Volkswagen Golf
We get to grips with the TDI diesel version of Mk8 hatch
WHEN you’ve got a best-seller that’s clocked up more than 35 million sales, you wouldn’t want to change the recipe too much when it comes to launching a new generation. And that’s what’s happened with the new Volkswagen Golf Mk8.
As its predecessors have done for years, the latest Golf pulls off the trick of being cleverly evolutionary – with the same platform as before, but with a host of new engines and fresh tech under the skin.
We’ve already tried one of those new engines (Issue 1,603) – the eTSI, a 1.5-litre petrol with a 48-volt mild-hybrid system and a dual-clutch DSG gearbox. We found it to be punchy enough, and the integration of petrol and electric to be smooth.
Here we’re driving the 2.0 TDI diesel with 148bhp, paired with a seven-speed DSG automatic – the only gearbox option for this engine. VW claims it’s an all-new motor, and while it doesn’t have the mildhybrid system found on some of the other motors in the new Golf, it’ll primarily be of interest to high-mileage company car drivers (although CO2 and MPG figures are yet to be revealed), as well as those who just want a more conventional Golf.
From inside, the diesel starts up pretty quietly, and even at tickover it’s hardly noisy. There’s an extra 20Nm of torque compared with the old 148bhp 2.0-litre TDI, but it’s difficult to feel the extra shove, mostly because the majority of its torque is still kicking in at 1,750rpm. It red lines at 4,500rpm just like the old unit, but while it’s difficult to feel the difference between new and old, this is still a mightily impressive engine.
The seven-speed DSG gearbox helps here, and apart from the transmission’s typical tendency to hesitate from standstill or in lower-speed manoeuvres, it works well with the engine for the most part. The TDI’s biggest appeal, however, is refinement, because it’s surprisingly quiet when accelerating – something which can’t always be said of the 1.5 eTSI – and is very hushed when cruising at motorway speeds.
In fact, the whole car seems sophisticated on the move. Apart from some noise kicked up from our model’s 18-inch alloys, and a tiny amount of wind whistle around the side mirrors, there’s an on-road refinement that makes the Golf seem far more plush than a Ford Focus or Vauxhall Astra, and right up there with the Mazda 3 and BMW 1 Series.
For the eighth-generation Golf, you can order Dynamic Chassis Control, which comes with an ‘Individual’ mode (plus Eco, Comfort and Sport settings), which allows you to tailor the steering weighting, engine response and damper settings.
Whether you select Sport or remain in Comfort, the Golf 8 does feel oh-so-slightly more agile than its predecessor. It also carries on that long-standing Golf trait of being both enjoyable and comfortable to drive.
We haven’t driven a Golf 2.0 TDI with standard dampers – or indeed the entrylevel 108bhp 1.0 TSI, which relies on a torsion-beam suspension set-up, rather than the more sophisticated multi-link configuration seen here. But judging by the old Golf and our Portuguese test route’s smooth roads, a general rule of thumb will probably apply: the larger the wheel size, the greater the need for adaptive dampers.
Essentially the new Golf is the same size as the car it replaces, and the styling is rather similar, too. There’s the same silhouette, boxy window-line and kinked C-pillars, just like the Mk1 of 1974. It’s only at the front, with super-slim LED headlights that sit low into the bumper and the new
“There’s an on-road refinement that makes the Golf seem more plush than a Focus”
VW logo, where this fresh model is marked out. Park up an 8 with its predecessors, though, and there’s a fussiness to the styling not found in a Mk4, 5, 6 or 7.
If you thought the last Golf had an austere interior, then the Mk8 should fix that. The Mk7.5’s tall, sparse dashboard has been replaced with one that’s sleeker and more interesting to look at. All cars in the UK will get a 10-inch display for the dials and a 10.25-inch infotainment screen.
The most striking thing is the lack of physical buttons and knobs. Virtually every control – from the headlights to the stereo volume – is touch-sensitive, and, clearly to allay some potential criticism, there’s “Hello Volkswagen” voice control. New features also include Alexa, Car2X communication, wireless Apple CarPlay and a head-up display.
While the dashboard looks smart, it’s not without fault. The new infotainment system looks super and is highly customisable, but gone are the old Golf’s intuitive menus, and in comes a system that’s fiddly and will take time to learn. Moreover, while the Golf has always been a benchmark for quality, there are some cutbacks with the Mk8. The swathe of plastic across the centre of the dash feels rather too cheap, the soft-touch plastic on top of the front doors isn’t repeated on the rears, and a manual arm is used to hold the bonnet up, rather than the old car’s gas struts.
Interior space is virtually identical to the old car’s, so there’s plenty of space up front, good headroom and, thanks to the battery being positioned under the front passenger seat in hybrid versions, the boot remains average for the class (380 litres seats up, 1,237 litres seats down). What is surprising, however, is that UK cars will follow German trim-level badging, so the basic model is simply called ‘Golf’, SE becomes ‘Life’, and ‘Style’ replaces SE L. R-Line carries on, as will GTE, GTD, GTI, GTI TCR and R versions.
While UK specifications and prices haven’t been confirmed, standard kit should include LED lights, keyless start and lane assist, with prices kicking off at around £20,500. This 2.0 TDI Style is likely to be pushing £29,000.