We like
Well-judged dynamic balance blending supple ride quality and keen handling, handsome styling, cabin packaging, willing turbo engine, real-world fuel economy, return to some physical controls, desirable new Style grade

Room for improvement
Higher prices, occasionally unrefined eight-speed auto, Australia misses fuel-sipping engine upgrade and full online connectivity, deletion of wagon and manual options locally

Overview

 

OUR BOX SEAT as road testers on the endless merry-go-round of new car model launches satisfies automotive curiosity, but it can also spark a sense of loss—as good cars we appreciate are displaced by electrification and complex technology that not all Australian drivers have asked for.

 

Depending on your perspective, the rate of change in the automotive industry can make such models feel outdated—or reassuring. In the case of the updated Volkswagen Golf range, the latter applies.

 

Subtle but worthwhile changes distinguish the new ‘Mk 8.5’ Golf now on sale in Australia. Beneath the updates, it remains a compact (4282mm long, 1789mm wide) and relatively light (1345kg) hatchback that looks right at home in virtually any locale.

 

It’s not electric or even a hybrid, and we’d argue the Volkswagen’s turbo-petrol tech is no longer streets ahead (as it was a decade ago). But the ‘Mk 8.5’ package still reflects what we want from a modern Golf: playful when you want; thoroughly mature and sophisticated the rest of the time.

 

Small car sales in Australia have fallen from 233,000 to 92,000 units annually over the past decade, with compact and midsize SUVs filling the shortfall. That Volkswagen still offers a six-variant Golf range is testament to the model’s enduring significance for the brand.

 

Everybody knows somebody who has owned a Golf. It was once omnipresent in Australia, but it is increasingly niche. And expensive: with development of electrics the focus, Golf pricing has increased by around 20 per cent in the five years since the underlying eighth-generation model launched locally (partially offset by extra features).

 

That’s unfortunate, as the Mk 8.5 represents a genuine return to form. The original Mk 8 launch was hindered by sluggish infotainment software and inconsistent build quality—while the wind was taken out of the sails of the local launch thanks to the Covid pandemic. Missteps such as capacitive touch controls further undermined the Mk 8’s critical appeal.

 

The Mk 8.5 update addresses earlier concerns, though the mechanical package remains unchanged. The 110TSI variants retain Volkswagen’s EA888 1.4-litre turbocharged four-cylinder engine (110kW/250Nm), driving the front wheels via an eight-speed torque converter automatic—rather than a dual-clutch unit.

 

Pricing begins at $38,690 plus on-road costs for the entry-level Golf Life, rising to $43,690 for the mid-tier Golf Style—a belated but worthy successor to the former Mk 7.5 Highline. The R-Line tops the 110TSI line-up at $47,990, before stepping up to the 2.0-litre turbocharged GTI ($58,990) and the all-wheel drive Golf R (from $70,990).

 

Volkswagen argues there is no true base model Golf because Australians don’t want one.

 

In line with that positioning, the entry-level Life presents cleanly on 17-inch alloy wheels with body-coloured trim. The Style variant adds polish with 18-inch wheels, chrome accents and a full-width front light bar with an illuminated VW badge. The R-Line adopts a sportier appearance, lowering the ride height and replacing bright work with gloss black trim.

 

Standard equipment levels are decent. The Golf Life includes keyless entry and exit, automatic wipers, full LED lighting, dual-zone climate control with rear vents, a 10.2-inch Digital Cockpit Pro instrument display, 10.3-inch touchscreen with wireless Apple CarPlay and Android Auto, six-speaker audio, 45W USB-C charging, and a space-saver spare wheel.

 

The Style feels worth its $5000 upcharge, substituting the Life’s fairly flat front seats for noticeably nicer ErgoActive ‘sport comfort’ pews with 12-way power adjustment, memory and massage for the driver, plus a 12.9-inch screen with navigation, an extra speaker, privacy glass, and powerful LED Plus projector headlights.

 

A further $4300 upgrades buyers into the R-Line, which drops the ride height and switches the design of the 18-inch wheels while adding selectable drive modes, progressive steering, Vienna leather upholstery, and heating and cooling for the front seats. A space-saver spare wheel is standard, range-wide.

 

Options centre on a $1900 sunroof and $2000 Sound & Vision Package (both available only on Style and R-Line). The latter adds a useful 360-degree parking camera, plus a 480-watt, nine-speaker Harman-Kardon stereo and heads-up display. Aside from non-metallic Pure White, five premium paints attract an $800 surcharge.

 

Volkswagen claims the same 6.3L/100km combined fuel consumption and 143g/km combined CO2 for all 110TSI grades (split between 8.1L/100km urban, and 5.4L/100km highway). Its 50-litre tank requires at least 95-octane premium petrol to provide a theoretical range of 793km.

 

Driving impressions

Motoring journalists (and frequent readers) might be conditioned to expect constant change—but the evergreen driving dynamics of the Golf are a breath of fresh air. The Mk 8.5 does not deviate from expectations.

 

Part of the reason the Golf is so dynamically consistent is that comparatively little has changed mechanically since the Mk 7 was introduced atop the (then-new) MQB platform in 2013. Volkswagen has tinkered with hardware and upgraded the electrical architecture to MQB Evo level—but there is a substantial serve of baked-in goodness.

 

We staunchly believe that there is a correct way for certain types of cars to ride and handle: like the Porsche 911 among GT cars, and the G20 BMW 330i in luxury sedans, the Volkswagen Golf 8.5 continues to set the benchmark for suspension and steering tuning in the small car segment.

 

That kind of achievement doesn’t go out of style: just because the Golf hasn’t reinvented the way it proceeds down the road does not make it out of date. But evergreen suspension tuning is one thing—powertrains have a harder job keeping pace when they aren’t upgraded over time.

 

That is the problem for the Golf’s 1.4-litre engine, which Australia continues to receive years after Europe moved on to a more frugal, 48-volt 1.5-litre replacement with equal power and torque—albeit with 20 per cent lower claimed combined fuel consumption.

 

It’s true: the torquey, refined 110kW/250Nm EA288 Aussies are served is still the best engine in the class, but it has been in stasis for a decade. Given Volkswagen Australia lobbied for Euro-style efficiency standards (now in place), surely it is fair to keep pace with our European cousins.

 

Volkswagen makes no 0-100km/h claim for the 110TSI, but it is likely between 8-9 seconds: punchy enough. But we know the claimed fuel economy has gone backward since VW severed the frugal but quirky seven-speed dry dual-clutch transmission from the Golf package. Our tested result of 7.2L/100km is acceptable but not sparkling.

 

Volkswagen Australia subbed-in an eight-speed torque converter that (theoretically) avoids DSG quirks—except it doesn’t! Delayed shifts from the eight-speed are too common while the ‘box overreacts to throttle inputs, flaring revs beyond peak torque range. At least paddle shifters are standard, allowing you to seize control in spirited driving.

 

It is possible that during the lifespan of the Mk 8.5 in Australia, Volkswagen will move beyond the 1.4-litre/eight-speed combination in reversion to a DSG and the 1.5 ‘eTSI’ mild hybrid. With modern DSGs being more reliable than in the past, we would welcome such a move.

 

We nitpick on powertrain, because when it comes to the chassis, the Volkswagen Golf rarely puts a foot wrong. It starts with sophisticated hardware: MacPherson-type struts are standard at the front while the rear suspension is an independent, four-link type for all grades. Life and Style roll on comfort suspension; the R-Line on lower sports springs.

 

Driven back-to-back on Victoria’s glorious Yarra Ranges roads (and then on suburban Melbourne streets), it is obvious that—among the 110TSI models—the dynamic sweet spot is the newly-added Golf Style, booted (as the R-Line is) in a 225/40 R18 wheel/tyre package.

 

But the R-Line goes too far by abandoning the Golf’s sweet comfort suspension, creating just a bit of crashiness over repeated bumps. That is never an issue in the Golf Style, which demonstrates alluring confidence in offering absolutely no adjustable drive modes. The default and sole ‘mode’ is near-perfect.

 

Steering and suspension engineers will quietly admit that selectable modes are usually bad, because they dilute the sweet-spot the professionals have identified. In this case, we’d be happy to believe it, as the supple Style soaks up broken road surfaces without breaking a sweat.

 

Yet the Golf Style’s incredible composure while absorbing bumps does not come at the expensive of handling dynamism. The steering isn’t too fast but has a natural ratio; while there is noticeable body roll, it is contained and alleviates pressure on the chassis, allowing the Golf’s deft balance to shine through, engaging its rear axle, pivoting intuitively in fast corners.

 

Despite technically more country-friendly higher-profile 225/45 R17 tyres, the Life doesn’t feel as sweet—and you also roll around in its less supportive seats. And the R-Line’s lower (yet still passive) suspension has less bandwidth and cannot match a GTI’s 15-stage adaptive dampers.

 

Our critique of the Life and R-Line ought be read relatively: the Golf 8.5 demonstrates a slick, class-leading balance of comfort, compliance, and body control—the Style is simply the best of them; we would option it with paint and sunroof ($46,390+ORC) but avoid the Sound & Vision Pack as the Harman-Kardon stereo isn’t clear enough to justify further outlay.

 

Part of that lack of stereo clarity comes from a rare demerit of the Golf’s dynamics: a continuing stinginess when it comes to cabin insulation. Compared to the lavish refinement of the rest of the package, imposing road noise at 100km/h dilutes stereo listening enjoyment fast.

 

Relaxation while road-tripping is, however, bolstered by the creditable tuning of the Golf’s IQ Assist safety suite: Travel Assist, which combines intelligent adaptive cruise control and lane-centring, works nearly flawlessly and in effect drove autonomously for more than 50km of a boring segment of our launch drive (with supervision).

 

Autonomous emergency braking (detecting cars, pedestrians and cyclists and additionally operating while reversing), blind spot monitoring, and fatigue detection are standard; Style adds rear cross-traffic alert and ‘exit warning’ that detects cyclists or pedestrians before you open the door.

 

While the practical wagon body style has been deleted, the Golf’s interior packaging ought to be lauded for doing so much with small dimensions. Four adults fit and enjoy a cabin that is airier in the Life/Style thanks to a cream headliner, which the R-Line replaces with moody black.

 

Improvements to the processing power of the touchscreen and driver displays is noticeable in immediate responses to the touch, while VW should be credited with humbly reverting to intuitive hard buttons on the leather-wrapped steering wheel spokes in response to feedback.

 

The Apple CarPlay connection was flawless—though we continue to advocate for Australian buyers to be granted full access to online connectivity and a remote smartphone app for the Volkswagen models locally, as the temporary stand-in GoConnect app is very basic.

 

Rear seat legroom is not enormous for the tallest of passengers, but it is sufficient, while headroom is impressive. The plushness of cabin materials does step back in row two, though the Style and R-Line’s fitment of three-zone climate control is almost unheard of in this segment.

 

Manual tailgates remain the order of the day, accessed from behind the rear Volkswagen badge (without complaint—it is quick, light and easy to shut). Capacity measures a solid 374 litres while a dual boot floor allows the 60/40 split rear seats to fold flat; a 12-volt socket is fitted.

 

It isn’t hard to appreciate the tweaks and adjustments Volkswagen has made to the eighth-generation Golf in updated Mk 8.5 format: the introduction of the Style grade is inspired, while the cabin is now quicker and easier to work with.

 

But with our sweet-spot, optioned Style a $50,000+ proposition once driveaway prices are considered (and even an un-optioned Life breaching $40,000 on-road), it is hard to imagine buyers flocking back to an interest in Golf to the same degree as before.

 

Ultimately, as an ‘if you know, you know’ proposition for those who can stretch their budget, the Volkswagen Golf remains, beyond dispute, the small car king.