New Volkswagen Golf 2020 review

The new Volkswagen Golf Mk8 features an incredible array of tech, but does it still do the basics properly?

Verdict

Few cars have demonstrated the process – and benefits – of evolution more than the Volkswagen Golf. Over 45 years, this stalwart of the family hatchback market has been honed and improved to the point where you almost feel sorry for the engineers tasked with making the next one even better. But now it’s time to judge the latest efforts in that area, because the eighth generation of VW Golf is here, and we’ve had our first spell behind the wheel.

First, a basic guide to how this Golf has evolved. Like the Mk7 and ‘Mk7.5’ before it, this car is based on the VW Group’s ubiquitous MQB platform. As a result, VW has left some substantial components relatively unchanged, and the dimensions are within millimetres of those of the outgoing model. However, don’t think that this is just a facelift; there are billions of Euros of development here, but they’ve been invested in fine-tuning what’s there rather than on a ground-up concept.

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Before describing how VW’s new family hatch is to drive, it’s worth pointing out one major difference: this is the first Golf that has electrification at the heart of its line-up. A plug-in hybrid (a successor to the old GTE) is already confirmed but more than that, the new model’s range features a 48-volt mild-hybrid system on many variants.

It’s basically a starter-generator that can harness energy that would otherwise be lost during braking, and then offer up to 16bhp and 25Nm of electrical ‘boost’ to help the car under acceleration. You won’t get this system on the most basic Golf – an 89bhp 1.0-litre petrol – or anything with a manual gearbox, because the system is designed to be bolted onto VW’s DSG dual-clutch transmission. But choose the automatic with the 109bhp 1.0 motor or either of the 1.5-litre four-cylinder turbo petrols, and in theory you’ll have an electrical assistant everywhere you go.

Here, we drive the more potent 1.5 eTSI DSG with 148bhp and 250Nm, and the first thing you notice is how the 48-volt electric system helps the Golf when you’re pulling away. The electric starter-generator and the four-cylinder petrol engine work well together; the engine kicks in much more gently than before and the clutch engagement of the DSG is well calibrated.

Once you’re up and running, the TSI engine doesn’t take much time to fall into two-cylinder mode if you’re cruising along, then switch itself off altogether so you’re ‘sailing’. Again, this is well implemented – to the point where you won’t really notice it. An ‘Eco’ light comes on in the instrument panel, but that’s about your lot. And when you do press the throttle pedal, the motor kicks back in with barely a shudder.

Unfortunately, the rest of the DSG set-up isn’t quite so slick. As usual with VW’s dual-clutch transmissions, there can be a frustrating delay between your demand for  acceleration and kickdown happening. Even with the starter-generator, it can feel sleepy. So let’s say that the Golf – this one at least – is relaxed and doesn’t like being hurried.

Our test car had adaptive damping, which offered a high degree of comfort; in general, the Golf is not a car that gets easily upset by bumps. We suspect tyre size and configuration could be key, because the 17-inch wheels on our test vehicle allowed sharper jolts into the cabin.

And while wind noise is well suppressed, tyre roar is a constant companion. The engine can be heard too, incidentally; under heavy load and beyond 4,000rpm, we’d even describe it as a little bit rough.

In the main, the steering is pleasingly direct and accurate, and the level of power assistance is well judged for the car. But in comfort mode at lower speeds, there’s too much assistance, so the system actually feels too light around the straight-ahead position and a bit vague.

The suspension configuration is largely unchanged – so MacPherson struts at the front and a multi-link set-up at the rear – and you can see why. The Golf feels admirably stable during cornering.

Inside, meanwhile, the car’s user interface has undergone a major revamp, with noticeably fewer buttons and, in theory, a multitude of ways to issue your commands to the car’s various systems: touchscreen, steering wheel switches and voice commands. There’s even a swipe bar below the main screen that operates cabin temperatures and audio volume. The new configuration will take some getting used to.

UK prices have yet to be announced for the Golf but we know that this technological revolution is unlikely to come cheap. Therefore, we believe that an S model, running on 16-inch wheels and with simpler headlights and a more basic infotainment system, will probably cost from around £22,000. Unfortunately, the higher-specified editions with more of the (extensive) options list applied will easily nudge the £30k mark.

New Volkswagen Golf: 10 key facts

1. Rear space

With only millimetres of difference between the Mk7.5 Golf’s chassis and body and those of the Mk8, it shouldn’t surprise you to learn that cabin space remains basically the same. This is no bad thing, though; the Golf’s trademark roofline means decent amounts of headroom for grown-ups.

2. Practicality

VW has placed the lithium-ion battery used in the mild-hybrid Golfs under the front passenger seat, so boot space is unaffected by the electrification. As a result, the capacity stands at 380 litres with the rear seats in place and 1,237 litres with them folded down. That’s decent, but trumped by Skoda’s latest Octavia.

3. Interior

The biggest area of change in this Mk8 edition. Huge shift away from physical switches makes for a tidier, classy-looking fascia. But it’ll take owners some time to get used to the multiple alternative interfaces, such as voice commands or the ‘swipe bar’ below the infotainment display. Quality feels strong, though.

4. Ride and comfort

A mixed bag here. The suspension is capable, especially with the adaptive damping, but there’s too much road noise and the motor is thrashy when pushed hard.

5. Handling

Remember how the Mk7.5 Golf offered a great mix of agility and comfort? That’s still the case with the Mk8. Basic chassis layout hasn’t changed and this is still a car that steers crisply and accurately, and resists body roll pretty well in corners. We’re less happy with the lighter ‘comfort’ steering setting, though, especially at low speeds.

6. Safety

Golf features lots of safety kit, including a new driver assistant that can bring the vehicle safely to a halt in the event of driver fatigue or ill health.

7. Multimedia

New Golf has its own SIM to help keep the infotainment system up to date. Android Auto and Apple CarPlay are both included, and the latter can work wirelessly.

8. Styling

Golf’s profile remains familiar. Rear uses LED tail-light tech while front end gets biggest changes, with lower nose and LED light bar.

9. Engine

New 1.5-litre mild-hybrid set-up impresses, with excellent response when pulling away from a standstill, and seamlessly integrated fuel-saving modes that can switch to two cylinders or turn the engine off altogether.

10. Lights

This Golf does without conventional bulbs. All of its lighting configurations are based on LED tech. Highest of the three specs offered will adjust its beam for oncoming traffic, corners and weather.

Key specs

For an alternative review of the latest Volkswagen Golf Hatchback visit our sister site carbuyer.co.uk

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