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Volkswagen Golf


Citroen C3

Summary

Volkswagen Golf

The Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close. 

Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.

VW claims more than 200,000 Golfs have been sold in Australia over the last 15 years, but the small-car premier league is currently led by the Hyundai i30, Mazda3 and Toyota's evergreen Corolla.

Despite its global heavy-hitter reputation, Golf battles with a group of tier-two contenders in the shape of the Honda Civic, Kia Cerato, and Subaru Impreza.

So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.

Safety rating
Engine Type1.4L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency5.2L/100km
Seating5 seats

Citroen C3

Really small cars aren't what they used to be, and there are a number of reasons for that. The first is that, compared to five years ago, nobody buys them. The world of small hatchbacks is a shadow of its former self, mostly because there's so much money sloshing around in Australia that we buy a class up and often an SUV rather hatch.

As usual, Citroen is taking the path less travelled. There's no getting away from the fact that the C3 hatch has always been an a brave choice - there are still a few of the original, arch-roofed version kicking around, a car I was very fond of, despite it not being very good.

For 2019 Citroen has addressed a couple of glaring issues with the C3, namely a lack of safety gear that contributed to a four-star ANCAP safety rating and a couple of little dramas that marred an otherwise impressive package.

Safety rating
Engine Type1.2L turbo
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency4.9L/100km
Seating5 seats

Verdict

Volkswagen Golf8.3/10

The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.

Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping list? Tell us what you think in the comments below.


Citroen C37.5/10

As you've probably gathered, the C3 is a fun little car with a proper personality. Obviously it's not cheap - Japanese, German and Korean competition are all cheaper - but none of them are as individual as the C3.

And that's probably its strength and weakness. The looks are polarising - you'll spend your entire time with the car explaining the Airbumps to perplexed onlookers. The updated safety package is a huge help to making the C3 more comeptitive at a specification level, but the price of entry is still high - Citroen knows its market.

Would I have one? Definitely, and I'd love to try one in manual, too.

Would you consider a C3 now that it's got better safety gear? Or is that whacky exterior too much for you?

Design

Volkswagen Golf8/10

Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.

From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.

At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.

The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.

Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).

It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.

The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.


Citroen C39/10

Little has changed in the looks department, and that's a good thing. While the C3 isn't to everybody's taste, it's certainly a Citroen. The car has drawn heavily from the bold-as-brass Cactus, which I genuinely think is one of the greatest pieces of automotive design, certainly for a mass-produced car. Funky and, as it turns out, quite influential - have a look at the Kona and Santa Fe. The only real differences are colour-coded door handles with chrome strips.

All present and correct are the rubber Airbumps down the lower portion of the doors, the stacked headlight and DRL arrangement that is the "wrong" way around. It's chunky and very much aimed at the compact SUV crowd.

The cabin is basically the same and still terrific. Again, lots of Cactus in here, which includes the two of the best front seats in the business. The dash design is a cool departure from the rest of the planet, with lots of round-edged rectangles and a consistency of design across the Cactus and other Citroens. The materials are mostly pretty good, but the central console is a bit awkward-looking and sparse.

Practicality

Volkswagen Golf8/10

At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.

All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.

Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.

Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.

Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.

Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.


Citroen C37/10

The weird French approach to cupholders lingers with the C3. Perhaps to match the name, there are three - two in the front and one in the back at the rear of the centre console. Each door will hold a mid-size bottle for a total of four.

Rear-seat room is acceptable, with good knee room for adults up to 180cm. I toured around in the back and was perfectly happy behind my lanky son's front-seat lounging position. Headroom is very good front and rear as it's quite upright.

The boot isn't bad for a car this size, starting at 300 litres with the seats in place and 922 litres with the seats folded down. There is quite a step in the floor with the seats down. The floor is also not level with the loading lip, but it does liberate a few litres, so it's not a huge deal.

Price and features

Volkswagen Golf8/10

Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.

The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).

The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.

For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.

The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.

The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).

The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.

In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.

Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.

Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.

Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.

Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.

'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.

The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.

Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.


Citroen C36/10

Prospective C3 buyers will have to endure a solid price rise on the old car, which landed just over a year ago at $23,480 before on-roads. The 2019 car lists at $26,990 but does come with an overall uplift in spec.

As you did previously, you get cloth trim, reversing camera, auto headlights and wipers, leather steering wheel, trip computer, climate control, rear parking sensors, cruise control, power windows all around, speed-limit recognition and a space-saver spare.

The 2019 car drops the wheel-size an inch to 16-inches but adds AEB, blind-spot monitoring, keyless entry and start, sat nav and DAB.

The 7.0-inch touchscreen carries over unchanged and includes Apple CarPlay and Android Auto. These are welcome additions, although the basic software is okay on its own. Like other Citroens and sister Peugeots, the screen hosts much of the car's functionality, which makes sorting out the air-con a bit of a memory game.

Engine & trans

Volkswagen Golf8/10

The Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.

Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.

Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.

If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.

The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.

Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.

Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.

Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.

Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.


Citroen C38/10

Citroen's excellent 1.2-litre turbo three-cylinder remains under the bonnet, serving up 81kW and 205Nm. A six-speed automatic sends power to the front wheels. Weighing just 1090kg, it'll rech 100km/h in 10.9 seconds.

Fuel consumption

Volkswagen Golf8/10

Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.

Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.

But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).

Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).

Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).

The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.


Citroen C37/10

Citroen claims a combined cycle figure of 4.9L/100km, aided by stop start when you're in town. My week with the plucky Parisienne returned an indicated 6.1L/100km, but I was having fun.

Driving

Volkswagen Golf9/10

The overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.

Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.

Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.

That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to  retain the ability to confidently stride out onto the open road when required.

The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.

As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).

The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.

Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.

Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.


Citroen C38/10

Three things work together to make the C3 (see what I did there?) an excellent small car

The first is the brilliant 1.2-litre turbo triple cylinder. This is such a terrific engine. It's not the quietest or the smoothest, but once you've got things spinning, it's torquey and keeps you rolling very nicely indeed.

In my previous outings in the C3, I've noticed a propensity for the transmission to engage a little too enthusiastically, particularly after waking from stop-start. It now seems to have had a little calibration update that has smoothed things out remarkably. It honestly doesn't feel as slow as its 0-100km/h figure suggests.

Secondly, it's incredibly comfortable for a small car. Even at launch, riding on 17-inch wheels I was impressed, but now on 16-inch wheels with higher-profile tyres, it's even more relaxed. The C3 is no corner-hugging handler, with a bit of body roll and a comfort-biased spring and damper setting, but it's not an understeering duffer, either. Only sharp tranverse bumps upset the rear (nasty rubber shopping centre speed bumps, I'm looking at you) and most of time it feels like a much larger and generously-sprung car.

These two form the basis of a package that seems equally at home in the city and out on the freeway. It's quite something.

Third, it neatly straddles the line between compact SUV and small hatch. Accepted wisdom would suggest sticking to one lane, but the successful blurring of the lines means that you get much of the visual and practical elements of that class while also not paying for, say, the C3 Aircross, which is an out-and-out compact SUV. It's a weird marketing play, but the "What's that?" chats in the shopping centre car parks weren't of the heated kind.

Obviously, it's not perfect. It's reasonably sluggish once you're past about 60km/h and grip is at a premium. The cruise control still needs way too much attention to activate and the touchscreen has too many functions crammeed in, as well as being a bit slow. The lack of AM radio is fixed by the addition of DAB.

Safety

Volkswagen Golf9/10

Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.

And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).

There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.

As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.

Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.


Citroen C38/10

The C3 ships with six airbags, ABS, stability and traction controls, lane-departure warning, speed-sign recognition as standard. New for the 2019 model are forward AEB and blind-spot monitoring.

There are also three top-tether restraints along with two ISOFIX points in the rear.

ANCAP awarded just four stars to the C3 in November 2017 and at the car's launch, the company expressed its frustation at the low score, which it believed was a result of the lack of AEB.

Ownership

Volkswagen Golf8/10

Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).

Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.


Citroen C37/10

Citroen provides a five-year/unlimited-kilometre warranty as well as five years of roadside assist. Your dealer expects a visit every 12 months or 15,000km.

Service pricing is capped as part of Citroen's Confidence program. You'll be confident of paying a fair bit, though. Servicing starts at $381 for the first service, climbing to $621 for the third and moving around until the fifth year.