirated auto petrol four with a five speed manual and rejoiced in a $27K asking price plus on roads.This entrant $22,990 for the six-speed manual, $24,490 for the seven-speed DSG twin clutch auto, either of which are  married to an above its capacity punching 1.2-litre turbo petrol four.The Golf is appreciably bigger, a few hundred kegs heavier, but only a second slower and a few hundred bucks dearer than the little wonder. Our test car, with DSG ($2500) and metallic paint ($500) was $24,990. Cool.Now let's peel back the lid.While the Golf provides a sense of prestige German quality at a fraction of the cost, its servicing and parts are very much in keeping with those of a premium badge. In this respect, VW take the piss. An example? A new battery can cost twice as much as one fitted by your auto club.And even if the inside of the fuel cap reads 95 RON, VW's excellent direct injection/turbo-charged engines prefer and return their best economy and emission figures with nothing less than 98. Almost all its rivals are happy enough on basic unleaded.TECHNOLOGYUnlike its Asian rivals, each $3000-$4000 increment you spend on a Golf brings not only more bling, but an upgraded four cylinder turbo charged engine with direct injection. The now-previously entry level runs a 1.4-litre 90kW/200Nm jobbie. The next one up has the clever 1.4 supercharged and turbo charged unit with 118kW/240Nm. Then you're into GTI and R terrain.On paper this one's 77kW/175Nm and 1.2-litre capacity looks almost as weedy as that of a Barina Spark, arguably the lamest car on sale today. But by virtue of the aforementioned low pressure blowing and the squirting of high octane juice directly into the combustion chambers, the 77TSI easily outperforms that old 1.6 auto.A 0-100km/h time of 10.6 seconds (or so it's claimed) is unspectacular, but with all the torque on tap from as low as 1550rpm, the mid-range shove is like that of diesel. Capable of running on 6.2 litres per 100km while emitting 144 grams of Co2 per klick, you might wonder if the clatter and drone of a diesel donk is worthwhile.DESIGNLet others flirt with groovy visual gambits, a Golf is always a Golf. Inter generational changes are always evolutionary rather than revolutionary, as car companies say when they're on a good thing and are too smart to stuff it about.The wagen is what it is and der volk keep buying it.While even in GTI's interior is hardly festive this one is crushingly grey and depressing, with every appearance of being consciously stripped back in order to encourage up-optioning, or better still, up-modelling to a 90TSI.It's a dead zone, especially next to the innards of a Mazda3 Neo which looks a lot more handsome from behind the wheel than is suggested by its $23K sticker. It's been a long time since I saw a new car steering wheel without so much as a volume control on the steering wheel. This Golf's was nude. Both cars, however, ride on squeaky 15-inch wheels.SAFETYAs good as it gets at this size: five star NCAP crash rating, all the active safety acronyms you've ever heard of and several you likely haven't, plus seven airbags, including one for the driver's knees. Moreover, there's that Golf sense of door thunking solidity and the planted on road stance of a bigger car.DRIVINGDSG settings continue to defy logic. No sooner have you driven a VW Group car in which the twin clutch auto can hardly be distinguished from a smoother, older style torque converter automatic, than you encounter one that makes you look like a prat.This 77 TSI's (I say "this" because you can bet another one will be different) wasn't quite that bad, but the need poke it off the mark made for a touch too much tyre chirping. It's all very well banging on about DSG returning fuel and emission figures comparable to a manual's without the "irritation" of changing gears, but the Mazda3's five speed old school auto works better in the heavy traffic where we sent most of our Golf time.Otherwise? Yeah, fine. A slightly lesser Golf that feels more than adequate especially if you're just now able to get into one. Which works as a metaphor for the 77TSI actually ...VERDICTOnly if you absolutely must have a Golf.

BMW is king (or should that be president?) with the 3 Series offering 37 variants in sedans, coupes, convertibles and wagons. But Volkswagen isn't far behind and catching with 23 Golf variants, plus seven Jettas - a Golf with a boot - and four Eos - a Golf with a folding roof. And there is the promise of more to come with several models not yet available in Australia.The Golf family tree doesn't just have a lot of lower branches, but several offerings at the top, including the GTI, R and GTD. So if it's a fast Golf you want, you can still select five or three doors, manual or double-clutch automatic, petrol or diesel, all-wheel drive or front-wheel drive. But you can't have a six-cylinder engine anymore.VALUEEven though the AWD Golf R series has dropped the six and gone for a turbo four, it has also dropped the prices dramatically. The first R32 cost $63,000. It was followed by the R36 at $55,000. Now the new R arrives at sub-$50,000 for the three-door manual. Two more doors cost an extra $1500 and DSG an extra $2500.In another surprise, the GTD five-door manual and DSG cost less than the equivalent GTI, although the three-door GTI does come in slightly cheaper. All are packed with technology and creature features, making them a good-value high-performance package.TECHNOLOGYDespite VW dropping the 3.2-litre V6 engine in favour of a two-litre, four-cylinder turbo for the new R, power and torque have increased substantially from 177kW and 320Nm in the R32 to 184kW/320Nm in the R36 and now a whopping 188kW/330Nm. At the same time, fuel consumption has gone in the opposite direction from 11.6 litres per 100km to 8.7 in a sign of our tough economic times.It might seem a stretch to add the GT moniker to a diesel, but the figures stack up. The GTD has the two-litre turbo diesel engine from the Passat and Jetta but with 125kW of power, up from 103kW. That's down on the GTI's impressive 155kW, but the GTD has Commodore-sized torque of 350Nm compared with the GTI's 280Nm. It also sips fuel at the more genteel rate of 5.5L/100km in manual compared with the GTI's 7.7.And if you believe a GT should be a Gran Tusimo or Grand Tourer then the GTD is worthy with a touring range of 1000km from its 55-litre fuel tank. Like past R models, the new R model comes with 4Motion all-wheel drive while the GTD and GTI have front-wheel drive.All three high-performance models have optional Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.STYLEA GTI badge has been around since the 1970s and brings with it a hero status among hot hatches. R and GTD don't have the same ring to it. But they all have that GTI style with muscular wheel arches, discreet badging, schimcko wheels and tasty grilles. The GTI has the nicest nose with that red outlined grille.Out back they can be distinguished by the twin exhaust layout. They are on either side on the GTI, on one side on the GTD and together in the middle on the R.Inside is more discreet badging, brushed aluminium trim and various rally-style pedals, sports steering wheels and sporty seats. Yet despite all the sporty accents, the cabins are a very comfortable and homey place to be and the layout of the generous back seats and their 60-40 spilt flat-folding abilities, it's quite a practical cabin for loading anything from groceries to skis.DRIVINGHere are the biggest differences.While all are turbos, the performance varies with the R snappiest off the line and screaming out at the top end, the GTI the quickest to respond with giddying revs and the GTD the best for mid-range torque.Turbo lag is almost a thing of the past, but the GTD does have a slightly wider gap between right foot and reality. If track days are your thing, the R has 4Motion all-wheel-drive and the best grip levels as well as the biggest brakes and lowest suspension. The GTD seems to have the most compliant ride, although the nose does feel a little heavier with accompanying gentle understeer.The petrol models have a delightful sound with that signatory thump on gear changes of unexploded fuel. Surprisingly the GTD also has that sound but without the usual diesel clatter at idle or groan at full tilt. Steering in all three is light and positive with plenty of feedback and no rack rattle and only the GTD has a modicum of torque steer.The six-speed manual gearbox is a delight to use, but like many these days it sits too close to the centre console buttons, so you are forever accidentally hitting switches when you change to first, third or fifth.The DSG is a snappy cog-swapper but sometimes takes a while to change its mind about your driving style if you momentarily drive aggressively. It can take forever to change up a gear once you have settled down. Best to override it and just flick the steering wheel paddle shifters.

For years VW said Australia was just too hot for its most advanced vehicles, which is why stop/start technology - that kills the engine at idle and fires it up again when you’re ready to go - has not been available in VWs here.Now VW has confirmed it will begin the fuel-efficient BlueMotion push in Australia next year with stop/start as the core technology.It will start with a BlueMotion Golf that comes with a full suite of fuel saving measures and then introduce stop/start technology on other cars including the Touareg and Passat in the following months using the BlueMotion tag.ValueThere won’t be any word on BlueMotion pricing until a lot closer to the launch. There will be a premium for BlueMotion Golf over a standard model, which costs just under $30,000, but that is expected given its remarkable economy. It might cost a bit more, but it won’t be anywhere near as expensive as a Toyota Prius which starts at $39,990.TechnologyThe BlueMotion Golf has a suite of features that allows it to record an emissions number of 99g/km CO2 and a fuel economy figure of just 3.8 litres per 100km. Yes, 3.8, which is less than a Prius.Given its fuel tank is 55 litres, the BlueMotion model could go an incredible 1500km between refills.The special Golf does use diesel fuel though, unlike the Prius. Petrol burns cleaner than diesel, which explains why the Prius is rated as emitting 10g/km less CO2.The VW runs a 1.6-litre common rail four-cylinder turbo diesel that produces 77kW at 4400revs and 250Nm of torque from 1500revs to 2500revs, the same figures as the regular engine.This powerplant has slightly different software which changes some characteristics.While most new small cars, especially premium models, have six-speed manuals, the BlueMotion makes do with a five-speed manual. There is no automatic option.The stop/start system means that when you pull up to the lights and release the clutch, the system kills the engine. It fires up again when it senses the pressure on the clutch pedal.The green Golf also captures some energy when braking which it sends to the battery to avoid using too much fuel to charge the battery, which works hard to due to the frequent starts.More fuel is saved with the use of special low rolling resistance tyres, the wheels are also tuned for aerodynamics and the suspension is tweaked.SafetyLike all Golfs, the BlueMotion model comes loaded with safety gear. It has seven airbags, including front, side and curtain airbags as well as a driver knee airbag. There are also seat-belt pre-tensioners, belt force limiters, anti-whiplash headrests for the front seats and three rear headrests.StylingCan you pick this as an eco car from the pictures? Either could I. Unlike a car like the Prius, or the upcoming Insight, the Golf BlueMotion is not clearly identifiable as an eco-friendly vehicle. The only hint is a couple of BlueMotion badges. Other than that it looks just like a regular Golf. That’s not a bad thing, the Golf is a attractive vehicle and the interior has quality look, it’s just that it doesn’t trumpet to the world that you paid extra to do your bit for the planet.DrivingThe BlueMotion Golf doesn’t feel much different than a regular 1.6-litre diesel Golf.It doesn’t behave like a sportscar and it can be a bit gutless at times, like when you change it to second gear and wait for something to happen, but it adequate for an eco car. It’s unlikely the owners will be quoting the 11.3 seconds 0-100km/h sprint timeWe test the special Golf through from Hamburg to Berlin and on to Wolfsburg. Some of the work is done in those cities, but most of the distance is covered at speeds that would lead to a court appearance in Australia, but are perfectly legal on German autobahns. Despite the high speeds, the BlueMotion Golf never uses more than 6.5 litres per 100km and sips considerably less around town.Fuel consumption at higher speeds is better than it could be thanks to taller gearing for the higher gears, which means it pulls less revs at highway speeds.The stop/start system is fine once you get used to it. It is remarkably quick to restart the engine and must sense the instant the clutch starts to be depressed. This is important because you don’t want to be sitting at the lights waiting for it to start while irate road users stuck behind vent their anger.The eco Golf handles just as well as a regular model (which is good) and is just as practical. The bootspace is not reduced by a battery pack as is the case with hybrids and it doesn’t weigh anymore. There is a reasonable amount of space in the back seats and there is ample headroom.VerdictWe will have to test the BlueMotion Golf on Australian roads and in our climate, but it seems like a very sensible way to reduce your consumption. It isn’t all that exciting to drive, but the performance is acceptable and it is very practical.

How to make the Volkswagen Golf R feel a little lardy and quiet? Jump into the lively GTI.  There's no doubting the R is anything but tardy, but the GTI has more brattish upstart about it.I'm a big fan of proper all-wheel drive systems, not these reactive front-drivers, and the R was certainly worthy, but there's something a little more entertaining about the GTI.  It could be the tartan interior that harks back to the original VW Golf GTi of several decades past.What was supposed to be a special-edition small production run has now racked up more than 1.7 million sales globally and it has long been the benchmark hot hatch.PricingDwelling in the lower half of the $40,000 bracket when fitted with the DSG, the GTI isn't exactly on its own in the segment, with competition from it's own backyard and Japan.The features list has dual-zone climate control, 3.5mm auxiliary input jack, red and black tartan cloth trim, a leather-wrapped flat-bottom sports steering wheel with audio and trip computer controls, 17in alloy wheels, but absent from the list is satellite navigation (a $2500 factory option) and Bluetooth - something that is not just a GTI problem within the Volkswagen group.TechnologyGiven the sixth-generation Golf range is evolution rather than revolution there's not massive changes between the old and the new outside, but top of the pops in new gear beneath the skin is the GTI's Extended Electronic Differential Lock, XDL in VW-speak.The XDL system improves traction and combats understeer - two things that can make or break a front-drive pocket rocket.  The new GTI is the most powerful yet but its emissions have dropped by 19g/km and fuel use is down from over 8 to 7.6 litres per 100km.The GTI can be further tweaked with the addition of $1500 worth of adjustable dampers, which given recent experience in other Golf models with the system would take the edge off the ride around town, which can be on the firm side.DesignThe GTI sits a little lower than the standard model and is distinguished by a new front bumper, front foglights, a model-distinct grille with GTI badge and a rear diffuser - it all adds up to a hot hatch look that reflects its ability. We're in the three-door GTI and it gets longer doors, which weigh a little more and mean the stretch back for the seatbelt is a long way, even for someone with arms on the long side.  The entry to the rear seats is reasonably wide and there's decent space in the rear.SafetyThe little hatchback has a solid feel that is typical of the VW breed and imbues a confident frame of mind for the occupants.  The passive side of the safety equation includes driver and front passenger airbags, a driver's knee airbag, front side airbags and full-length curtain airbags, anti-lock brakes (with red brake calipers), emergency brake assist and pre-tensioner-equipped load-limited front seatbelts.The driver gets electronic brakeforce distribution, hill start assist, traction and stability control, the standard electronic diff lock and the extended version.DrivingThe fun factor in one of these hot hatches can not be underestimated.  Where supercar owners need racetracks to get the best from their mortgage-priced machines, the appeal of these hatches is felt daily.Nipping through traffic is easy on the broad torque surge offered and sport mode makes taking gaps cheekily easy.  There's more refinement but some of the brattish engine and exhaust noise is there in the distance.The three-door can complete the school run duties, with space for bags, pushers and shopping - even a stroller as well.  The backseat is not just for the rugrats either - four adults can be GTI-ed to a destination with a bit of gear on board without concern.But you won't want the excess ballast on your favourite back road, which is the little three-door excels - the firm suspension manages mid-corner bumps with alacrity, using the tricky front diff to turn in with gusto and power out with little fuss - the DSG is generally a useful gearbox, with more smarts than before, but it is still not a mind reader.Low-speed parking duties, particularly on a slope, can see the transmission in two minds, requiring subtle throttle work.  Sport mode on a back road is pretty good, but M mode is manual in name only - it won't hold a manually-selected gear.Leave it Sport and point it at a series of bends and there's plenty of far more expensive thoroughbreds that won't be able to shake it.VerdictThe Golf GTI is still the benchmark all-rounder hot-hatch. 

WHAT gets faster and more powerful while getting cheaper and more economical to run? Volkswagen’s Golf R series. And it also arrives here a lot sooner after release. The first R32 model took two years to get here, one year for the Passat R36 and now less than four months.PricingThe new R arrives at sub-$50,000for the three-door manual, which is a far cry from the first R32 that cost $63,000 and the previous R36 at $55,000. Two more doors cost an extra $1500 and DSG costs an extra $2500.  VGA marketing manager Jutta Friese says five-door will dominate with 80 to 90 per cent of sales and DSG about 85 per cent as is the case with GTI.DrivetrainWhile VW has gone from a 3.2-litre V6 engine to a two-litre, four-cylinder turbo, the power has gradually gone up from 177kW and 320Nm of torque to 184kW/320Nm in the R32 and now a whopping 188kW/330Nm.  Consequently, the 0-100km/h times have also come down from 6.6 seconds to 6.5 (6.2 DSG) and now 5.9 (manual and 5.7 (DSG).VW product marketing manager Valdan Dimic says they prefer to call it ‘downsizing’.  “We continually increase the power, increasing acceleration and at the same time optimising significantly the fuel economy from 11.6 to 8.7 (litres per 100km),’’ he says.VW Group Australia boss Anke Koeckler says while the sporty GTI is the top-selling Golf, the R series was the ‘hero’ car with a niche market.  “We only expect it to be about 10 to 12 per cent of the Golf sales,’’ she says.MechanicalLike the GTI and GTD there is optional Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Unlike many of these electronic damper controls in other luxury cars there is a substantial difference between sport and comfort.  The suspension has been lowered 25mm over the standard, but in comfort settings it soaks up the worst potholes.Pulling it all to a grinding halt are massive 345mm front brakes which are only 5mm smaller than the brakes on the big R50 SUV.  Like past R models, it comes with 4Motion all-wheel drive to differentiate it from the front-wheel-drive GTI.  This now features the ability in extreme conditions to transfer 100 per cent of drive through the rear wheels.Styling and fit-outIt arrives with all the usual GT style and there are few clues to picking it from the GTI or new GTD.  One of the easiest ways to pick it is through the twin exhausts. They are on either side on the GTI, on one side on the GTD and together in the middle on the R.Look more closely and you will notice new alloys, black brake callipers with the R-logo and a new bumper design. In front, there are three large air intakes painted in high-gloss black.  In standard trim, it gets Bi-Xenon headlights, LED daytime running lights, Tinted rear windows  and LED rear lights..Inside, there is a flat-bottomed steering wheel, shift paddles, blue needles on instruments, aluminium pedals, aluminium door sills with an R logo and special seats with the R logo in the head rest.  “One of the key elements of the interior design is the seats to highlight the sportiness around you,’’ Dimic says.The standard seats have dark-grey Kyalami cloth named after the South African racetrack with ‘San Remo’ microfibre inserts and grey stitching. Leather is a $3300 option and there are $5300 motorsport seats also available.DrivingPlant your foot flat to the floor and there is a delightful explosion out the back every time the DSG box goes up a gear when it hits the limiter.  It’s a joyous sound, accompanied by explosive power as the four wheels grip the tarmac and make haste.On the launch in Tasmania last week (June 11) we turned off the highway just out of Launceston and headed up the B roads into a snow flurry in the mountains, gravel roads and black ice.  In most cars it would be time to exercise extreme caution, but the R takes it all in its stride with an uncanny amount of grip and tidy manners.A few corners found us ploughing ahead through black ice, but there is nothing much you can do about that.  In the main, it turns in tightly – a little tighter with a dab of left foot brake – and stays on line through a corner so long as you keep the throttle on.  Lift off and the chassis doesn’t like it, but things never get wild.Steering is neutral and brakes have a bit of a plush initial feel, unlike the bite of the GTI and GTD.  Practical people with a wild streak can explain the five-door away as a family car and point to the fuel economy figures.  But it’s really that wild ‘R’ streak that we want.VW Golf R historyMk IV R32 launched in Europe in 2002 in limited numbers.  Launched in Australia in 2004 at $63,000.  R32 has a 3.2-litree V6 with 177kW/320Nm and a 0-100km time of 6.6 seconds Mk V R36: Mk V R36 launched in Europe in 2005 and Australia in 2006 for $55,000.  R36 has a 3.2-litre V6 engine with 184kW/320Nm and 6.5/6.2sec (DSG).Mk VI R launched in Europe in February and Australia in June for $48,490 (3-door manual), $50,990 (3-door DSG), $49,990 (5-door man), $52,490 (5-door DSG).  R has a 2-litre direct injection, turbo 4-cylinder with 188kW/ 330Nm and 5.9 secs (manual), 5.7 (DSG).

The VW Golf GTD arrives in five-door variant only with a list price of $39,290 for the six-speed manual or $41,790 for the six-speed DSG automatic transmission.  Volkswagen Group Australia spokesman Karl Gehling believes the diesel is worthy of its "grand tourer" tag because the manual sips fuel at 5.5 litres per 100km giving it a touring range of 1000km from its 55-litre fuel tank. "It's quite clearly a performance model," he says."It might challenge some people's understanding of what a sports car is but it's got all the benefits of sport with economy with an affordable sub-$40,000 price tag. We don't see that he GTI badge will be diluted by this at all."Engine and gearboxOn the question of dilution, while the GTI pumps out an extra 30kW of power, it pales against the GTD's Commodore-sized torque of 350Nm with a comparatively feeble 280Nm. Both the manual and DSG GTD race from standing to highway speed in just 8.1 seconds, but it's still a long way from the GTI's 6.9 seconds.  Yet the manual GTD sips fuel at 5.5 litres per 100km, which is only 0.2L/km more than the standard two-litre diesel providing 1000km of range from the 55-litre fuel tank. GTI manual drinks fuel at 7.7L/100km.  The GTD emits CO2 at 145g per kilometre, up just 6g, while GTI pumps out 180g/km.Market and salesVolkswagen Group Australia product marketing manager Vladan Dimic says the GTD is several vehicles rolled into one. "It's about handling and sportiness, but it's also frugal and economical, and easy on the pocket and the environment," he says. "It will appeal to diehard diesel lovers who have been looking for something sportier."Gehling says few GTI buyers will be tempted by the GTD. He suspects it may rob some of their TDI customers, instead. "Really there's no direct performance diesel competitor," he says.  He expects DSG to account for about 85 per cent of sales as it does in the GTI which represents about 25 per cent of all Golf sales.Dimic says there are at least ‘a couple of hundred’ GTDs in the country and stock should be adequate for demand.  He wouldn't forecast sales volumes. "We have a lot of interest and some orders already," he says.Package and fit-outTechnical officer Thomas Wacker says the GTD shares ‘a lot of similarities with the GTI such as brakes and lowered suspension’.  Although the GTI is lowered 22mm in the front and 15mm in the back and the GTD is dropped 15mm evenly.Outside and inside, there are only a few telltale signs differentiating the GTI from the GTD such as chrome horizontal grille strips, twin pipes on the same side of he car rather than one on either side, seat inserts in grey and some badging.  The GTD even gets the GTI's XDS electronically controlled differential with the ability to redistribute torque between the front wheels and apply braking force to counteract understeer.It comes with a range of options including Adaptive Chassis Control ($1500) that modifies the dampers to the terrain and can be selected on the fly for normal, sport or comfort settings.  Other options include a sunroof ($1900), 18-inch alloys ($1200), satnav ($2500), leather upholstery ($3300), electric driver's seat ($600), park asisst ($1400) and Bi-Cenon lights with cornering function ($2000).DrivingIt is difficult to criticise a vehicle that can be punted hard, never put a foot wrong and still squeeze out more than 800km from a 55-litre tank.  Unless you looked at the tacho you wouldn't think this is a diesel. It sounds and feels way too smooth, it makes a delightful ‘whump’ sound when it hits the redline just short of 5000rpm and it doesn't clatter at standstill.There isn't the urgency of top-end turbo petrol firepower, but there is a prominent rush of propulsion from way down low.  Handling is ideal for our bumpy and twisty country roads, keeping all four paws down on the ground for maximum grip and traction, even in frosty conditions on the launch drive in chilly Tasmania. Not a tyre squeal in earshot.Speed-adjusted steering on many European cars tends to be too light at our ridiculously low highway speeds, but not s the GTD. It feels perfectly weighted right through the speed range.  The cabin is a smart and comfortable place of business with tasteful decor, soft-touch plastic, chrome highlights and a driver's position that is spot-on thanks to a widely adjustable steering wheel that moulds into your hands.Ok, here's the only criticism. Brakes are slightly touchy.

A little burble from the exhaust system, go-kart-like handling, the wind in your hair and a clean set of heels at the lights... that is what many office-bound men and women live for.

VW claims responsibility for the hot hatch, which is a fair-enough boast when you remember that the Golf GTi kick started the movement back in the 1970s. Given its history it's not surprising then that VW pushed the hot hatch boundaries as other carmakers joined in the party with their own GTi clones. The R32 was VW's attempt to build the ultimate luxury hatch, one that would offer a very different, but still exhilarating driving experience to the GTi.MODEL WATCHThe Golf GTi has always been the hot hatch benchmark; it was the first and remains the one that comes to mind first when the chat turns to hot hatches. But in the wake of the GTi's success other carmakers have jumped into the fray with their own versions of the VW formula and the class has become rather saturated with choices.While the sizzling hot turbocharged front-wheel drive GTi retains pole position in the class, and delivers the sort of performance petrolheads lust after, the R32 offered a more refined driving experience. It actually irked VW that the R32 was described as a hot hatch; it saw it as a ‘luxury class saloon’, one that offered a unique blend of performance and refinement. Unfortunately for the company to most eyes it looked like a hot hatch, so that's what it was. Badges aside there were few visual clues to identify an R32 from a distance; it looked pretty much like any other Golf.VW, however, was of the view that the unique aluminium-look grille, extra air intakes in the front bumper, and twin polished stainless steel exhaust outlets were enough to make it stand out. If the skin appeared little different from the rest of the range what lay under the skin was quite a different story.For starters the engine was a 3.2-litre double overhead camshaft V6 that put out 184kW at 6300 revs along with 310Nm between 2500 and 3000 revs. To put that into some sort of context a turbocharged GTi at the time boasted 147kW and 280Nm. The R32 also differed from the GTi in the drive it employed. Whereas a GTi was conventional front-wheel drive, the R32 used VW's 4Motion all-wheel drive system. 4Motion used a Haldex mechanical coupling that was controlled electronically to give the best possible grip in all conditions. VW also reset the suspension to cope with the extra zip of the R32, which sat lower than a GTi, had uprated springs and shocks, and rolled on larger, 18-in, alloy wheels.In line with VW's pitch that the R32 was a luxury sedan it came with automatic air-conditioning, leather seats, rain-sensing wipers and bi- xenon headlamps.IN THE SHOPVW build quality is generally of a high standard with good fit and finish inside and out. Few issues concern R32 owners, the car's mechanical package is sound and well proven, including the 4Motion drive system. The main issue that eventually surfaces on this, and most other Euro cars, is brake wear. European cars are renowned for the rate of wear on both discs and pads and owners get quite a shock when presented with a bill that is usually quite substantial, and often at quite kays. Servicing is important so check for a credible service record that confirms regular oil and filter changes.ON THE ROAD The R32 faced an uphill battle to convince buyers to spend the extra dollars needed over a GTi when the GTi was such a great car. That wasn't to suggest that the R32 couldn't hold its own on the road; it could do the 0-100km/h sprint in a creditable 6.5 seconds. Given its head it would cover ground very quickly, with a finely balanced chassis and great grip on the road. But being more luxury focussed the R32 did the job with little fuss; it was smooth, refined and comfortable.IN A CRASHThe R32 packed plenty of safety gear with front, side and curtain airbags for the ultimate protection in the event of a crash. Before the crunch came there were electronic stability control, anti- skid brakes, traction control and electronic diff lock to stave off trouble at the wheel.AT THE PUMPLike all performance cars the fuel consumption of the R32 is highly dependent on the way it's driven. Road testers tend to be rather heavy on the throttle, using up whatever performance is available under the right foot. With that in mind road testers at the time of the R32's launch reported average fuel consumption of 11.5-12.5 L/100km.LOOK FORSizzling performanceAll-wheel drive gripCompact dimensionsLuxury refinementThirsty V6Innocuous looks.THE BOTTOM LINE: Great driving hatch, but why bother when the GTi delivers more thrill for less money.RATING: 70/100

IN the past few months you can count on one hand the number of manual-gearbox cars that have passed through the Carsguide garage.  Except for budget priced econo-boxes, it is becoming rarer to drive a car with a manual gearbox.Dual clutch gearboxes and newer six, seven and even eight-speed autos are becoming much more common.  However, Volkswagen says the split between manual and DSG gearboxes is pretty evenly split for its hot GTi models. We can understand why.  After punting a Volkswagen Golf GTi six-speed manual around for a week, we've rediscovered the joys of self-shifting.Gearbox and engineDon't be baulked by the six-speed manual in the GTi, it's light yet precise and the gate is like the proverbial warm knife through butter.  It is an engaging gearbox and you won't tire of it even in stop-start peak-hour traffic.The gearbox, like Golf build quality, is robust and the GTi's turbo engine and standard equipment levels make a convincing argument to pay a little extra for more fun.Fit-out and equipmentThe $3300 leather seat trim was a nice touch but $2500 for the satellite navigation system seems a bit steep in a $40,490 car.  After a play we even left the adaptive chassis control - a $1500 option - in comfort and just enjoyed the sound of the sweet revving 155kW TSI turbo four and crisp bark of the dual exhausts. So flexible is the torque that you can doddle around in sixth without complaint.The GTi may miss out on the all-wheel drive credentials of the Subaru WRX and Lancer Ralliart, but that does not matter.  It remains one of the most engaging hatches around - even as a manual.

Buoyed by the success of the Carsguide Car of the Year award for the Golf, Volkswagen Australia has taken a big punt and added a wagon to the lineup.  Although the playing in a segment with few direct rivals, Volkswagen Australia managing director, Anke Koeckler, believes the Golf wagon will find a following.However, she is naturally cautious about sales numbers.  "It is a ‘taste it and see’ type of car," she says.  "But we're confident it will do well."Koeckler is mindful too that smaller families might visit a showroom to look at a Golf hatch and walk out with a wagon.   Small wagons have never been big sellers locally but Koeckler believes this could change.  "In Europe they are very popular," she says.Price and marketWith the Toyota Corolla no longer competing in the small wagon segment, the Golf wagon can count its direct prestige rival as the Peugeot 308, with the lower cost Hyundai i30CW nipping around the edges.  Just like the Golf hatch, the wagon approaches its duties with that German thoroughness in design detail and engineering with a price of $33,990 – a handy premium of just $2000 over the hatch.Fit-out and equipmentThe chrome-ringed flip-out shopping bag holders reek quality and the nifty secret hideaway under the luggage cover has enough room for a laptop and other valuables.  The regular shape of the luggage area and fold-flat floor can swallow a fair amount of gear.The wagon is built on the same platform and engines and has the same 2574mm wheelbase.  In keeping with its extra duties though, the wagon is 432mm longer than the hatch - most of it at the back - and 45mm higher.  This translates into a respectable load area with plenty of room for small families.With the rear seats up there is 505 litres of space under the luggage cover. Folded flat this expands to 1495 litres. By comparison, the Peugeot 308 wagon has 674 litres with the seats up and 2149 litres with the seats down.For added safety there is a sturdy cargo net. A red indicator pops up on the seatbacks if they are not properly secured.  Our wagon came with some tasty extras like the $3000 satellite navigation system, $270 media device interface, $3300 leather seats, $400 foglights, $2000 panoramic glass sunroof and $1400 park assist.But you do not need to load this car up with creature comforts to appreciate the German engineering.Engine and gearboxBoth share their 1.6 and 2.0-litre turbo-diesels and high-tech 1.4-litre TSI petrol engines.  In the wagon a seven-speed DSG gearbox is standard on the 118 TSI Comfortline with a six-speed DSG on the 103 TDI Comfortline.  The Trendline models make do with five and six-speed manuals and optional seven-speed DSG gearboxes.DrivingThe Golf 118 TSI wagon combines a solid reputation with sparkling performance.  It might also be small in stature but it is practical where it counts - out back.  The wagon arrived on the carsGuide test fleet just as several friends went of a furniture buying spree.It was pressed into service to carry irregularly shaped Ikea flat-pack furniture and even a few bags of mulch. Everything was swallowed easily with the cargo net and luggage tie-downs keeping things snug.  If you have drive the 1.4-litre hatch the wagon will be no surprise.As we've said before the Golf's diminutive four cylinder has a big heart.  VW has wisely not put any "1.4" badges on the car because in reality, this 1.4 behaves like a spirited 2.0-litre.The wagon is quick off the line. The sweet revving engine spins eagerly and the seven-speed DSG, standard on the Comfortline, is well matched to the engine.  Although dual-clutch gearboxes have come a long way, the Golf's still has some lag when moving away from the traffic lights. It was a little hesitant but much better than past DSGs. But once it decides to engage, the perky engine performs.  Beyond 1700 revs the car slingshots forward, perhaps a little too eagerly, chirping the tyres even with modest pressure on the accelerator.  At highway speeds the 1.4 is very efficient, getting 5.5 litres/100km. There is a surprising amount of urge from 80km/h upwards for overtaking.The peppy performance is not at the expense of ride or handling. The wagon behaves like the hatch and that's a good thing.  However, there is some road noise over harsher bitumen but it is noticeably free of the drumming associated with big-boxy wagons.VW has added an acoustic windscreen to help subdue wind and engine noise up front but even back seat passengers will appreciate the rustle-free cabin.  Its Euro credibility will not be lost on inner city buyers who value function over form.It may not have the seating versatility of the Peugeot wagon but the build quality and superior dynamics push it past the post.  The Golf wagon is proof that practical family duties can sit well with driving pleasure.THE BOTTOM LINE: A more practical Golf with room for more.Score 82/100Volkswagen Golf 118 TSI wagonPrice: $33,990Engine: 1.4-litre turbocharged four-cylinderPower: 118kW at 5900 revsTorque: 240Nm from 1750 revsTransmission: Seven-speed DSG automaticEeconomy: 6.3/100km combinedEmissions: 148g/kmRivalsPeugeot 308 1.6 HDI Touring: 81/100 (from $35,447)Hyundai i30 2.0 Sportwagon: 78/100 (from $29,990)Skoda Octavia 1.8 TSI DSG wagon: 80/100 ($35,290)Subaru Liberty 2.5i CVT wagon: 83/100 ($37,990)