Volkswagen Golf VS Subaru Impreza
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
- Value for money
- Great to drive
- Cabin fit and finish
- Not as spacious or practical as hatch version
- CVT results holds back acceleration
- No rear directional air vents
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.
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.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
So, you're thinking about a Subaru Impreza? The top-of-the-range one, too, the 2.0i-S? And the sedan version? Straight up, I'm going to tell you it's one of the best choices among its small-car rivals and its uniqueness is also its strength.
|Engine Type||2.0L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
The Impreza 2.0i-S Sedan is outstanding in the way it drives, the value for money, its fit and finish and safety features. If you're after a small car that's practical, the sedan isn't bad, but the hatch is better for usable space.
Would you chose a small sedan over a hatch? Tell us what you think in the comments below.
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.
Subaru's Impreza is one of only a few small sedans which don't look they were styled the morning after the big party for the design team following their completion of the hatch version. If anything (and this will ruffle a few feathers in the Subie fan world) the sedan is a more traditional Impreza body-style than the hatch.
It's been years since the hardcore WRX became a standalone model in Australia and no longer the high-performance grade of the Impreza range, and the superb dynamics and aggro look justify the separation. Yep, the Impreza has a pretty sedate appearance in comparison, but that didn't stop the bloke in my street who owns a 2015 WRX from slowing right down to have sticky beak at the 2.0i-S out the front of my house.
Mazda is the master of making affordable cars look and feel high end. The only other rival in my view which can match that standard is Subaru. Clean, refined exterior styling, with an outstanding fit and finish inside. There are prestige cars costing three times the $30K asking price of the Impreza that don't feel this premium and well made.
The 2020 update to the Impreza added the new grille and front bumper, the fog-lights have also been restyled and the alloy wheels have a new design. The cabin was updated with a new door trim and piano black plastic was added around the climate controls.
You can tell a 2.0i-S from the rest of the range by its larger alloys (18-inch), body-coloured mirrors, sunroof, LED fog lights and side skirts. Inside there's leather seats in Ivory or Black and a leather steering wheel.
I'm a fan of the big integrated display, the sports pedals and how every touch point feels padded and cushioned.
You'll have to get used to displays which are busy with hard-to-interpret icons, though. From drive mode graphs to safety system alerts the little, colourful hieroglyphics are cute, but a bit messy and not at all necessary. It's a Subaru thing.
How big is the Impreza sedan? Well it's 4640mm long (165mm longer than the hatch), 1775mm wide, and 1455mm tall (25mm lower than hatch).
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.
The most practical Impreza is not the sedan - it's the hatch. You should know this right from the start. I found the hatch had more leg- and headroom in the rear seat, although at 191cm tall I still can sit behind my driving position in the sedan without my knees touching the seat back.
And while the boot in the sedan is 115 litres larger in cargo capacity at 460 litres (VDA) and it fit the two CarsGuide suitcases with ease (see the images), the hatch's tailgate opening is way larger and you can fold the rear seats down to open up 795 litres of space.
You can still fold the rear seats down in the sedan, which is what I did and loaded the Impreza up with a surprising amount of stuff I needed to clear out of the spare room. Take a look at the images – yes, that is an eight-foot Malibu surf board, and a pedestal fan and two heaters and a desk chair and a large plastic tub full of clippings of articles I'd written and for some reason still hold on to. They were all going to the in-laws 300km away which was a good chance to test the fuel economy too, and you can read about further on down.
The sedan's cabin storage is good with a decent-sized centre console bin, large door pockets and four cup holders (two front and two rear), but the hidey hole in the dash is too small to fit my big iPhone sideways.
For charging devices you'll find four USB ports (two in that hidey hole and two in the centre console bin) and two 12-volt outlets. The second row doesn't get USB ports or a 12V outlet. Making back seat passengers feel even more left out is a lack of directional air vents in the second row, too.
Price and features
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.
The 2.0i-S is the most expensive Impreza in the range, but the sedan costs $200 less than the hatch with it list price of $31,160 (before on-road costs). You're still getting the same standard equipment apart from the hatch's smoked-finish tail-lights.
The February 2020 update to the Impreza brought with it new equipment for all the grades in the range including the SI-Drive modes (see the driving section further down), a new alloy wheel design and auto door locking.
The 2.0i-S did well out of the update and scored more features such as new LED headlights, auto-power folding mirrors with passenger-side dipping mirror, front-view monitor, side-view monitor, memory settings for the driver's seat and a stitched sun visor.
There were also a few more styling tweaks inside and out but read about those in the design section. For now, let's talk about the rest of the standard features that come on a top o' the range Impreza.
Deep breath, because there's a lot. There are leather seats, an 8.0-inch touchscreen, sat nav, Apple CarPlay and Android Auto, reversing camera, six-speaker sound system, DAB digital radio, CD player, dual-zone climate control, power adjustable and heated front seats, privacy glass, rain-sensing wipers, proximity key, LED running lights and 18-inch alloy wheels. That's just the highlights reel, there are more but it'd be silly to list them all.
How does the Impreza compare with rivals on price? Well, there's the Toyota Corolla sedan in ZR form which lists for $33,635, and you can also compare the Impreza to a Honda Civic sedan in the RS grade for $32,840, and the Mazda3 G20 Touring with the Vision pack for $31,740. So, as you can see the Subaru is priced well and you're getting great value for money.
Engine & trans
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.
As with all Imprezas, the 2.0i-S has a 2.0-litre four-cylinder boxer petrol engine under the bonnet making 115kW and 196Nm. A boxer engine has cylinders which lay flat and pistons inside them which punch in and out horizontally like a boxer, as opposed to being aligned vertically and moving up and down. The benefits of a boxer engine include a lower centre of mass and a constant purr which Subaru owners imitate to themselves when they're in the shower.
If only you could have the Impreza with a manual gearbox, because the continuously variable transmission (CVT) auto, while smooth, results in fairly uninspiring acceleration and turns the purr of the engine into a drone when you put the boot in.
Like the rest of the Imprezas, the 2.0i-S is all-wheel drive.
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.
According to Subaru the Impreza should use 7.2L/100km after a combination of open and urban roads. I used the Impreza as a moving van for the strange collection of items mention above and after 307.5km of roads from inner Sydney to Maitland (city streets, suburban roads and motorways) the Impreza's trip computer reported 6.2L/100km.
I wasn't able to test that figure at the fuel pump, but in my experience of Subarus in the past the average fuel reading on the display is never far off what I measure at the petrol pump. So, I'm confident in saying that the Impreza isn't a thirsty beast.
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.
The Impreza 2.0i-S's rivals are front-wheel drive cars. The Impreza is all-wheel drive. I feel like I could just leave that there and not have to write anything else, but I'll go on. See, even people who never think the journey is more important than the destination will like the way the Impreza drives.
They won't have any idea that regardless of the speed, or corner, or the muddy water that's streaming down the hill and across the road, that the Impreza's all-wheel drive system is constantly 'feeling' and anticipating any loss of traction and diverting drive away from a wheel that might slip and to another that will help keep everything under control. To them the Impreza will just feel really stable and easy to drive.
Along with being dynamic the Impreza 2.0i-S is also comfortable. The combination of the softness and with good handling is thanks to nicely turned suspension set up and a good choice of tyre (Yokohama 225/40R18 front and rear), while the planted feeling is helped by the boxer engine creating a lower centre of mass.
The continuously variable transmission is the only part of this excellent team letting things down slightly with acceleration being a little lacklustre. A regular automatic or manual gearbox would make the Impreza superb to drive.
The 2020 update added Subaru's SI-Drive modes. The S mode is for a sporty driving setting which favours better acceleration and responsiveness from the engine, while the I is an intelligent setting that's better for fuel economy.
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.
The Impreza scored the maximum five-star ANCAP rating when it was tested in 2016 and back then not many small cars had the same level of advanced safety equipment. The world has changed, and the rivals are now far better equipped than they were, but the 2.0i-S's standard safety features are still impressive.
The 2.0i-S comes with AEB (forward and reverse), blind spot warning, lane departure warning, lane change and lane keeping assistance, rear cross-traffic alert and adaptive cruise control. There's also lane sway alert, lead vehicle start and brake light recognition. The 2020 update saw side-view and front-view monitors joining the regular reversing camera. There are rear parking sensors but not front ones – personally, I'd rather a 'beep' than a camera picture, especially when it's dark.
For child seats you'll find three top tether anchor points and two ISOFIX mounts across the rear row.
Under the boot floor is a space saver spare wheel.
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.
The Subaru Impreza 2.0i-S is covered by a five-year/unlimited kilometre warranty. There's also a five-year/62,500km capped price servicing program. Servicing is recommended at 12 month/12,500km intervals with the first capped at $350.25, the second at $588.31, the third at $354.83, the fourth at $784.77, and the fifth at $354.86 for a total of $2433.02 over the five years.