2011 Volkswagen Golf Reviews

The Golf GTI Edition 35 is the celebration of 35 years of one of the best-known and loved acronyms in motoring. But it may never have happened if Volkswagen hadn't paid attention to the internet forums of fans.Eike Wessel, the man in charge of the GTI 35 project says new models are sometimes decided by the bosses, sometimes by the workers, but this was endorsed by the fans."We decided in December 2009 to have an anniversary model, so we checked internet fan forums and it was clear the fans expected a 35 model," he says.More than giving birth to the notion of an anniversary model, the internet forums also "decided" some of the finer details such as the "tartan" patterned cloth seats of the original Mk 1 Golf GTI and an apt power output of 235 horsepower (173kW), says Wessel.VALUEThe 35 will arrive in the fourth quarter of this year, says Volkswagen Group Australia spokesman Karl Gehling.But he's coy about price, indicating it will be positioned between the five-door GTI ($40,490) and R 4Motion ($49,990). He says no decision has yet been made.He says it will come with limited options apart from leather trim, transmission (6-speed manual or DSG) and some extras such as satnav. It will compete in the market against the Mazda3 MPS ($38,435-$41,915), Renault Megane RS250 Trophee ($46,990), Focus XR5 ($36,490) and Honda Civic Type R ($39,990).Gehling says it will not be a limited edition model, but numbers will be restricted by production and high demand, making the model an "instant collectable".TECHNOLOGYSurprisingly, the 35 is powered by a detuned R motor (two-litre turbocharged EA113), rather than a re-mapped GTI engine. While the GTI has output of 155kW and the R 188kW, the 35 sits slap bang in the middle with 173kW.VW's engineers apparently spent some time getting the sucking and blowing noises just right, with a deep burble and booming burp on downshifts somewhere between the sounds of the GTI and the R, says Wessel. Like the GTI, it is front-wheel drive, not AWD like the R.The XDS electronic diff lock on the front brakes inside wheelspin for sharp handling and control and may also be a factor in almost eliminating torque steer. It runs 15mm lower to the ground like the GTI with suspension and other mechanical details also the same. The differences are largely cosmetic.DESIGNFortunately, the designers sat on their hands, rather than going berserk with sporty trims and badging like the Renault Megane RS with its garish yellow seat belts. In fact, the seat belts get a fine red border. Taste and discretion is the order of the day, here.Most importantly, the designers have gone back to the original, almost austere GTI interior, and borrowed several design elements. These include the golf-ball-style dimpled gearshift and the tartan cloth seats.Outside, there are small "35" badges on the front fenders, gloss black wing mirrors, smoked taillights, new wheel designs and slightly remodelled bumper with bigger air ducts. Only GTI "anoraks" will recognise it as a special model.SAFETYThe ESP system can be totally disabled, but will reignite when you touch the brakes. This is now standard across all new models. Yet the multi-link suspension and well-sorted chassis mean the ESP system is rarely invoked, anyway. It comes with the same suite of safety gear as the GTI including the seventh airbag to protect the driver's knees.DRIVINGI may be one of the few Australians who will ever be able to swear on a stack of Bibles that the top speed of the GTI Edition 35 is 247km/h as claimed.On the unrestricted speed zones of the autobahn between Frankfurt and Nurburg, the 35 willingly opened up to 247km/h, pulling mightily from 150km/h in sixth gear. In Australia, there may never be any need to use that final ratio.At those go-straight-to-jail-speeds, the Edition 35 is rock-solid stable and feels safe and quiet. We didn't even need to raise our voices to be heard over the wind and road noise. However, on Australia's coarse-chip tarmac, that may not be the case.The engine feels tractable in all gears with a hefty 300Nm of torque and a lazy, unfussed feeling of getting things done. No fizzing, popping and high-revving required. Similarly, the suspension gets things done with a minimum of fuss and bother.It keeps its wheels on the ground and the car balanced and poised in all conditions without having to pummel your kidneys into submission, even when the "sport" suspension mode is selected. Again, this may feel different on the far-less-smooth Australian roads.VERDICTSpecial editions seem to hold their value better than standard models, so this tasteful GTI Edition 35 should be good buying. The extra oomph from the detuned R engine, the tasteful cosmetic touches and its intrinsic value should justify the extra coin.

Ed Ordynski drove 1000km using 3.3 litres/100km in Volkswagen Golf's latest slow-sipping diesel

It's been almost 10 years since the last Volkswagen Golf convertible was sold in Australia, and when the new one arrives later this year, it will be only the fourth model made since 1979.VALUEBut it goes on sale in Germany next month at a $8000 premium over the five-door Golf so could get here for $29,990. Compared with the Eos at $46,990, that's a great price and a great package. But it's a little engine and perhaps there'll be more interest in the 1.4 or 2-litre powerplants that better suit the DSG auto transmission and give a bit more oomph.DESIGNIt looks considerably shorter than the Golf hatch, despite sharing the platform and drivetrain. Because of that, it's certainly neat and appealing.Notably, it doesn't share any body panels with the hatch. The roof is a clever design that incorporates lots of hidden slivers of metal to keep it taut and flush against the body and glass.TECHNOLOGYThe engines exist in other current Volkswagen models though there are now two BlueMotion versions that include stop-start, regenerative braking and low-drag tyres to get fuel consumption down to 4.4 litres/100km and emissions of 117g/km CO2 for the 1.6-litre diesel. The rollbar function is taken up by two bars that automatically deploy when the car reaches a predetermined angle. Having two bars means space for an opening from the boot to carry long cargo.SAFETYIt should replicate the Golf's five-star crash rating. Standard kit includes seven airbags, the auto rollbars, electronic stability control plus a host of anti-slip wizardry, and the simple ability to be nimble and stable enough to hopefully avoid a prang in the first place.DRIVINGIt's lithe and predictable, as solid and confident on the bitumen as any quality big car, and is one of the rare automobiles that melds with the driver.The 2-litre petrol is fuss-free and has bulk torque to perfectly suit the DSG auto. It's also smooth and very quiet. The 1.4 TSI is a great engine and Volkswagen has overcome some initial mechanical problems so it's now reliable. More than that, it's just a buzz to drive.It works by using a supercharger to boost the little engine for rapid acceleration. It cuts out at 3500rpm and the turbocharger takes over.But my favourite is the 1.2-litre turbo-petrol, with the manual box. Weaving through the hills around St Tropez, it is such an engaging machine that demands the driver keeps it on the boil - 2500-6000rpm is best - which means shuffling the six-speed box.It is light and that shows up in how responsive it is into and out of a sharp - believe me, St Tropez hill roads are really sharp and very narrow - bends.By comparison, the diesel had superb torque but you feel the weight in the nose that manifests itself as understeer. The 1.2 is almost free of understeer.VERDICTIt may have been a long time returning, but it's welcome back.

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.

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.

The newest high-performance Golf is the latest VW to slash cylinders in the pursuit of greener pastures.  The Golf R has gone from a muscular 3.2-litre V6 to a 2.0-litre turbocharged four-cylinder.Despite what VW calls ‘intelligent downsizing’, the direct-injection turbocharged engine is not only lighter and more powerful, but cleaner and more economical.VW Australia spokesman, Karl Gehling, does not believe two missing cylinders will impact on sales, despite the popularity of the newest 2.0-litre GTi.  "I don't think enthusiasts will miss the V6," he says.  "It's not the only thing about the car.  When people drive it and experience it they will be reassured that it is still an R."PricingBuyers may also be swayed by the price. When the all-wheel drive three and five-door hot hatch arrives in July, VW Australia expects it to be cheaper than the R32.  Prices ‘will be somewhere between the GTi and current R series’, Gehling says. That means it should undercut the R32's $57,000 entry price for the five-door.Under the bonnetThe R shares much with the new-generation Golf.  Like the Carsguide car of the year, the R benefits from significant all-round improvements over the R32.For the new engine, VW Individual, which builds the R, dug deep into its parts bin to serve up a highly tuned 2.0-litre turbocharged four shared with the Audi S3.  VW has tweaked the engine with special pistons, a reinforced block, high-pressure fuel injectors a new turbo and more efficient intercooler.Enthusiasts will appreciate the 2.0-litre's power and torque gains over the V6.  Despite being smaller the engine pumps out 199kW/350Nm, 15kW and 30Nm more than the 3.2-litre V6.  This gives the six-speed manual version a zero to 100km/h sprint of 5.7 seconds, compared to the R32's 6.5 seconds.VW executive and head of product management for the R, Marcel Delgado, says apart from better fuel economy, downsizing the engine has delivered critical reductions in harmful C02 emissions, which have been reduced from 255g/100km to 199g/km.  "It would not have been possible to continue with the V6 in Europe longer term because of the demands of taxes on C02 emissions," he says.Delgado says development work on the new 2.0 R focused on improving the whole package not just economy and emissions.  "Everything has been refined and improved, from the all-wheel drive, to the gearbox and suspension," he says. VW spend a lot of time at the famous Nurburgring in Germany tuning the car's ride and suspension.  "We tested the R32 side-by-side with the new R at the Nurburgring," he says.  "The R was the quickest."Appearance and equipmentVisually the hatch is distinguished as a leaner, meaner Golf by a 25mm lower ride height, Xenon headlights with LED daylight running lights, 18-inch alloys, large front air intakes, black brake calipers and rear spoiler, LED tail-lights and bumper diffuser.  In profile there is a modest body kit, black exterior mirrors and discrete R badging.The R gets upgraded brakes, 345mm up front and 310mm at the back, along with 18-inch alloys and slick high-performance tyres.  There are also new springs and dampers, updated anti-roll bars and specifically tuned power steering.Sales and market More than 2100 Rs have been sold in Australia since it first went on sale in 2004.  Last year VW Australia sold 386, down from a 2008 high of 675, largely because of the arrival of the newest GTi.Engine performanceThe previous R32 sang off a wonderful song-sheet thanks to its 3.2-litre V6.  In moving to a turbocharged 2.0-litre four cylinder, shared with Audi's S3, only the capacity has changed.  All the other aspects that mark an R as a pure driver's car remain.The newest R has a sharper chassis, improved DSG gearbox and more performance than the R32.  However, the signature dual exhausts, all-wheel drive and pumped up looks remain.  For many though, the exhaust not may not be as raucous as the V6 but it is still plays a nice tune.There are important gains to be had at the fuel pump.  Even with more power and torque, economy has improved from 10.7 litres/100km for the R32 to 8.5 litres /100km for the R.On paper, there is little to miss about the V6, except perhaps those dulcet tones of the exhaust.  Like the Golf, the 2.0 R is a quantifiable improvement over the old model.Ride and handlingThe dynamics are spot-on, with precise steering and excellent handling.  Like similar systems, the car's three-mode chassis control, which is expected to be optional for Australia, changes the power steering tuning depending on the Sport, Normal or Comfort settings.  After fiddling with the system we left it in Sports mode.Even with the firmer setting the ride remained fluid and composed through the corners.  We suspect that having a lighter engine up front helps with the car's more assured behaviour.It is a confidence-inspiring drive thanks to the proven fourth-generation Haldex all-wheel drive system, particularly over slippery snow-covered roads in the Austria Alps.  The Haldex system can send as much as 100 per cent of the engine's torque to the rear wheels if the front tyres are slipping.Gearbox With the latest DSG gearbox, that slight hesitancy that marred the previous gearbox has gone.  The changes are crisp and fast even when making full use of the paddle shifters through twisty mountain roads.  If it has one small problem, when the gearbox is in D it up shifts a tad too quickly, obviously chasing the best economy.VerdictIt is a very quick car and a step up over the GTi.  The biggest trouble VW will have is convincing potential R buyers that it is worth the extra money.  It backs up its credentials with more muscular performance and all-wheel drive.  The GTi is a hard act to follow but the R is another game-changer from VW.