2013 Volkswagen Golf Reviews

Australia is one of the biggest markets in the world for the Volkswagen Golf GTI. About one in four Golfs sold locally are the hot hatch version.It’s popular not because we’re a nation of revheads, but because it’s priced at a $40,000 sweet spot that’s accessible to the masses.By choosing a GTI it’s as if Australians are saying “if I’m going to downsize to a small car then I’m damn well getting one with the works”.Just as many buyers choose a Golf GTI for its impressive equipment list, fuel economy and practicality as they do for its turbocharged engine and driving thrills. It also has enough visual appeal to say “I’m not driving a Corolla”, but nor is it enough of a hoon to attract unwanted attention from the constabulary.So a new Golf GTI is big news. This one is the seventh generation in 37 years, and the first new-from-the-ground up model in almost a decade. With 1.9 million global sales, it is the world’s top-selling hot hatch.It is so important Volkswagen put a former Porsche engineer in charge of the development of the latest Golf GTI. This time around, though, Volkswagen delivered two versions: a regular model and a premium-priced Performance Pack which has more power, bigger brakes and heavy-duty hardware that helps it better handle corners.As we would discover, however, this two-pronged strategy has created a dilemma. Which is the real Golf GTI, and has Volkswagen held too much back on the base model to create a second tier?ValueVolkswagen rolled back prices for the new Golf range when it was introduced last month, but we will have to wait until October to find out what the new GTI will cost when it goes on sale locally.Volkswagen says it is still negotiating the final price with Germany. But based on VW’s recent form the GTI will also need to be priced more sharply than before (its current RRP is $40,490 plus on-road costs but has been advertised at $39,990 drive-away in runout), especially given the new competition from the Ford Focus ST and Renault Megane RS.Volkswagen Australia has confirmed the three-door Golf GTI will not be introduced with the new model. So we reckon a smart move would be to bring the five-door at or under the price of the three-door ($38,990 on its debut in 2009, but discontinued a couple of years later).There was no “nudge-nudge, wink-wink” from VW with this pricing insight. It is our own guesswork, so don’t be surprised if dealers give you a strange look and lots of denials if you try to leave a deposit at this price. It’s our shot at the dartboard.TechnologyGiven it’s the flagship, the new GTI will be available with every gadget introduced on the regular Golf range. The problem is, this far out, we don’t know what will be standard and what will be optional.So here’s our second attempt at the dartboard. The basics such as Bluetooth and a full assortment of airbags and the usual array of remote control this and push-button that will of course be standard.The base model will probably come with 17-inch wheels (yet again) because Australia is viewed by VW’s German head office as being a market with harsh road conditions. We can’t blame them. Clearly they’ve travelled on the major arterials of our capital cities.The good news is the snazzy and newly-designed 18-inch wheels you see in these pictures are expected to be readily available options. Other bling such as the cool LED tail-lights and the ice-cube-style headlights will likely be options, as will the high-end audio system, radar cruise control and sunroof, among other things.You can bet the first batches of Golf GTIs into the country will come fully loaded with these extras whether you need them or not. Typically, when a new Golf GTI arrives those at the front of the queue have a choice: pay close to or in excess of $50,000 for the one with all the extras that’s in stock, or order yours without all the gear and wait up to six months. (It was actually nine months at its peak in the mid 2000s).So do your homework and assess which of the gadgets you really need, versus what you think you really need (lane keeping, blind zone warning, radar cruise control, emergency braking, road sign recognition, self parking, dynamic chassis control, etal).One gadget we really like but sadly is unlikely for Australia (for now) is the built-in WiFi. In Europe, where mobile data is cheaper than it is in Australia, you can tether your mobile devices to a built in SIM-card. It also enables the navigation to use Google Maps, so you can see the route amid images of the actual terrain, roads and buildings you’re driving past.DesignUnlike the sixth-generation Golf (which was in fact a reskin of the previous model) the seventh-generation is a new model from the ground up using Volkswagen’s brand new global architecture that will underpin most of its models for the next decade.This explains why Volkswagen has been able to trim 42kg from the Golf GTI’s overall weight (from 1393kg to 1351kg) even though it is longer, taller, and wider than before. Although you can’t see its cleverness, it’s a smarter engineering layout that also delivers a bigger footprint.As for external appearance, car buffs will have already noticed that this is the most overt-looking Golf GTI for some time. The red highlight trim in the grille now extends through the headlights, and the fog lights are framed inside a set of plastic whiskers that appear to be clawing the car (this treatment was much more subtle on the previous model).Consider it a sign of a conservative Volkswagen bravely stepping outside its comfort zone. It is also a visual nod to the GTI’s new capabilities -- depending on which model you buy.DrivingI love the new regular Golf line-up. I voted for it in the World Car of the Year awards. It will likely clean sweep this year’s awards in Australia. And I like the new Golf GTI but (deep breath) it doesn’t feel like the previous two models, which hugged the road like extensions of your arms and legs.As odd as it sounds I fear the new Golf GTI is almost too good for its own good. It feels so clinical it’s almost numb to the senses. The engine noise lacks the character of the Ford and Renault hot hatches. The Golf GTI’s exhaust blurt between gears is still there, but it’s muted by extra noise deadening.In terms of dynamics the grip is there, the flat handling is there, and it’s relatively nimble (even though it is wider than before), largely thanks to the clever new steering system (two turns lock to lock for the diehard propeller heads).But with the previous two Golf GTIs, you could feel the car wriggle into its groove like a dog rolling around on its back trying to scratch an itch. The new one feels like you’re driving something from The Jetsons. Figuratively speaking, it feels like you’re hovering above the road, not glued to it like the old one.There’s another minor issue: the 2.0-litre turbo engine is now underdone compared to power outputs of the Ford Focus ST and Renault Megane RS. The Golf GTI has a delay in power delivery below 2500rpm which I never noticed before -- or maybe the Ford and Renault engines respond better. I suspect it’s the latter. Thankfully, the six-speed twin-clutch gearbox disguises this trait by not falling off boost as often.Will Golf GTI fans love the new model? Absolutely. The new Golf GTI elevates hot hatch refinement to a new level, but Volkswagen is teasing us with the base model. Deep down, it feels like VW has held something back for the Performance Pack, which will come with a price premium when it goes on sale after the regular model either later this year or early next.Ford and Renault have thrown everything at their hot hatches in an attempt to over-deliver (and in Ford’s case, undercut on price). But Volkswagen is now metering out its goodies: one power output for the Golf GTI, another for the GTI Performance Pack and then yet another for the top-line R version.At the time of writing we had only sampled the regular Golf GTI. The Performance Pack has the rest of the motoring press in a blather. We are due to test it in the coming days. Would the real Golf GTI please step forward?

Look familiar? Well it's not. This is the new Volkswagen Golf. New. Seriously. It looks so much like the last one you wonder what the designers do other than buy pointy shoes and manicure their sideburns.Volkswagen assures us this is the seventh generation of the small hatch that was launched in 1974, with the sales tally about to hit 30 million. Selling that many cars tends to stifle any move to make a radical change between generations, so this Golf is only slightly larger than the previous model and has an almost identical silhouette.The design evolution may be glacial, but Volkswagen has made substantial changes to the Golf's innards. The result is a car that is significantly better than the last, which instantly sets a new benchmark for the class. Yes, it really is that good.PRICES AND SERVICINGThe range starts with the 90TSI manual at $21,490 and moves up to $24,990 for the better-specified Comfortline version running the same engine. Picking an auto adds $2500.Two new Highline models sit at the top of the range, the 103TSI petrol at $31,990 and the 110TDI diesel $34,490, with gear such as Alcantara seat trim, satellite navigation and small touches that contribute to a prestige feel for the cabin.Volkswagen Australia has decided to make life even more difficult for its rivals with the starting price, $500 less than before. It has ditched the undercooked 77kW base engine that reminded the owners they should have spent more money every time the traffic lights went green, replacing it with a 90kW unit.More standard equipment has been added, weight trimmed and fuel consumption has been cut. All this makes the Golf a formidable opponent. The Australian small car segment is still divided in two, with Hyundai and Kia duking it out with Toyota, Nissan and Mazda around the $19,990 mark while semi-premium European cars such as the Ford Focus and the Golf perch about $1500 above.While there is some quality new product among the cheaper models, this Golf is so much better, even in standard form that the premium suddenly looks like small change. That leaves the fear of servicing costs and durability problems as the only real reasons to doubt the Golf -- apart from the understated design.Motoring club technical query lines field a disproportionate amount of calls regarding Volkswagen faults these days and driving beyond the warranty period can cause anxiety. The durability of this particular model can only be proved with time, but Volkswagen Australia has at least moved to alleviate running cost concerns with a capped-price service program.It sets a standard fee of $2113 for the first 90,000km or six years for petrol models ($2371 for the diesel). Like similar programs it doesn't include consumables such as oil, brake pads and tyres, but goes some way to protect customers from dealers charging above the odds (not that dealers of European models would consider such a thing).PLATFORM DESIGNAs for the car itself, it is almost completely new and is the first to use the Volkswagen Group's new Lego-style system to be shared by its many brands, including Volkswagen, Audi, Skoda and Seat. The company has been sharing like this for years, but the new system allows for sections of the car to be mixed and matched. Front axle units, rear axle units, front ends, rear ends and so on can be arranged in different configurations.The Golf is the first of the new MQB models, which is abbreviated German for a front-drive car with a transversely mounted engine. The Audi A3, which is on sale here next month, uses many of the same modules, as will the next Skoda Octavia.The Golf employs two different rear axle units in the same range: a basic torsion beam system and a premium multi-link unit that delivers the ride and handling synonymous with Golf. The torsion beam is fitted only on the least powerful Golfs that Europeans are happy to tolerate and has not made the boat trip to Australia.That's quite a relief and means the Golf maintains its position as a model with a comfortable ride and capable handling. Pressing the car through the winding ribbon of the Toolangi State Forest near Victoria's Healesville revealed it is a joy to drive -- delightfully responsive and agile, benign but not dumbed down.ENGINESEngines have been revised and Volkswagen has discontinued the fascinating Twincharger four-cylinder that used both a supercharger and turbocharger. Now that turbo technology has improved, the supercharger has been left on the shelf.The 1.4-litre four-cylinder turbo, which benefits from a range of minor upgrades, now produces 90kW and 200Nm in the base car and 103kW and 250Nm in the mid-range 103TSI model. Both of these engines move the car along swiftly, rev out without much fuss and have enough torque to avoid any wringing of necks. The entry-level engine is teamed with a manual (six speeds) or dual-clutch automatic (seven speeds), while the mid-spec engine is auto only.Only one diesel is offered, an upgraded 2.0-litre four-cylinder with 110kW and 320Nm that provides loads of effortless torque for the 110TDI version. It is relatively quiet, for a diesel, although the stop-start system means the engine is intrusive when it fires up again. Auto only, the diesel has fuel consumption of 4.9 litres per 100km. Surprisingly the petrol Golfs, which also have stop-start, are not far behind with figures ranging from 5.2l/100km to 5.7.DRIVINGThe entry-level 90TSI is a revelation. It has an interior that belies its position in the range. The premium look and feel of the plastic surfaces, seat trims and switches is complemented by excellent suppression of tyre, road and wind noise, which have been reduced to Lexus levels.It absorbs the bumps without fuss, yet is not so soft that it wallows. Better-specified models are still easy to live with but the larger wheels and tyres do pick up a few more of the surface bumps.The new electric steering is lighter than before, which helps in tight spots, although there is always the risk of taking away some of the feel through corners at higher speeds. Volkswagen engineers spent a lot of time and effort on this and it has paid dividends.The result is a range of models that go beyond the best on offer in the small car segment in most respects by a long margin. While the Focus may match it through the corners and most rivals feature far more adventurous design, the Golf has so many strengths and is so well rounded, it is the new leader. It even rivals the more expensive Mercedes-Benz A-Class and BMW 1 Series in many respects.The step forward is such that I asked visiting Volkswagen board member Ulrich Hackenberg, who is in charge of development, why anyone would pay more for the Audi A3 when it uses many of the same underbody components. He mentioned the additional features, sportier focus and different design, before offering up, after a second question along the same lines that the answer could be found on the bonnet and boot.“The Audi customer would not consider buying a Volkswagen. They have reached Audi and will not go back,” he said. “The value of a brand, of the image, is very high.”VERDICTCheck out the A3 and other luxury hatches by all means, but don't overlook the brilliant Golf if you can live with the badge.

We're hustling along in the all-new Mk7 Volkswagen GTI, on a tightly curved back road in mountainous Southern France. Just as traffic opens up and I can see a fair distance ahead, I raise our speed into the next bend.But it turns out to be a flat, decreasing-radius corner. I pull my line tighter than intended; and instead of understeering - or exploring the limits of stability control - we slingshot through the corner, with a sense that, for a moment, we'd warped the rules of how front-wheel drive cars behave near the limit.What happened in that moment is that, right when it mattered, with my right foot dabbing into the accelerator, the front wheels seemed to simply find more traction and pull right through that tighter line - rotating us through without the rear wheels stepping out, with no torque steer, no wheel spin, no dramatic weight transfer.TECHNOLOGYBut back to reality; this automotive parkour I speak of is surely not due to my driving prowess, but to some smart new chassis engineering in the new GTI. With the Performance Pack, which we're convinced is the only way to get this GTI - this hot hatch packs a dynamically heroic one-two technology punch.First, Volkswagen has applied a electronically operated, hydraulically actuated, mechanically clutched front differential that can essentially lock to transfer up to 100 percent of torque to one of the front wheels - or more often expertly vary the mix to send increasingly more to the outer front wheel as you’re cooking it into the apex of a corner.Secondly, VW will fit all new GTIs with a variable-ratio electric power steering system that is darn near flawless, imparting good feedback, helping tuck those lines in tight hairpins, and allowing a system that can go lock to lock in barely over two turns of the thick, flat-bottom steering wheel.And altogether, the knockout punch here is how fluid and unflustered the 2015 GTI feels through this 'trick.' Most notably, somewhere between the differential system, the steering, and the front-end geometry, VW seems to have completely quelled torque steer.That would otherwise be a concern, because there's a lot of torque. Standard versions of the GTI are up to 162 kilowatts and 350 Newton metres of torque, while with the Performance Pack it makes 169 kilowatts and the same torque output - although different engine controls make boost more available when you need it, in transitions, and there's an even broader range for peak torque.What it means, essentially, is that while the throttle is even and easy to modulate from a stop, if you press further you'll reach a point when a groundswell of torque pins you back in your seat - and helps pull you quickly out of each corner, even if you're a gear or two too high.VW's DSG dual-clutch automatic keeps getting better, too; here it clips through the gears with as much urgency as ever, but it's better than it used to be for drivability in the lower gears. Steering-wheel paddle-shifters give good control, too; we just wish that VW wouldn't force downshifts, even before you click the accelerator detent.The manual gearbox in the GTI is an excellent choice as well. With one of the easiest-to-modulate clutch pedals among performance cars in any price range, you won't mind stop-and-go traffic. The linkage is a little imprecise, but the shifter glides nicely between gears once you're used to it.As for braking, in any versions of the new GTI, the pedal is a little on the touchy side for driving in traffic. But these stoppers feel super-confident in higher-speed slowdowns, and with the Performance Pack you step up to bigger 340mm rotors in front - commensurate with that model's 250km/h top speed. It also drops 0-100km/h times by a tenth of a second, to 6.4 sec.The engine itself is technically carried over - with the same EA888 engine code, 2.0-litre displacement, turbocharging, and direct-injection technology - but much has changed. The cast-iron block has been slimmed, and the cylinder head is entirely new, with water-cooled exhaust-gas recirculation (EGR) loop especially of note. That helps improve fuel consumption in conjunction with the variable valve timing system and dual camshaft system.The GTI is also around 23kg lighter than the outgoing model (we'll see exactly how much when the U.S. car is spec'ed out) - in moving to the new MQB VW/Audi front-wheel-drive platform - and the weight loss combined with the added kick of the engine make this GTI feel faster than the previous Mk6 car, even if all-out acceleration times are around the same.You might also notice we're talking a lot about the Performance Pack. While pricing, and exactly what's included, are still on the table, we know it'll wrap together the active-diff system, brake upgrade, and a few other items - although it might or might not include the summer-performance tires our test cars were fitted with. Variable damping is also a wild card, and could affect general refinement when it lands on these shores. In any case, we think this package, which will likely cost less than $2,000 AUD, will be the way to go. Without the Performance Pack, the 2015 GTI gets by with an all-electronic e-diff system, essentially leaving torque-transfer duty to the brakes. It's likely you'll want to check that box if you have track driving in mind.DRIVINGAs it is, though, the GTI is hands down the grownup of the hot-hatch group. For its dynamic prowess, quick steering, and immense torque on tap, the GTI is the small performance car we'd pick for a long daily commute, or a cross-country drive. Ride quality is great; the interior is definitely the quietest of this class; and the standard seats are not only well-bolstered but generously sized and genuinely comfortable for a wide range of driver types.There's no seat option like the Recaros in the Focus ST, but we're fine with that. The interior is hands-down the best of any small hatchback anywhere close to this price, with nicely coordinated materials, matched surfaces, and consistent button faces and lighting.All the details are right, in a way that few other sub-$30k performance cars get. We also appreciated the wide footwells, good-size dead-pedal area, and pedals that don't require narrow Pilotis to enjoy. The driving position is a bit low (the consequence of dropping the overall height yet preserving headroom) yet upright, and you look out over a bulbous hood that now disappears to vague vehicle corners.C-pillars are thick and can cut visibility when changing lanes but, well, that's a Golf-family trait we've known for ages. Tartan pattern upholstery is another carryover. And other upgrades include red ambience lighting, a stainless steel doorsill, plus brushed stainless steel pedals.In back, there's just a bit more space than you might remember if you've been in other Golfs or GTIs; a fold-down centre armrest (with cupholders and a ski pass-through) and decent headroom make it doable for two adults, provided they're not behind lanky ones in front. And of course the seats flip forward. Up front, an under-seat tray, for odds and ends (we’d put soft things like gloves and a hat down there) is a cool touch.STYLINGAs for the exterior? The look is still understated (just think if VW could have combined this chassis with the Scirocco's look). We’ll let you be the judge, but the new GTI (and Golf) are evolutionary - a little more chiselled in front, with hoods a little lower in front but curved outward, yet a familiar profile altogether.The GTI's fanned-spoke 'Austin' wheels and red calipers are the two most daring attributes, and GTI continuity is achieved with that little red line that runs through the grille and headlight area. One big advantage over other performance-hatch models is that with the GTI you have a choice between two- or four-door body styles.FOCUS ST RIVALWith the arrival of the Ford Focus ST this past year, there's fresh competition among hatches. It's a lot of fun; just with its predictable slingshot cornering, it's dynamically a different beast than the Focus ST, which seems to invite you to provoke it in corners, just to get the rotation that its setup allows.We dare say that the setup in the 2015 Volkswagen GTI will be more rewarding to those who drive with finesse - and we look forward to testing it out on any road course, where we think that the Performance Pack model might turn out better times, despite the lower power rating than the ST.VERDICTIt's refreshing to see Volkswagen give the GTI a little more attitude than the outgoing Mk6 version. Even if it looks conservative, the new car is deft, athletic, and it really does make you feel like the hero. Step right into almost anything else and that parkour you just performed will seem unfathomable.www.motorauthority.com 

You'd be forgiven for mistaking the new Golf 7 for the old one. The two look very similar. But then Volkswagen probably wanted to avoid making the same mistake it did with the Golf 5.People weren't too keen on the rounded design, with its grey, plastic undersides and sales took a nosedive as a result. You see car buyers are a pretty conservative lot. They don't like change, at least not too much, too soon  anyway.Panicked. The Board that runs VW called for the doctor and Golf 6 was born soon afterwards, prematurely some might say? That was in 2009 here in Australia.Four years later we now have a new and improved Golf, one with "reassuring'' design that we're told is bigger, lighter and cheaper to produce  thanks to a clever "modular'' production process that's reminiscent of the way they produce Ikea furniture. The line up has been rationalised and the engines (two petrol and one diesel) are all new too  although they produce at most only marginally more power.VALUEThe starting price of $21,490 is $500 less than before and you get more for your money, but you can bet your bottom dollar VW is not passing on the full savings it has made in reduced costs (and they won't put a figure on it). The entry level 90TSI model comes in two grades, base and Comfortline for another $3500 with a six speed manual as standard. If you want an auto its another $2500.The higher output 103TSI model is $31,990, comes in the more luxurious Highline grade and includes an auto. Topping out the range is the 110TDI diesel, also in Highline with an auto, at $34,490.Highline models get a combination of cloth and suede leather trim  full leather is another $2950. None of these prices include on road costs.TECHNOLOGYThe 77kW 1.2 litre petrol engine has gone and so has the crackerjack, twin-charged 118TSI, although the latter it is still available in other models. We're left with 1.4-litre turbocharged 90kW/200Nm and 1.4-litre turbocharged 103kW/250Nm petrol engines, plus a 2.0-litre 110kW/320Nm turbodiesel.The 90TSI engine is rated at 5.7 or 5.4 litres/100km depending on whether it's manual or auto, the 103TSI 5.2 litres/100km and the 110TDI 4.9 litres/100km. The two petrol engines are now made entirely of aluminium to save weight and deliver better economy, while balancer shafts have been added to the diesel to make it smoother.Timing chains have been replaced by a toothed, fibre belt which means replacement at some stage. As before, the petrol engines are teamed with a 7-speed DSG double-clutch style transmission while the high torque diesel once again gets a 6-speed DSG. A six-speed manual is however standard on 90TSI models.DESIGNAt 4255mm, it's 56mm longer with a 59mm longer wheelbase than before, with more rear legroom and space in the boot. Fuel consumption is down and active safety has been ramped up, with things like fatigue detection, automatic emergency braking and active cruise control  but to access most of the new features you're going to have to shell out for the $1300 safety pack.The handbrake is now electric and an electronic differential lock is standard along with auto-start stop and brake energy regeneration  but a reversing camera is not. Comfortline adds a rear-view camera, front and rear parking sensors, auto lights and wipers, plus dual-zone climate airconditioning and alloy wheels. DRIVINGWe had a crack at all three power trains. There's nothing disappointing about performance offered by the 90kW TSI model and most people will be more than satisfied, but to get the better Highline trim you're going to have to fork out another $4500 for the 103TSI model.The car is responsive and sure footed even in the atrocious weather we had for the launch, with the 103TSI a bit punchier thanks to the extra torque. The XDL extended differential lock from the GTI, now standard, helps maintain traction in challenging conditions. The diesel feels, well . . . like a diesel, but is definitely smoother and less agricultural than before.VERDICTVolkswagens aren't the cheap and cheerful cars on which the company forged its reputation and haven't been for a long time. They're a premium, aspirational product that features cutting edge technology. The downside is that when things go wrong, they can be expensive to repair. The surety of fixed price servicing, introduced recently, will go a long way towards getting more customers across the line. 

Volkswagen Golf is a huge player on the world’s motoring scene and has been so for almost 40 years. Total sales over the six Golf generations to date are approaching 30 million.We were among 1500 plus journalists invited to the global launch of the all-new Golf 7 in Italy last year. Now Golf has arrived in Australia and we have just experienced it in local driving conditions to check how it copes with our sometimes harsh roads.DESIGNStyling of the Golf has always been relatively conservative and the all-new Golf 7 continues that tradition. It retains cues to its predecessors, but comes with some sharp new lines that tie in with the latest styling trends.The front has a neat grille that ties in with modestly shaped headlights. Naturally, Golf 7 has the kinked C-pillar that has been a distinctive feature since the first model. The shape is neat, competent and likely to be as timeless as that of its honourable ancestors.Inside, the theme continues in that the cabin is sensible and ergonomic, with no unnecessary frills. Two large dials are easy to see and the satellite navigation, where fitted, is clear and legible, though the screen is perhaps smaller than we like.The Volkswagen designers have gone right back to basics with the new model. This is not an evolution of the Golf 6, which was in turn closely based on the ‘5. Rather the ‘7 is an all-new design using the latest in weight reduction.Though the car itself is slightly larger than the Golf 6 the overall weight is up to 100 kg less than before. Even more cleverly, this has been achieved without having to use expensive materials such as aluminium in large quantities. Light weight, of course, assists in performance, reduced fuel usage and lower CO2 emissions.Boot space is useful at 380 litres, up from 350 in the Golf 6. Volume is increased to 1270 litres with the rear seat backrests down. Cleverly, the luggage cover stores neatly under the boot floor when not required, so you don’t have to find space for it elsewhere. The cover can be set at two levels, one of them providing the security of out-of-sight space under it.SAFETYActive safety features include Lane Assist that actively steers the car back into the correct lane or away from the edge of the road (providing there are clear line markings at the road’s edge); City Emergency Braking at speeds up to 30 km/h; crash anticipation and preparation; and adaptive cruise control.The basic safety features are standard in all Australian models, but you have to pay extra for some of the advanced safety items in the lower cost variants. Check with your local VW dealer for information.ENGINESPower comes from new-design turbo-petrol and turbo-diesel engines. The petrol displaces 1.4 litres; the diesel is a 2.0-litre. The petrol engine comes in two states of tune, producing either 90 kilowatts of power, and 200 Newton metres of torque between 1400 and 4000 revs; or 103 kW and 250 Nm from 1500 to 3500.Diesel peak power is 110 kW, with torque running at a strong 320 Nm between 1750 and 3000 revs. The biggest impression made by the all-new Volkswagen Golf 7 is of sophistication. It is as smooth and quiet as a car at least a size larger.The Golf’s engine is almost electric-motor quiet at idle and little noise intrudes into the cabin, even when it’s accelerated hard. Response is significantly better than that of most modern turbocharged engines, to the extent you can forget it’s a turbo most of the time.DRIVINGHandling is neat and precise and the Golf is easy to point and willing to change direction. Comfort is good and even on some of the very rough backroads we punted it over in a 300+ kilometre drive program out of Melbourne, the coarse-chip surfaces and large potholes didn’t increase sound and vibration levels to any real extent.The windscreen pillars are reasonably slim and don’t hamper the view outside as much as in many contemporary cars.VERDICTVolkswagen Golf 7 is an extremely impressive car with a highly refined feel inside the cabin and the level of performance offered by relatively small engines. It seems assured of sales success in Australia, as it has already been in dozens of other countries.The complete Golf 7 range is:90TSI 1.4-litre turbo-petrol five-door hatch: $21,490 (manual), $23,990 (DSG)90TSI Comfortline 1.4-litre turbo-petrol five-door hatch: $24,990 (manual), $27,490 (DSG)103TSI Highline 1.4-litre turbo-petrol five-door hatch: $31,990 (DSG)110TDI Highline 2.0-litre turbo-diesel five-door hatch: $34,490 (DSG)Volkswagen Golf 90TSI ComfortlinePrice: from $21,490Engine: 1.4-litre 4-cylinder, 90kW/200NwTransmission: 6-speed manual or 7 speed DSG, FWDThirst: 5.4L/100km, CO2 126g/km

Small-car shoppers are spoiled for choice these days, but the spoiling and the choice have just become even better thanks to the all-new Volkswagen Golf.The seventh-generation Golf is more like a compact luxury car than any $19,990 bargain buy and will start favourite for this year's Carsguide Car of the Year award, even if Holden is about to unleash its VF Commodore.We knew the new Golf was special in Sardinia during a European preview drive and it only takes 30 minutes on home soil in Sydney to confirm the quality of the car. It's a ripper.Now, to put the Golf into focus, we've already seen the arrival of the impressive new sub-$40,000 A-Class Mercedes this year at a time when the Hyundai i30, Nissan Pulsar and Toyota Corolla have lifted the bar for value and quality in affordable small cars. So the Golf, the long-term pacesetter in the class, is caught in a squeeze between downsized luxury cars and upwardly-mobile price fighters.That's great for buyers, as Volkswagen has counter-punched by adding more safety, value and technology while holding the price line to a starting list price below $22,000.Golf 7 is also loaded with safety stuff, has an impressive multi-media package, and buying is easier thanks to pre-packaged kits of equipment in place of the tick-the-box ordering system for individual items.But it's the basics which provide the bedrock, as the Golf 7 sits on an all-new Volkswagen mechanical platform - that's shared throughout the group, to drive up numbers and push down prices - that means more space in the back and boot, less noise in the cabin, and new engine choices.VALUEThe Golf has never been the cheapest car in the compact class and that does not change, even though the bottom line now starts below $22,000 and Volkswagen says you can get a full-loaded car - "short of gold plating or sunroof" - for less than $35,000.It's also taken the prestige path on equipment, combining the most popular customer choices - in the same way as Benz and BMW - into packs. These sit above the basic car in either Comfortline or Highline levels, although the diesel car is only available to Highline standard.Even the basic Golf comes with cruise control and aircon, as well as a 5.8-inch colour touch screen for the infotainment package, and there is also a driver fatigue monitor and an extended differential lock for better grip and safety.The best things about stepping up to Comfortline are the rear-view camera and automatic parking system, as well as dual-zone aircon, while Highline brings sports seats, upgraded infotainment with satnav, and more bling in the cabin including an LED lighting package.But the starter car only has steel wheels, and a space-saver spare - a deal breaker for some Aussie buyers - is fitted to all models.As an offset, still very welcome but long overdue, Volkswagen has finally added capped-price servicing for the Golf that provides a package for 90,000 kilometres or 72 months with an annual fee pegged as low as $272.TECHNOLOGYEverything about Golf 7 tracks back to Volkwagen's new small-car platform, which provides better suspension design, more space in the back seat and a quieter cabin - thanks partly to an 'acoustic' windscreen. There are also big weight savings from the body through to the dashboard and aircon.That's the basics.But it's the tech tweaks that are built up from the platform that make life better for buyers.That's everything from an electronic parking brake to lots of extra safety equipment, including automatic braking, blind-spot detection, parking radar and a lot more.There is even an Eco Tip function which gives advice on saving fuel while you drive.The arrival of Golf 7 brings a different engine lineup, with turbos all around on both the TSI petrol and TDI diesel power plants. There is a six-speed manual on the starter car, but afterwards it's six and seven-speed DSG transmissions depending on the torque output of the engine - which means only six slots for the diesel.Power kicks off at 90 kW on the basic 1.4-litre petrol turbo, with 200 Nm of torque and fuel economy from 5.4 litres/100km, rising to 103/250/5.2 for the next step from the same capacity. Both have stop-start for fuel saving.The diesel is a full 2.0 litres and makes 110kW/320Nm for economy of 4.9 litres/100km, and its 0-100km/h time of 8.6 seconds is only marginally behind the better petrol motor at 8.4.DESIGNIt's easy to walk past the new Golf in the parking lot at Volkswagen headquarters in Sydney, which is loaded with all sorts of other Golfs and Tiguans and the classier new Beetle.That's because a Golf is always a Golf and always looks like a Golf.So the basics haven't changed, with a two-box hatchback layout, since the seventies.Golf 7 marks the change with sharper creases in the bodywork and a more elegant and, dare we say it, upmarket impact. It's just that little classier in the bodywork, from the shape of the nose to the LED trinketing.Inside, it's more of the same and more with the same, from the touch-and-feel plastics through to the way it all fits together. It's more like a Benz than a Hyundai, let's say.The highlight is the new infotainment package, which will even satisfy a tech-savvy Gen Y driver without putting a Baby Boomer outside their comfort zone.SAFETYGolf 7 has just had its five-star ANCAP tick, thanks to the strength of the basic body, a seven-airbag cabin and standard safety equipment that runs to ABS, ESP stability control, the tricky differential, fatigue detection and what Volkswagen calls 'multi-collision brake', that applies the brakes automatically to minimise the chances of knock-on impacts.As you move up the line the safety package expands to include parking radar at both ends, a rear-view camera, and automatic wipers and headlamps.For people who put safety first, the best deal is the Driver Assistance Package that bundles adaptive cruise control, city emergency braking, driving profile selection, top-level parking assist, automated reverse and parallel-parking and proactive occupant protection. But it costs more and is not available on the basic Golf 7.DRIVINGIf you were picking a small car to drive from Sydney to Melbourne you would take the Golf every time. It's quieter and more cosseting than anything else in the class, including the Benz A at one end and the new Pulsar at the other.And you could rely on the anti-fatigue system and punchier new infotainment to keep you going on the boring interstate bumble while driving a car that is more than capable and comfortable at a 140km/h motorway cruise in Europe.After driving all the Golf's rivals, I'm convinced that it is the best of the bunch and has raised the playing field to a new level. The A-Class has a classier badge, and you can get a Korean car with more for less, but the Benz is too harsh for our roads and the Koreans don't have finesse and refinement of the Volkswagen.The 90 TSI gets along plenty well for almost anyone, short of a Golf GTI fanatic, and the 103 doesn't bring much more. The diesel will be best for long-distance drivers or people who need the torque for a fully-loaded cabin.The most enjoyable thing about Golf 7 is the all-round enjoyment. It doesn't have much visual impact, but once you're inside you can see and feel the added class.On the road, the suspension is both controlled and compliant, a rare combination in a small car. So it absorbs bumps and keeps noise down, but doesn't flop or wallow in corners.DSG transmissions have been a sore point with many Volkswagen owners, and a source of lots of complaints to Carsgsuide, so we're hoping the new Golf finally gets it right. I tried the worst test of the double-clutch controls, holding it with the accelerator on a very steep grade, and it help without giving up the way we've experienced in earlier cars.I wasn't tempted to trial the safety systems, but it's good to know they're keeping a watchful eye. Especially for emergency braking.We're planning a lot of extra rounds with Golf in coming weeks and months, but the initial impression in Australia has just reinforced what we already knew. Seven is a lucky number, especially for people who want the best in a small car.VERDICTHave we found our Car of the Year champion for 2013? Almost definitely.

Twenty years from now, the carscape will be vastly different. Electric cars will be commonplace, hybrids will be universal and the Aussie V8 muscle car will be a page in history.But a handful of 2013 cars will have survived the turmoil to attain classic status just as the Ford Falcon GTHO from the 1960s is considered even more desirable today than it was when it first hit the road. Classic cars are not necessarily about horsepower or price.We know a collector who loves the humble, bumbling Morris 1100 in his multi-car garage. The first Toyota Prius is a car to keep because of its place in history. The original Mazda MX-5 from 1989 is just as “classic'' as certain Porsche 911s. The key to classic status is simple: Emotion.A car does a job in the same way as a fridge but it's much more than a machine, from the shape of its bodywork to the touch-and-feel pieces in the cabin and the way it makes you feel when you're driving. The attachment could take the form of the love you feel for a first car, even a humble '50s Beetle, or the satisfaction of finally parking a dream machine -- even a Leyland P76 -- in the garage.Classic cars don't have to be affordable on day one, because depreciation hits everything. Not enough, perhaps, to make the LaFerrari more than a dream but it could help with a Porsche 911 or an Audi R8 that's definitely desirable despite the showroom sticker.Which current cars will achieve classic status? If we really knew, the Carsguide crew would be putting them up on blocks today as investments for the future. But here are some likely suspects:Abarth 695 TributoPrice: from $69,990Engine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed sequential auto, FWDThirst: 6.5L/100Km, CO2 151g/kmThe Italian baby is outrageously expensive but this humble Fiat 500 has been touched with the Ferrari wand, which makes it special. It looks wicked and is a hoot to drive. Just plain fun.Holden Commodore SS-VPrice: about $50,000Engine: 6.0-litre 8-cylinder, 270kW/ 530NmTransmission: 6-speed manual or auto, RWDThirst: 12.2L/100Km, CO2 288g/kmThe last in the long line of truly home grown Holdens will soon be one to enjoy, thanks to improved efficiency and an Audi-style luxury cabin. The SS-V and HSV's coming F Series cars will be historic and performance icons.Range Rover EvoquePrice: from $51,495Engine: 2.2-litre 4-cylinder, 110kW/380NmTransmission: 6-speed manual or auto, FWD or 4WDThirst: 4.9L/100Km, CO2 129g/kmThis one is a fashion item, not an SUV. The Evoque is all about the looks, a lot like a Mini, but it is also a great drive and we know the all-paw drive examples will go almost anywhere.Nissan GT-RPrice: from $172,000Engine: 3.8-litre 6-cylinder, 404kW/628NmTransmission: 6-speed auto, 4WDThirst: 11.7L/100Km, CO2 278g/kmGodzilla is already a collector's car, thanks to earlier models tied to the GT-R that won the Bathurst 1000. The new model is a better car, and still great value, but collectors will need to find one that hasn't been battered and abused.Volkswagen Golf GTIPrice: from $40,490Engine: 2.0-litre 4-cylinder, 155kW/280NmTransmission: 6-speed manual or auto, FWDThirst: 7.7L/100Km, CO2 180g/kmThe German pocket rocket is a top drive and the coming model, using the Golf Mk7 body, promises to be even better. The GTI has been a cult car since the '70s and truly great since the 2005 Mark 5.Subaru BRZ/Toyota 86Price: from $37,150/$29,990Engine: 2.0-litre 4-cylinder, 147kW/205NmTransmission: 6-speed manual or auto, RWDThirst: 7.8L/100Km, CO2 181g/kmPeople who love cars have fallen for the Twins, the sports cars that won Carsguide's 2012 Car of the Year. There is a waiting list for both and the keen are paying more than the showroom sticker, because they deliver exactly what they promise at a great price. Pushed, we'd go for the BRZ in Subaru's signature blue.

The new Holden Commodore is the most important new car of 2013. The upcoming VF, and the VF alone, points to the future of motoring in Australia.

If you look at the pictures of the new Golf above and wonder, as I did, whether Volkswagen has changed anything at all, then its designers won't be offended. On the contrary, they will consider it a job well done.The charge that the seventh generation looks the same as its predecessor is worn as a badge of pride. It's a promise, in effect, that this Golf will be more of the same. That is exactly what Volkswagen believes its buyers want.With 29 million sold, it has strong grounds for that belief. Golf inherited the mantle of people's car from the Beetle and overtook its sales total a decade ago. “The Golf is a classless vehicle,” exterior designer Stefan Wallburg says at the launch in Italy early this month. “A car for everyone.” His inspiration came from the 1974 original.Golf VII has the same horizontal grille; light and shade play on its flanks in just the same way. But it could have been any of the previous six. They are variations on a theme; visual chords that resonate across the generations, the same song in a different voice.“If you had to hear one song for the rest of your life which one would it be?” ask the adverts. “Which car?” There's scarcely a nation where Golfs are not sold, but the hatchback heartland is Europe and this one arrives as the region is under siege from economic uncertainty.Car sales this year will be the worst in decades. That's only encouragement to Volkswagen. Marketing chief Jurgen Stackmann says the new Golf arrives at just the right time. “The global economy is changing,” he says. “People are insecure, they are looking for safe choices.”Predictable, anti-fashion, future-proof Golf is that car, he says. Young people aspire to one, old people think it's timeless. However, the challenge it faces goes deeper than showroom-shy buyers. Luxury makers are moving into volume segments, fashioning small cars with desirable features at oh-so-nearly-attainable prices.They have amplified the effect of the buyers' strike and left Ford, Peugeot, Opel, Fiat and Renault deeply in the red, haemorrhaging money on every sale, forced to slow factories to walking pace. The Golf already has the measure of those rivals. It's unassailable as Europe's favourite car. It's the luxury brands it has to worry about.VALUEVolkswagen has reached into its deep pockets and spent big. This Golf is as thoroughly new as new cars ever are. The chassis, the engines, the control systems, the interior -- little beyond the transmissions have been untouched. The options list bulges with technology that many premium cars have yet to offer.And prices will barely move, if at all. Volkswagen can afford to do this because the Golf is about more than the Golf. It is the centrepiece, the tarmac zero, of all the small cars offered by Volkswagen brands from Skoda to Seat to Audi.TECHNOLOGYAt its core is a new platform, called MQB, that will make all these cars lighter. Two new families of turbocharged petrol and diesel four-cylinders employ all the latest techniques for improved economy.The diesel available at the launch drive in Sardinia, a 110kW 2.0-litre, is smoother and more flexible than the previous unit while the 103kW 1.4-litre petrol has a new feature that can shut down two cylinders when coasting. These will be core engines for Golfs that come to Australia and either would be easy to live with for their quiet efficiency, with the manual 2.0 TDI the economy champion at 4.1 litres per 100km.The range will swell to include performance petrols and diesels for the GTI and GTD models, as well as smaller capacity (1.2 petrol, 1.6 diesel) units. Golfs with less than 90kW adopt a lightweight torsion beam rear axle while the higher power cars retain an improved version of the previous independent multi-link set-up. Or they can be set independently.DESIGNDespite being longer and wider, it sheds as much as 100kg. Fuel economy makes removing weight the highest priority. There's more premium steel, finessed for thickness and geometry, surplus metal pared back. Inside, space has increased in almost every dimension except headroom, although it's still ample. The car is lower than before to improve aerodynamics.On the top-spec cars available at the launch the interior has a finely turned answer to the assault by luxury brands. It's a clean and appealing design, impeccably turned out in soft plastic textures, pleasing fabrics and with a high level of detailing. Control knobs are wrapped in soft knurled rubber, the centre console, angled towards the driver, is glossy piano black. The wheel has well-organised controls and looks fabulous.There are tasteful metallic garnishes in all the right places, ambient lighting and a first-rate finish. It's possible entry-level cars, stripped to basics, lack this gilt-edged invitation. But in Sunday best the Golf is a luxury conveyance in all but name. Especially impressive is the control system, generously displayed on an 8-inch screen in premium variants. It sets fresh standards in graphic quality and logical excellence. Any iPhone user will recognise the result and it's at the cutting edge of these systems in any sort of car.DRIVINGOn the smooth roads of Sardinia it rides and handles with familiar Golf assurance. It drives very much as you would expect -- without wrinkles. As easy as a non-iron shirt. The front suspension is a revised MacPherson strut design. An optional new Dynamic Chassis Control system offers different modes from Eco to Sport for the engine, suspension and steering.The new electrically assisted steering is a highlight for its precision and that bodes well for the performance Golf variants to come. Variable ratio steering is an option -- an uncommon feature at this level of the market. It's just one of many technology introductions. Others include active cruise control, intelligent headlights that automatically adjust the beams to oncoming traffic and a traffic sign detection system that displays speed limits on the navigation screen.SAFETYThere are also safety systems new to this level, such as automatic emergency braking at speeds below 30km/h if the radar sensor detects an imminent collision, and a system that tightens seatbelts in anticipation of an impact. If the airbags are triggered the car automatically applies the brakes to prevent a multi-car pile-up.VERDICTJust four years after the previous generation, Volkswagen has jump-raised its rivals and set out an enticing stall for anyone tempted to stretch to the premium badges. Golf VII is a classless car that reeks of class. VW wins another round with the seventh-generation Golf.

The Golf is back to its best with the arrival of the seventh-generation German baby. A road-up re-work has brought everything from a bigger new body to a three per cent boost in showroom value. The seventh-generation Golf drives like a shrunken luxury car, not a traditional tiddler, and is going to make life tough for anyone shopping in 2013.They will have to judge it against the all-new Toyota Corolla that's just around the corner as well as all the value contenders, including the locally-made Holden Cruze. The new Golf is not as sharp to drive as the Ford Focus, and it wil not have a $19,990 driveaway pricetag, but it is loaded with technology and comes with the promise of a 100-kilogram weight loss and up to a 23 per cent economy improvement.The Golf is more than just a car, too, as it signals the arrival of a new 'toolbox' for model development inside the Volkswagen Group. Around 40 individual models will eventually be spun from the MQB mechanical package that provides the foundations for the newcomer, some as small as Polo and others as big as Passat.More than 95 per cent of the parts in Golf 7 are new, a contrast to the outgoing car which was more like a 5.1 update than a true sixth-generation Golf. "This is the most important car for brand Volkswagen," says Albert Meltzow, head of the Golf project. "It is important that it is a practical everyday car. Every year we sell around 700,000 Golfs."Volkswagen applies predictable spin at the press preview of the car in Sardinia, with only two engine choices - a 1.4-litre turbo petrol and 2.0-litre turbodiesel - and cars fully loaded with infotainment, luxury and safety equipment. That makes it tougher to be judgemental, but the first impression is good. Very good.VALUENo-one is talking yet about the starting price for the Golf in Australia. But global marketing boss Jurgen Stackmann confirms to Carsguide that European prices have been held steady at the level of Golf 6, with a value boost of three per cent thanks to extra standard equipment.The pricing has already sparked a round of discounting by rival brands in Europe, as they rush to convert customers before production of the Volkswagen flagship gets up to speed. Australian deliveries will begin in the second quarter of next year, but there is no detail yet on pricing, equipment, or even the engine choices. The Golf will definitely continue as a five-door hatch, with the three-door body reserved for the GTI and the R model that will follow."We'll try to keep the price as close as possible to the current car. But there is a significant increase in the standard equipment," says Karl Gehling, spokesman for Volkswagen Group Australia.TECHNOLOGYThe heart of Golf 7 is the MQB - translated as Modular Transverse Matrix - that provides the mechanical package for a car that is both bigger and lighter. It's not a traditional mechanical platform, but a range of parts that can be built - almost Lego style - into a range of different cars.But there are also all-new engines, lightweight suspension - although a basic rear axle is still fitted to cheapie Golfs - stop-start fuel saving, an electronic parking brake and a lot more. Infotainment is a major component for the Golf, with everything from iPhone-style 'swipe' controls for the TFT display screens to a driver-adjustable display layout. The engines at the press preview drive are the 1.4 petrol with 103 kiloWatts/250 Newton-metres and the 2-litre diesel with 110/320, promising economy of 5.0 and 4.1 litres/100km.DESIGNThere is nothing radical about the look of Golf 7. You can easily pick it as a Golf from 200 metres away, thanks to the DNA that carries through from earlier models, but it's not until you get closer that you see the fastidious detailing and restrained panel work."There are cues that are hallmarks of the Golf," says Stefan Wallburg, exterior designer. "Compared to the outgoing car, I think this is an evolution. If you compare them side-by-side, you will see the changes." Inside, even the switches are new and there is more obvious quality in the look and feel of all the materials.The new design brings a payoff in the cabin, where a longer wheelbase has liberated an extra 14 millimetres of rear knee room and another 30 litres for the boot, while head clearance is also improved despite a lower roof and Volkswagen claims improvements for shoulder and elbow clearance.SAFETYThe Golf will be a five-star ANCAP car. It gets six airbags and the regular ESP/ABS combination, but there is also a huge range of extra safety equipment starting with the multi-collision braking system that automatically applies the brakes to prevent secondary impacts.The package for Australia is still being decided, and there is likely to be an extra cost for the extra gear, but the range of safety stuff available includes lane-assist and anti-fatigue system, radar cruise control and city emergency braking. The press preview cars have a space-saver spare tyre but there is no decision yet on puncture protection down under.DRIVINGThis is a very mature, very refined car. That much is obvious from the first kilometre at the wheel. Golf 7 is extremely quiet, it absorbs bumps like a costly luxury car, and you can see and feel the extra space and luxury equipment.It's the sort of car you would happily drive from Sydney to Melbourne, or just down to the shops, knowing it's going to cause minimum fuss and reward you with impressive efficiency and minimum fatigue. Tackling a wide range of roads and surfaces in Sardinia, the new Golf refuses to be unsettled. It turns light and easy, has good cornering grip, is easy to park - there is, of course, an optional auto-park package - and generally just gets the job done.The boot is roomy and flexible with a low loading lip and an easy-close hatch, there is plenty of space in the back seat, and everything fits nicely. There are a couple of glitches on some test cars, with wind noise on one and a recalcitrant infotainment system in another, but these are some of the first Golf 7s to come down the line. What's not to like? I'm still not convinced about DSG gearboxes, and there is still some shunting during three-point turns with variable shift quality, and it's impossible to really rate the engines or suspension so far from home.Also, without a pricetag there is no way to say how it will line up against the new Corolla, or even the Mazda3, Cruze, Mitsubishi Lancer and the rest. But I know the new Golf is an utterly competent and very impressive car. The overall refinement is incredible. Volkswagen has hit all its targets and that means Golf 7 should now be the first choice for anyone shopping for a small car.VERDICTThe new Golf is the new benchmark for the small-car class. It's the car to recommend to your family and friends.