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2010 Volkswagen Golf Expert Review: Autoblog
Autoblog
Outside of North America, the Golf has been Volkswagen's bread-and-butter model for more than three decades, making the diminutive hatch one of the best selling global vehicles since its mid-Seventies launch as the Beetle's successor. But in the States, it's a totally different story. Except for a few brief periods when fuel prices spiked, the Golf/Rabbit has always played second fiddle to the Jetta – little more than a Golf with a trunk.
While the sixth generation Golf has been on sale in Europe for nearly a year, U.S.-spec versions are beginning to trickle into retailers on this side of the Atlantic. But before you head down to your local V-Dub dealer to check out the newest Golf (and buy a Jetta instead), we made the trek to Germany to sample the latest iteration of VW's workhorse in and around its Wolfsburg birthplace. Is the new Golf finally enough to woo hatch-averse Americans out of their sedans and into something with an added helping of practicality? Follow the jump to find out our first impressions.
Photos copyright ©2009 Sam Abuelsamid / Weblogs, Inc.
Heading into 2010, Volkswagen of America is killing off the Rabbit name for the second time in the hatch's history. The MkI was originally dubbed the Rabbit in North America because the corporate mothership felt U.S. buyers wouldn't understand the European "Golf" moniker. By the time the MkII arrived, VW switched over to the global nameplate, only to reverse course with the last generation MkV, reviving the cuddly name in an attempt to rekindle nostalgia and spur flagging sales. It didn't work, so the Golf is back... hopefully for good.
The MkVI isn't quite an "all-new" vehicle – it's more of a MkV.5, retaining the last generation's platform and at least half (two-thirds if you include the GTI) of the powertrain lineup. The most obvious revisions are on the outside, with none of the previous generation's bodywork carrying over to the MkVI. We're good with that, and Walter de Silva, Volkswagen Group's head of design, is understandably proud of his latest creation.
De Silva discussed VW's styling strategy going forward, emphasizing the automaker's decision not to go retro, but rather incorporating elements that show a connection to the past. One of those themes is a horizontal emphasis in the grille that hearkens back to the original, rectilinear Giugiaro-designed model. De Silva maintains that a Volkswagen should evoke simplicity, solidity and robustness, noting that, "the period of over-design is finished."
We asked Klaus Bischoff, head of design for the VW brand to elaborate, noting that the last generation model's vertical, chrome laden face that infiltrated most of VW's North American line-up, always came across as overwrought for a VW. While Bischoff wouldn't go that far, he did concede that it never fit with the intended image of the brand and was perhaps too similar to the grille found on VW's corporate cousin, Audi.
The resulting redesign has created one of the most attractive Golfs in the automaker's history, with the front fascia adopting a more subdued, Scirocco-inspired grille and headlamps, while the tail lights and rear bumper have been reworked to reflect VW's new softened aesthetic, conjuring up a bit of the MkI in the process. Along the flanks, the more pronounced character line and wheel arches give the hatch a more muscular look, yet it remains instantly recognizable as a Golf, just slightly evolved and more grown-up.
The 2010 Volkswagen Golf is available in two variants for North America: The base model's 2.5-liter five-cylinder gasoline engine carries over, while the Golf TDI makes its triumphant return equipped with the same 2.0-liter oil-burner that debuted in the Jetta TDI last year. We had the opportunity to pilot both models while in Germany, although we spent more time at the helm of the TDI than the gas-powered five-cylinder, which proved to be yet another eye-opening experience.
When the Jetta TDI debuted last year, VW hid some of the diesel's price premium by equipping the sedan similar to the middle-level SE trim level of the gas models. The same strategy is being used with the Golf, although this time around the lineup is simpler, with only the base and TDI trims and no gas models priced above the diesel. As such, the TDI comes equipped with standard fog-lamps, while the 2.5-liter gas model makes due with blank plates, and the TDI rolls on attractive, ten-spoke 17-inch wheels, compared to the 15-inch steelies fitted to the standard Golf.
One of Volkswagen's hallmarks has been its thoughtful, well-crafted interior. Even the cheapest entry-level Golf is equipped with quality of materials, with fit and finish easily a cut above its class. Of course, when you consider the price premium the average V-Dub commands, it should be a nice place to spend time, and VW consistently delivers. Nearly all the materials inside the MkVI feel durable, soft and pleasurable to the touch, with visible seams kept to a bare minimum.
The design and layout of the new Golf's interior is a natural evolution of the previous model, but there's nothing wrong with that. Change for the sake of change doesn't necessarily make anything better, and with the Golf, the ergonomics are as superb as before, with nearly everything exactly where you expect it. The standard three-knob (fan speed, air location and temperature) climate control system anchors the center stack, with the entertainment system – available with a sat-nav setup – mounted above providing simple round dials for volume and tuning.
Here again, the gas and diesel models diverge with the oilburner offering a more upscale look and extra amenities to go with its more efficient engine. The gas Golfs get a basic AM/FM radio with a single disc CD player, while the pricier TDI gets a standard touch screen-based audio system with satellite radio and six-disc in-dash CD changer. Other features, like Bluetooth and a media device interface, are also bundled into the more expensive TDI, and for the directionally challenged looking for an integrated factory navigation system, the TDI is your only choice.
The front seats have basic adjustments for movement fore-aft, height, lumbar and back angle, while the driver enjoys a power adjuster for the seat back angle, while the passenger is relegated to the loved (by Germans, at least) rotary knob at the hinge. Both front seats have surprisingly ample side bolsters that help keep the driver planted directly in front of the steering wheel and all seats are swathed in cloth regardless of the powertrain choice.
Over two days, we drove a variety of U.S.-spec Golfs equipped with either the gas or diesel engines, and manual and Dual Sequential Gearbox (DSG) transmissions. For 2010, all Golfs get six forward ratios regardless of the shift mechanism, and those who opt for the petrol five-pot and DSG will have to pop the shift lever over to the right, then tap forward and back in order to manually select ratios, while TDI models with the DSG benefit from a set of steering wheel mounted paddle shifters.
Saddled into a two-door DSG for our run to the track, we quickly realized that VW continues to improve the behavior of the dual clutch gearbox. Some earlier examples occasionally felt sluggish when launching from a stop, but the latest edition never failed to pull away as smoothly as any torque converter automatic regardless of fuel type.
Maneuvering through Wolfsburg, the behavior of the gearbox was absolutely seamless. Despite our preference for three-pedal cars, the sub-5,000 RPM red-line of the diesel actually makes the self-shifting box the perfect traveling companion. The narrow power band proved effortless thanks to ample torque from the diesel, making both smooth launches and lugging along in second or third gear a breeze. The addition of the paddles are welcome when you want to take control of the propulsion process, and compared to the very similar Audi A3 TDI we drove several months back, this new Golf's powertrain felt superior in all conditions. We can only hope that the production U.S.-spec A3 is as good when it arrives later this year.
Another area where the TDI differs from the base model is its suspension and tires. All Golf TDI models come standard with a sport suspension package and the aforementioned plus-one wheels, giving the Golf a slightly crisper feel than the base model. However, both models exhibit the solid composure that we've come to expect from German-bred vehicles, a fact clearly demonstrated when we passed large trucks on the autobahn at triple digit speeds and felt nary a shudder or wiggle in their wake. One might expect a suspension capable of keeping body motions in check on smooth German highways would come across as stiff when road quality deteriorates, but that's not the case with the Golf. When we encountered stretches of bumpy cobblestones in Dresden, even the sport suspension setup on the TDI proved to be well behaved and comfortable, which bodes well for some of the neglected roads the TDI will have to endure Stateside.
The Golf always tracked straight, even at speeds over 100 mph, aided by precise steering that made positioning a simple point and shoot affair. The steering provided adequate feedback when we had the chance to dive-bomb a few corners, a when the occasional delivery van became a rolling roadblock in the left lane, the Golf's brakes – while lacking in feel – were up to the task, easily reigning in the party from 115 to 60 MPH.
Since the diesel engine is the same unit that debuted last year in the Jetta, output remains unchanged at 140 horsepower and 236 pound-feet of torque, although both the gas and diesel models receive a few calibration tweaks for 2010 that boost miles per gallon on DSG models. The base, gas-powered five-cylinder engine puts out an adequate, if not inspiring, 177 hp, but its rough revving characteristics and lackluster fuel economy pale in comparison to the available oilburner. With any luck, VW will replace the five-pot with one of the TSI (turbocharged and direct injected) engines currently available in Europe. VWoA CEO Stefan Jacoby won't provided a timeframe as to when these stellar mills will make it to the U.S. market, but with displacement downsizing becoming more common, it's not a matter of if, but when. In the meantime, the quiet, smooth running diesel is easily the preferred powerplant for the Golf. Delivering a 0-60 MPH time of 8.6 seconds and flat torque curve, it's more than adequate for the vast majority of drivers and delivers fuel economy that could make most hybrids blush.
Cruising along at a steady 100 MPH, the trip computer was reading about 31-32 MPG (U.S.) or 7.4-7.5 L/100 km. On the run from Wolfsburg to Dresden, we saw an average of 37 MPG (U.S.) in a combination of urban and autobahn driving, including several triple digit stretches, while the gasoline version was hard pressed to enter the upper 20-MPG range. The EPA has already rated the Golf TDI at 30 MPG around town, with the manual getting 41 MPG on the highway and the DSG coming in at 42 MPG.
Volkswagen faces two problems with marketing the Golf in the U.S. market. The first, as we already mentioned, is the long-time resistance to hatchbacks among American buyers. That may be changing as hatchbacks begin to shuffle off their low budget, utilitarian demeanor. The second problem is more intractable. While VW builds the Jetta in Mexico, the Golf continues to be sourced from Germany. With the U.S. dollar currently trading at around $1.50 to the Euro, it's difficult for VW, or any European automaker, to turn a profit on lower end cars like the Golf. That's why the three-door, gas-engined Golf starts at nearly $17,500 and its MSRP tends to skyrocket as the option boxes are ticked.
Volkswagen's new factory in Chatanooga, TN will help alleviate some of these issues in the mid-size market when it starts building a replacement for the Passat in mid-2011. According to VW of America CEO Stefan Jacoby, the site has sufficient space to double the initial size of the factory and produce up to 500,000 vehicles annually. VW also intends for Chatanooga products to have over 85 percent domestic content by value, and if demand warrants, VW could build the Golf in Tennesse at a more competitive cost.
For now, you'll have to swallow hard to step into a Golf over one of its market competitors. If you don't choke on the price, the new Golf has plenty to offer, especially when it comes to vehicle dynamics and utility. The base model isn't inexpensive, but it doesn't feel cheap. And for our money, we'd choose the excellent efficiency, increased amenities and superior suspension dynamics of the TDI -- until VW decides Stateside consumers are ready for one of its highly efficient 1.4-liter gas engines.
Photos copyright ©2009 Sam Abuelsamid / Weblogs, Inc.
Our travel and lodging for this media event were provided by the manufacturer.
New Car Test Drive
All-new, with diesel and gas versions for all 50 states.
Introduction
The Volkswagen Golf is all-new for 2010. The Rabbit is gone. Volkswagen is rejuvenating its price leader, not only with the restoration of the Golf name, but also with the return of a diesel engine that's more powerful and more responsive and available to buyers in all 50 states.
The all-new 2010 Volkswagen Golf comes in two-door and four-door body styles, and it's available with a highly efficient TDI diesel or a less-expensive gasoline engine.
There's a new transmission for the 2010 Golf, too. Available only on the diesel model, aka the TDI for turbocharged direct injection, this is a six speed, automated manual, aka the DSG for Direct Shift Gearbox. Utilizing a technology heretofore available only on pricier sporty sedans and high end sports cars, the DSG uses an automated twin clutch setup that engages and disengages gears without the driver having to operate a clutch pedal. Alternatively, much like the Tiptronic automatic that's optional on the 2.5-liter Golf, the DSG permits the driver manually to select the gears, which is pretty much the best of two worlds: the efficiency of a manual transmission but the convenience of an automatic.
Also new for the 2010 Golf is a restyled body, with a sportier grille, sleeker flanks and stylish rear fascia. The 2010 Volkswagen Golf comes in two body styles, a two door and a four door. Both seat five.
The standard 2.5-liter five-cylinder puts out a very usable 170 horsepower at 5700 rpm and 177 pound-feet of torque at 4250 rpm. A five-speed manual transmission comes standard on the two-door model, and a six-speed automatic with Tiptronic is standard on the four-door. The 2.5-liter gets an EPA-estimated 22/30 mpg City/Highway, or 23/30 mpg with the six-speed Tiptronic. The manual offers better performance, able to accelerate from 0 to 60 mph in 7.8 seconds, compared with an 8.1 second run for the automatic.
The 2.0-liter TDI diesel produces 140 horsepower at 4000 rpm, and an impressive 236 pound-feet of torque between 1750 and 2500 rpm. Note the diesel offers substantially more torque than the gas engine and that this is available at much lower rpm. Torque is that force that propels you from intersections and up hills. This translates to responsive performance around town from the TDI, doing the kind of driving most of us do most of the time. The TDI comes standard with a six speed manual, optional with a six speed, dual clutch, automated manual, called the Direct Shift Gearbox, or DSG. The TDI gets an EPA-estimated 30/41 mpg City/Highway (30/42 with the DSG) and can accelerate from 0 to 60 mph in 8.6 seconds.
Changes for 2010 inside are minor but in keeping with the marque's commitment to function tempered by form. The only upholstery is cloth, but there are three sound systems, the premium system integrated into a touch-screen navigation system.
All these changes, major and subtle, package well into a cleanly refreshed, fuel efficient, Autobahn-validated, reborn Golf that's better than what has come before while faithful to its heritage.
Lineup
The 2010 Volkswagen Golf 2.5 liter 2 door ($17,620) comes with cloth upholstery, air conditioning with pollen filter, eight-way adjustable front seats with two way lumbar, 60/40 split rear seat with a center armrest and trunk pass through, AM/FM/CD/MP3 audio, cruise control, tilt and telescope steering wheel, power locks, power windows, power mirrors with heaters, steel wheels with wheel covers and all season 195/65R15 tires. It comes with the five-speed manual or the Tiptronic automatic ($18,720).
The Golf 4 door ($19,335) is equipped the same but it comes standard with the Tiptronic automatic.
The Golf TDI 2 door ($22,155) and 4 door ($22,760) add leather trimmed steering wheel, shift knob and handbrake handle; a touch screen, eight speaker audio system with a 6CD in dash changer, iPod cable and six month SIRIUS satellite radio subscription; fog lights; sports suspension; and 225/45R17 high performance all season tires on alloy wheels. The Golf TDI models come with the six-speed manual but the DSG automated manual is available for both the TDI 2-door ($23,255) and 4-door ($23,860).
Options include a power sunroof ($1,000), a cold weather package comprising heated front seats and windshield washer nozzles ($225), and Bluetooth connectivity ($199). The TDI can be fitted with Xenon headlights with the adaptive front-lighting system ($700), an upgraded Dynaudio Advance Sound system ($476), and a Navigation package ($1,750).
Safety gear includes frontal airbags and front seat-mounted side impact airbags and side air curtain airbags and lower and upper child safety seat anchors. Active safety features comprise antilock brakes (which give drivers steering control during emergencies), electronic brake force distribution (which allocates braking where it can do the most good during panic stops) and brake assist (which primes the braking system when sensors indicate imminent brake application); electronic stability control (which attempts to keep the car heading where the driver intends during extreme maneuvers); and tire pressure monitors. Optional on four door models are rear seat side impact airbags ($350).
Walkaround
A VW Golf is a VW Rabbit is a VW Golf. Save for rounding off once squared fenders and roof lines and tweaking the grille styling and the brake light arrangement, Volkswagen has shown remarkable, some might argue unremarkable, fealty to the model's styling cues though all of its six generations. Body proportions, for instance, have remained stoically the same, which, while perhaps boring, isn't necessarily bad, as it ensures a continuum of recognition for the marque's price leader. Still, a little inspiration here and there might not terminally damage the Golf's legacy.
Headlights are rounder than the car's previous iteration, the 2008 Rabbit, and bookend a wider, thinner, two bar grille sans any separating sheetmetal. The grille is blacked out, where the predecessor's was painted body color. Likewise, the lower air intake spans the width of the car, with a fuller, richer looking bumper no longer demeaned by low ball black rubber protector strips scarring the corners of that earlier model's fascia.
Side body panels are more sculpted, with a sharply creased rocker panel outline across the lower portion. The stylists did a decent job of giving the C pillar (the body panel behind the rear most side window) a consistent shape and proportion on the 2 door and 4 door, given the reality of both cars sharing the same wheelbase (distance between front and rear tires) and being equal in overall length. A clearly defined character line tracks rearward from the top of the front fender blister all the way to the upper taillight element, giving the rear fenders a hint of a shoulder. Wheelwells encircle the tires leaving the barest of gaps, visually pulling the car down onto the pavement. Minimalist door handles are snug for hands wearing anything larger than medium size gloves. Gaps between body panels are pencil thin, which suggest high-quality construction.
The rear of the new 2010 Golf keeps the faith, avoiding anything new or striking in its styling. It is a hatchback, after all, and there's little in the way of excitement that can be done within that limitation. Taillight housings mirror the ovoid shape of the headlights, boosting the rear fenders' shoulder look the aforementioned side body panel character line establishes. The wrap around rear window glass fills the top of the lift gate. An outsized, round VW logo parked in the middle between the taillights doubles as the lever for opening the liftgate.
The TDI is distinguished from the 2.5-liter gas model by an eponymous chrome logo beneath the right taillight, balancing the chrome GOLF logo both cars wear below the left taillight. An indent in the rear bumper houses the license plate. A flat black extractor like panel minimizes the visual mass of the rear bumper.
Interior
Inside, the 2010 Golf shows a not surprising Teutonic dedication to an almost austere functionality. Brightwork is confined to touches on steering wheel spokes, around air registers, door handles and tasteful outlines on various knobs and the shifting gear. Textures give good touch. A contrasting silver ish strip separates top and bottom dash sections and dresses the uppermost element of the door trim panels. Completing the Bauhaus-ian theme is the cloth upholstery, to which the Golf offers no option.
The Golf feels roomier than it looks, and it is, actually, equaling or at least competitive with the other major players in its niche. This includes, interestingly, the Chevrolet Cobalt, a car generally perceived to be larger than the Golf, which it betters everywhere, including trunk space by a smidgen more than one 1 foot square cardboard box; about the same holds true for the Focus, while the Civic's trunk holds three fewer foot-square boxes. Other notable differences are that the Ford Focus offers more rear seat legroom than the Golf, by a tick more than a half inch, while the Honda Civic coupe trails the Golf coupe in rear seat headroom by more than three inches.
Front seats are comfortable and easy on the ingress and egress, despite their sport appellations. That latter, though, is welcome when exploring the Golf's relatively high handling limits, as is the grippy cloth upholstery. The eight way adjustable driver's seat works well with the tilt and telescope steering wheel to allow all but the tallest and the most stout drivers a nearly perfect triangulation with steering wheel, pedals and shift lever. Gravy, and much appreciated by the front seat passenger, is the eight way adjustability in that seat, too.
Air conditioning and sound system controls are comfortably basic in shape, size and duty. Knobs and buttons handle the essential operations. Selections the nav system's touch screen permits while the car is in motion appear in large, finger friendly, virtual buttons that require only a flash glance by the driver to identify their assigned duties and then can be manipulated in the driver's peripheral field of vision.
As for visibility generally, that aforementioned C-pillar is about the only negative. It's just thick enough to catch the driver's eye in those last fleeting moments before a quick lane change. Otherwise, the rear quarter vision is on par with visibility out front and out back, which is excellent for a car this size.
Driving Impression
Driving a car where and how it was designed to be driven is ideal for exploring its capabilities, and its limits. In this instance, Germany's Autobahnen are both the proving ground and the everyday environment. And for a car this size, and with these powertrains, the Golf excels, easily cruising for kilometer after kilometer with the speedometer needle solidly in the low three digits. Wind noise, even at those seriously elevated speeds, was well muted; the most remarkable road-sourced sound, in fact, was the hiss of rainwater on the interior of the wheelwells.
Brakes are super critical in the Autobahn environment, too, given the propensity of the continent's version of a big rig or of a Trabant like subcompact to flick on the indicator lights and abruptly pull out into the fast lane. We found the brakes proved their worth, dragging the Golf down from triple-digit speeds to what felt like a snail's pace, 60 mph or so, time after time with zero drama. Pedal feel was solid throughout, as was the Golf's directional stability.
We found the Golf accelerates briskly with the standard 2.5-liter. Volkswagen claims a 0 60 mph time of 7.8 seconds for the five speed manual, 8.1 seconds for the six speed automatic. At highway speeds, the engine readily answered the gas pedal, even including at Autobahn rates until it ran out of steam around an indicated 122 mph (it's electronically limited to 125 mph). The manual transmission's five speeds are really all that's needed for everyday driving. Clutch engagement is smooth. Shift throws are comfortable, the linkage certain in its gear selection.
The Tiptronic delivers smooth transitions between gears whether left to its own or rowed by the driver.
Steering response is confident, if not markedly crisp. Handling in corners was mostly neutral, with understeer (where the car wants to go straight when the driver wants it to run) the dominant at the limit mode. The only shortfall in the ride will be a tendency, associated with all cars with a relative short wheelbase like the Golf, of the suspension to lope over pavement heaves common to the U.S.'s concrete roadways.
For people who've missed the opportunity to drive a car with a diesel engine operating with today's sophisticated technology, the TDI with its 2.0-liter diesel engine will be a pleasant surprise. It takes about a second longer to accelerate from 0 to 60 mph, a significant difference. Performance is comparable with either the standard six speed manual or the optional six speed DSG transmission. On urban freeways, throttle response was quick and linear, with little hint of turbo lag and the engine pulling strongly well past legal U.S. speeds, thanks to the diesel's hefty torque curve, although not as lively as the 2.5 liter much beyond 110 mph. The manual has two or three more gears than the diesel needs, thanks to its hefty torque curve. The DSG, however, is more than merely an automated manual. With one or the other of its dual clutches always engaged, it almost instantaneous shifts as slick as, or even slicker than a full automatic, making full use of its six speeds to produce a seamless delivery of optimized power to the front tires. The TDI model's 17 inch wheels wear lower profile tires and deliver more certain turn in. While handling is basically neutral, understeer appears in the TDI at the limit, which again is a bit higher than the limit of the 2.5-liter model.
Given the different worlds for which the Golf and its competition have been designed, the latter don't always feel as confidant at the absolute extremes of their respective performance envelops. The Cobalt's suspension, for example, is less sophisticated and not as balanced; where the Golf's thumps over broken pavement, the Cobalt's thuds and sometimes clunks. The Civic's ride and handling is comparable, if not showing quite the same confidence when pushed as hard. The Focus has more body lean in hard cornering, in part due to the narrower track (the distance between the tires side to side), by as much as two inches.
The new Golf splits the difference in fuel economy. The TDI, no surprise, tops them all, by as much as 9 miles per gallon in EPA's city test, against the Civic, and 13 mpg in the highway estimate, also against the Civic. The 2.5 liter gas engine also betters the Civic in the city rating but trails the Cobalt and the Focus in both, by as much as three mpg in the city, against the Cobalt, and as much as seven mpg in the highway, also against the Cobalt.
Summary
The 2010 Volkswagen Golf heralds the return of a diesel to the German carmaker's U.S. line. But this isn't the same oil burner the car came with during the troubled interim reign of its oddly named identical twin, the Rabbit. The only obvious telltale of this version is a well muted ticking from the more powerful, more responsive and fuel frugal sparkless engine. The new Golf is definitely a fun drive, especially the TDI, if not quite an exciting one; it's no sports car, but the Golf presses up against the entry bar for a sports sedan.
NewCarTestDrive.com correspondent Tom Lankard filed this report from Wolfsburg, Dresden and Berlin, Germany.
Model Lineup
Volkswagen Golf 2.5L 2-Door ($17,620); Golf 2.5L 4-Door ($19,335); Golf 2.0L TDI 2-Door ($22,155); Golf 2.0L TDI 4-Door ($22,760).
Assembled In
Options As Tested
Navigation package ($1,750); Dynaudio Advanced Sound ($476); rear seat side airbags ($350); cold weather package ($225).
Model Tested
Volkswagen Golf 4-Door 2.0L TDI DSG ($23,860).
2010 Volkswagen Golf Information
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