$28,090 is a considerable amount to spend on automatic transmission base model hatch - especially when you consider an 'equivalent' Daewoo Lanos or Hyundai Accent comes in under 19 grand. So the big question is - can the self-shifting VW Golf GL justify its eyebrow-raising price tag?
But first let's take a look at the good stuff...
Interior space aboard the Golf excellent - that's one of its strongest points. Front seat occupants enjoy abundant headroom (plenty for those 6-foot and over), good cabin width and generous legroom.
Heading rearward, the Golf doesn't sacrifice back seat space in the name of luggage capacity, or vice versa. Headroom is maintained for rear passengers and there is no shortage of knee- or foot-room either. Volkswagen officially lists the Golf as a 5-seater, but its rear seat struggles to provide the necessary width for three abreast; better to think of it as a comfortable 4-seater. Both front and rear access is very good with extra wide-opening doors - it is, however, a little awkward to pass your feet through the narrow opening for the rear footwell.
Furthest astern, the Golf tailgate lifts high above your head to reveal a generous cargo area. It's able to swallow an extra large case and a soft bag with ease, and luggage restraint eyelets let you to tie them down securely. In those instances that more holding capacity is required, the 60-40 split rear backrests can be folded forward.
Equally as impressive as the interior space are equipment levels and functionality. Driving position - despite being quite upright - is comfortable, with an adjustable height driver's seat and a steering wheel that has variable height and reach. The upper seat belt anchorages are also height-adjustable in the front and rear.
GL-spec instrumentation comprises a tacho, speedo, temperature, fuel level and an LCD odo/trip meter. A handy LCD display also indicates gear position. Overall, instrumentation is reasonably clear - though we have reservations about the blue/purple night illumination...
Also fitted as standard fare is air conditioning, front and rear power windows, central locking, immobiliser (with a flashing red LED beside the driver's lock plunger), auto lights-on reminder, illuminated vanity mirrors, four reading lights and a pair of intricately designed front cup holders. The only layout flaw is the location and orientation of the power mirror controls - sprouting at right-angles from the driver's door trim, they're very awkward to operate.
Trim quality is well and truly up to prestige standards. Interior fabrics are comfortable yet durable, all plastics fit neatly with no rough edges, and there's nothing that rattles or groans.
The GL cabin packs a competent sound system - a single CD/tuner wired to both a low-to-mid-range speaker and tweeter in each door. Music is reproduced clearly and with punch up to reasonably high SPLs.
So, even though it is the base model, the Golf GL comes extremely well appointed - and that goes a long way to justifying its $28,090 ask. The only interior option is an $1890 electric glass sunroof.
The Golf also sets the bar for safety in today's hatchback category (perhaps Mercedes A Class excepted). Included as standard fitment are dual front airbags, adjustable angle headlights, 3-point retractable seatbelts for each rear passenger and a full set of adjustable head restraints. Four-wheel discs - ventilated at the front - deliver powerful braking, plus there's a foolproof combination of electronic anti-lock and brake force distribution systems. Combine all this with the now-usual list of front seatbelt pre-tensioners and belt force limiters, side impact bars and crumple zones and you've got yourself a very safe hatch. Close a door to the Golf and you'll also appreciate its structural solidity - it's like closing a bank vault.
On the outside the Golf carries a distinguished Euro appearance that's unlikely to put anyone offside. It's a typical hatchback shape with chunky proportions, prismatic headlights, bee-sting aerial and proud VW badges serving as focal pieces.
Note, however, this is not the small car that early Golfs once were - park this generation Golf alongside its immediate predecessor and you'll see it's some 110mm longer and 40mm wider.
We get the feeling the 4th generation Golf body has also seen a lot of aero development - cruising at the country speed limit, wind noise is barely noticeable and tracking is stable, irrespective of blustery conditions. Panel margins are tight and even (Volkswagen partly puts this down to its laser welding process) and paint quality is exceptional. Oh, and if you've got a spare $650, you can also have your Golf optioned with a metallic/pearl finish.
And now the bad stuff...
So, all sound like the high quality Euro car of old? Well, not all is good - and not by a long shot.
Easily out-powered by its 2.0-litre GLE and turbocharged Gti siblings, the GL Golf uses a 1.6-litre SOHC, 16-valve four generating 74kW at 5600 rpm and 145Nm at 3800 rpm.
Put bluntly, it's a disappointing lump.
Push the throttle to the floor - as you very often need to when climbing a hill - and cars you used to regard as slow start looming large in your mirrors. You almost have to give them an apologetic wave when they eventually decide to overtake. And, to make the experience even more of a drag, engine noise under high load is quite obtrusive.
During normal traffic flow, however, the performance isn't as lacklustre - though it's still marginal. Throttle response is reasonable and there's adequate low-down torque, but it falls over towards the higher revs - there's no point shifting manually and approaching the (already low) 6400-rpm redline. VW have obviously set the engine up as a low-rpm slogger - but with its maximum of 145Nm, it will never accelerate the car's 1232kg mass with any urgency. The official 0 - 100 km/h time for the GL auto is 12.5 seconds; this feels correct, but only in the right conditions. During our test, the Golf showed an obvious dislike of hot weather - in mid-30 degree Celsius heat, throttle response and torque throughout the rev-range were noticeably poorer.
The 1.6-litre engine found in the base Nissan Pulsar is more powerful and refined than the Golf's - so if you're expecting any Euro magic from under the hood of this $28k hatch, you'll be terribly disappointed. But at least it returns decent fuel economy - we averaged 8.8 litres per 100km during our test. That means the 55-litre tank gives a typical range of around 625km.
Adding $2100 to the price of a 5-speed manual Golf GL was our test car's 4-speed auto trans. It's a reasonably intelligent transmission - though it can get confused by irregular driving, where it'll 'fall' into different gears. Gear ratios are quite short - for example, cruising at 100 km/h, our test car's engine was busy spinning at a tad over 3000 rpm. One very practical touch is the hill-holder function, which operates in both Park and Neutral - anything that saves you from rolling backward into the car behind is a welcome addition. On its own, this is not a bad trans - it's just a shame it hasn't got a decent engine to work with.
The 'A-platform' GL Golf rides on what in this day and age can only be described as a shocking wheel and tyre combination. Try 14-inch hub-cap'd steel rims wearing 175 80-series Dunlop Sport 200Es; we didn't know new cars came with such lousy rubber anymore...
Driving around at low speeds these extra tall tyres aren't so obvious - the power rack-and-pinion steering does a good job delivering the appropriate weight, response and linearity. At higher speeds and cornering loads, however, the 80-series rubber becomes obvious - turn-in feels soggy and the tread folds under until you either straighten up or back off the throttle. Understeer is the name of the game in the front-wheel-drive Golf.
The front MacPherson strut and rear torsion beam suspension is a mixed bag - soft during most low speed urban travels, but easily upset by large irregularities. Tackle a speed hump at a moderate speed, for example, and the nose will scrape the ground. The beam axle also shows its deficiencies over mid-corner bumps - the rear end is obviously not as settled as a more sophisticated IRS.
While the Golf feels robust, it's odd that almost every other hatch on the market comes with a lengthier warranty. Manufacture and material faults are covered by only a 3-year/60,000km warranty - the Hyundai Accent, for example, is backed by a 5-year 130,000km warranty. However, a 12-year anti-corrosion warranty and 3 years of the Volkswagen assist program are also included with your purchase.
Our final criticism is the poor rear-quarter visibility caused by the extra-thick C-pillar. Reversing out of a kerb-side angle park and making lane changes are tasks that must be approached with extreme care...
Conclusion
The Golf GL is a market leader in some respects - its spaciousness, interior appointments, safety and build quality are excellent. Ultimately, however, it's let down by some heavy-handed cost cutting - a cheapo engine, a 1970s-style wheel/tyre combo and ill-adapted suspension.
And that $28,090 price of admission? Well, the GL is justified if you're only looking toward practicality, safety and quality - its quite good value from that limited perspective.
But you'll need to look elsewhere - perhaps even to the more up-spec Golf models - if you're after something with a pulse.
Contact:
Volkswagen Australia
http://www.volkswagen.com.au
