New VW brings value to the fore

Choice abounds with new Golf lineup of family-friendly hatchbacks, diesel-powered wagons

Oct 24, 2009

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Special to the Star

Mont-Tremblant, Que.–When you've got a good thing going, you don't mess with it too much. That's the route Volkswagen has taken with its all-new 2010 Golf family: familiar enough for fans, but evolved enough to entice new buyers into the fold.

There's certainly enough choice. The sixth-generation Golf comes in gasoline or diesel, two- or four-door hatchback, a four-door wagon, and the "hot hatch" GTI. Currently arriving in Canadian dealerships, it has already been named the 2009 World Car of the Year.

First, some explanation. The 2010 Golf hatchback replaces the 2009 Rabbit. That's the name VW first used in North America. It then switched to Golf, went back to Rabbit for 2007 and now back to Golf again. The 2009 Jetta wagon is gone, and is now a Golf wagon for 2010.

And the City Golf soldiers on, but only until the end of the 2010 model year: VW continued building the old, fourth-generation Golf as an inexpensive runabout for Canada.

Whew.

With so many models for a relatively small market, we won't get every possible combination:

The two-door hatch comes only with the 2.5 L five-cylinder gas engine, in two trim lines, starting at $20,175.

The four-door hatch also uses the 2.5 L, starting at $21,175, in three trim lines, but will also add the 2.0 L turbodiesel later in the model year, in mid- and high-range trim, starting at $24,975.

The wagon also uses both, but the gasoline engine comes in base ($22,675) and mid-range trim ($24,075), while the diesel is mid- to high-range trim ($26,875 and $30,475, respectively) – VW's explanation being that diesel buyers traditionally go whole hog on the features list, but gasoline fans prefer a basic wagon.

The GTI, with its turbocharged 2.0 L gasoline engine, comes as a two-door hatch, starting at $28,675, and a four-door hatch, at $29,675. Enthusiasts' eyes are pinned on Europe, where it's available as an even speedier, all-wheel-drive R model. VW Canada says it's waiting to see what the U.S. imports, but don't get your hopes up.

The 2.5 L has standard five-speed manual, the diesel and GTI six-speed manuals. All can be optioned with a six-speed direct shift gearbox (DSG), a slick dual-clutch automatic unit that offers almost instantaneous shifts and better fuel mileage than the stick-shift.

The switch from Golf V to VI is more evolution than all-new. The engines carry over from 2009 (the diesel gets a new dual overhaul cam), and changes to the exterior dimensions are minor.

The grille and headlamps mark Volkswagen's new corporate face; the shoulder lines are sharper and the tail lights wider. Extra sound deadening makes it considerably more quiet, too.

The interior is redesigned, with improved controls and chrome accents to brighten it, but it's still the familiar layout. A new optional touch-screen radio is dead simple to use, but although it looks like a nav system, only the GTI offers an electronic map.

I didn't get a chance to drive everything, but started my day in the diesel wagon with DSG. It retains that solid, curve-hugging stance that I've always liked in this hauler, with suspension that nicely straddles firm and comfortable, and crisp, light steering.

The engine is rumbly but not clattery, although it does tend to drone around 1200 rpm. Diesel's all about low-end grunt, and while the TDI has a mere 140 horsepower, its 236 lb.-ft. of torque comes in at just 1750 rpm. Put your foot down, wait out a millisecond of lag, and then feel the power.

Unfortunately, torque means torque steer here, and it pulls hard to one side on acceleration. Adding all-wheel-drive would help, but it would push the price far beyond the compact market on a wagon that already tops $31,000 at its high end.

The wagon's diesel is a $2,800 premium over the gasoline version; the payoff is 4.6 L/100 km (61 m.p.g.) on the highway with the DSG. VW's running a TV ad that shows a Toyota Prius cowering as a Golf diesel drives by, but this won't be Beta versus VHS, with a clear winner. It's more Mac versus PC: each has pros and cons, and this town's big enough for the both of them.

I switched to a two-door hatch with 2.5 L and five-speed manual, at the base $20,175 – including cloth seats that were far nicer than the top-line wagon's leather chairs. It comes well equipped, but electronic stability control is a $450 option on all but the priciest hatchback trim lines. It's a gutsy performer, although it chews through more fuel than most four-cylinder competitors; the clutch and shifter are Volkswagen's trademark smooth-as-silk.

I didn't get to drive the GTI on the street, but a few laps around the track proved that it's still a great combination of performance and price. Its 200 horsepower doesn't match its rivals, but it's still plenty for this small car, and you can get into a two-door for $4,300 less than a Mitsubishi Ralliart or Mazdaspeed3; even the four-door base GTI is $3,720 under a base four-door hatchback Subaru WRX.

The real story is in the chassis, which has been lowered 10 mm, and simply loves to be tossed from corner to corner; variable-assist steering that tightens up at speed, and a new electronic limited-slip differential add to its ability. If you order the DSG, you get wheel-mounted paddle shifters.

Volkswagen has moved 26 million Golf models out the door worldwide since 1974.

You don't do that without a solid product, and Golf VI is more of the same.

It's one of the more comfortable cars out there, with an interior that looks richer than its price, and right now, the only compact diesel wagon on the market. It may be a gentle makeover, but it seems just about right.

Toronto Star