The “entry-level” VW Golf is as polished a family hatchback as ever. But with the increasing popularity of SUVs, has it arrived in SA too late?
Image: Peet Mocke
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Nearly eight years have passed since we last road tested an “entry-level” Volkswagen Golf. The 1.0TSI we tested in our July 2017 issue, not only impressed in isolation’ as a four-time Top 12 Best Buys winner, the seventh generation model did so as a range. Introduced in 2012, over its eight-year lifespan the Mk.7 Golf lineup included such models as the 1.0 TSI, 1.4 TSI, 2.0 TSI, 2.0 TDI, GTD, GTI and R. However, owing to South Africa’s preference towards the latter two (ours is one of the largest markets for the performance-focused variants) and increasing popularity of the Wolfsburg automaker’s T range of crossover and SUVs, the standard Golf derivatives were gradually discontinued in SA.
However, shortly after Volkswagen announced the 8.5 generation on the Golf’s 50th anniversary in 2024, the firm’s local arm confirmed that an “entry-level” version of its best-selling midsize hatchback will finally return to South Africa in 2025. The standard Golf has always been a CAR-favourite owing to its broad breadth of talents, including practical packaging, impressive levels of perceived quality and effortless road manners. A product of evolution, rather than revolution, each generation of Golf we’ve tested proved a more polished package than the iteration before.
So, when the “entry-level” 8.5 generation (in range-topping, R-Line + level of specification) arrived at our offices for an SA-first road test, we were curious to see whether this has remained the case. Does the 8.5 generation not only retain, but actually elevate the “Golf-ness” (of being an all-around sophisticated family hatch) for which its predecessors were widely lauded?
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Whereas European-market 8.5 generation models can be had with a variety of powertrains — including a 1.5-litre TSI, eTSI and eHybrid, a 2.0 TDI and uprated, 195 kW and 245 kW (for the GTI and R, respectively) EA888s — owing to our variable fuel quality, the sole model available here is exclusively powered by Volkswagen’s familiar 1.4 TSI engine. The issues surrounding SA’s fuel quality mean the eighth-generation GTI and R models soldier on in our market.
The 1.4-litre, four-cylinder turbopetrol unit develops 110 kW and 250 N.m of torque, the full complement of which is available in a broad 1 500 to 4 000 r/min swathe of the rev band. It’s worth noting that, while the new 1.4 TSI Tiguan features a 7-speed dual-clutch transmission, the Golf’s 1.4 TSI sends drive to the front wheels via an 8-speed torque converter. This is again an upshot of our fuel standards and applies to markets with Euro 5 emissions compliance, such as South Africa and Australia.
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The 1.4 TSI is a willing performer. On our test strip, the 1 369 kg Golf completed the 0-100 km/h dash in 8.53 seconds; just three-hundredths of a second slower than Volkswagen’s claim. And thanks to its smooth-shifting Tiptronic transmission, it recorded admirable in-gear acceleration times of 2.12, 2.39 and 3.20 seconds between the 60 to 80, 80 to 100 and 100 to 120 km/h increments, respectively. As a result, overtaking on the motorway is a fuss-free affair.
However, the Golf impressed most in our stringent 100-0 km/h emergency braking regimen, where it garnered an ‘excellent’ rating. The test car’s 312 mm ventilated fore/310 mm solid aft discs brought it to a halt in a segment-best average time of 2.72 seconds over 36.5 metres. For comparison, that’s an improvement of 0.18 seconds over the eighth-generation GTI, which is fitted with larger, 340 mm front discs.
Image: Peet Mocke
Equally noteworthy was the 1.4 TSI unit’s fuel consumption. On our standardised fuel route, the Golf returned an average of 6.7 L/100 km; just 0.4 L/100 km more than Volkswagen’s claim.
In terms of driving manners, the Golf is impressively poised, and its roadholding is genuinely impressive. R-Line models are equipped with “Progressive” steering as standard. Using a variable-ratio rack, this steering system effortlessly progresses from being finger-twirl light at urban manoeuvring speeds, before becoming weightier and pleasingly direct when pressing on. Fore and aft park distance sensors are included across the lineup, with Life + spec and up gaining a reverse-view camera.
Our only gripe with the test car was its ride quality. Even in ‘Comfort’ driving mode (‘Eco’, ‘Sport’ and ‘Individual’ are also available), the R-Line +’s sportily-tuned MacPherson strut front/multilink rear suspension arrangement is a touch too firm and feels unsettled on anything other than billiard table-smooth surfaces. The standard configuration of the Life models should prove more pliant, however.
Unlike several cars we’ve tested of late, the Golf’s active driver assistance systems thankfully aren’t intrusive and, save for driver drowsiness monitoring and emergency braking, remain deactivated after switching the car back on. In addition to these safety systems, the range features seven airbags and Isofix child-seat mounting points. Externally, the updates to the 8.5 are very subtle, comprising some mild tweaks to the head- and taillamps, and some new alloy wheel designs. Bar its 18-inch ‘Leeds’ alloys (the test car was fitted with similar-sized ‘York’ items), the R-Line + specification is distinguished via an illuminated front VW emblem and IQ.Light Matrix LED headlamps, replete with LED light strip.
The update’s more prominent changes have instead been applied to the cabin.
In keeping with the Golf tradition of beautifully turned-out interiors, the level of perceived quality in the 8.5’s cabin is impressive, with plenty of slush-moulded trim and impressive levels of road- and wind-noise suppression. The updated, 12.9-inch touchscreen infotainment system is a particular highlight, being a cinch to navigate, feature-rich and seamlessly connecting with smartphones. While VW’s 10-inch Digital Cockpit instrumentation is standard across the range, R-Line + gains electric adjustment for the driver’s seat, tri-zone climate control and upgraded ambient lighting.
In addition to being solidly built and stylishly executed, the 8.5’s interior is also sufficiently roomy for families. Fore and aft occupants are afforded 885 and 808 mm of headroom, respectively, with the latter having 662 mm of kneeroom. The boot offers 256 litres of packing space, which expands to 968 litres when folding down the 60:40-split rear seatbacks.
When we first sampled the eighth-generation Golf at its international launch in Portugal for our March 2020 issue, we applauded the standard model for its all-around sophistication. Having finally evaluated an “entry-level” version of the updated model on local shores, the sentiment remains. And the 8.5 update has only elevated the overall package. The standard Golf is as polished a family hatchback as ever, doing everything expected from it in exemplary fashion. However, though the sportier body kit is eye-catching, owing to the R-Line models’ overly firm ride quality and pricing that encroaches on the Tiguan’s, we’d argue the less expensive Life derivatives are where money is better spent.
Find the full feature in the May 2025 issue of CAR Magazine.
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