2005 Volkswagen Golf Review

Specifications

The Best Golf Yet?

Though its not usually the first car in popularity here in North America, Volkswagens Golf is near the top of its compact category throughout the rest of the world. Aside from selling over one million examples per year, a total of 22 million since its introduction, and being assembled in six plants globally, the Golf has topped sales in a category that ranges from truly basic transportation to near premium luxury. Unlike the brands most recent offering, the Phaeton, VWs Golf at least lives up to the company name - it really is a “peoples car”.

The current version has been produced since the latter half of 1998 (only appearing on North American soil in 1999), giving it a long lifespan of six years. Its gone toe to toe with such compact leaders as the Ford Focus, Mazda Protegé (now Mazda3), Toyota Corolla and Honda Civic, let alone the countless European rivals we wont ever see here.

At the same time, high-level models such as the GTI VR6 and all-wheel drive R32 take on premium performance and luxury compacts such as the Mercedes-Benz C-Sport Coupe and the rally-bred Subaru Impreza WRX and Mitsubishi EVO VIII. No matter which way you look the Golf is part of the scenery, and theres no escaping how influential it has been on its surrounding cars. It takes little thought to realize the massive responsibility of redesigning a car thats so well defines its market.

If you trace the Golf down its family line, youll notice that each new model has inherent traits spawned from the first Giugiaro-designed Golf Mk I (Rabbit). Over time, its safe to say, that the Golf has evolved in style every single time, rather than taking on a completely new shape for each generation.

In comparison to the original, and even the current Mk IV, the next-generation Golf continues to balloon in size. The Mk V measures in at 165 inches in length, growing from 163 inches in the last generation and from 146 in its first state. Its wheelbase has also grown to a respectable 102 inches, albeit only a moderate step up from the last generations 99 inches it will improve rear seat legroom.

Besides making the Golf larger, Volkswagen presents an impressive array of improvements that are just begging to raise the class standard. Starting with computer-aided design, the laser-welded frames static torsional rigidity is up by a massive 80 percent; reducing chassis flex to benefit cornering maneuvers. Volkswagen also claims that flexion (ability to reduce vibrations and noise) rigidity is up 35 percent, and dynamic rigidity (ability to counter lateral flex) is up by 15 percent. This stiffer, stronger structure is the basis for many of the Golfs improvements, ranging from a smoother ride to improved handling, and most importantly passive safety.

Volkswagen is also introducing new module doors which consist of an inner door and an outer skin. If damaged in a minor accident, the skin can be replaced as opposed to the entire door - driving repair and insurance costs down. The bottom line is that the Golf will be safer, quieter and overall, a better car.

Style wise, the new Golf is a mixed basket. While at first interesting to look at it may take some time for VW fans to warm up to. Penned by designer Marc Lichte, this new Golf incorporates many trademark designs in a new, tall-body design. With a similar profile to the hardly popular Honda Civic SiR hatchback, and countless European hatchbacks including the Peugeot 307 and Renault Megane, Lichte has added a few VW details which draw styling cues from the Touareg, Phaeton, Passat and Polo.

Theres plenty of glass and the trademark fat rear pillar is still present. The new Golf also includes the famed arched fenders, semi-ovoid clear lens headlamps, and thin profile line running right under the side windows. Around back, the wrap-around bright red tail lamps feature clear inset lights, while a low lip allows for easy loading. Neatly, the massive Volkswagen badge on the rear hatchback doubles as the cars liftgate handle, while the sideview mirrors feature integrated turn signals. Taller and larger, the Golf remains a well-proportioned, classy automobile - a formidable successor.

The increase in size was used wisely by engineers; the 2.6 inch wheelbase stretch means more rear legroom, 0.9 inch width increase means better shoulder room, and 1.6 inches of extra height allows for the accommodation of taller passengers. Trunk room has also increased - 12.4 cubic feet with the rear seat up versus 11.3 cubic feet in the old car, and when the split seatbacks are folded down 46.1 cubic feet of space is available from floor to roof. Five-door models are inherently geared towards practicality, thus appearing taller and a bit stodgier. Three-door models are sportier, with lower, longer windows giving the impression of a more aggressive performer. Regardless of which model is chosen, the improvements are clear - more room, more space, and that means everyone is more comfortable, even if three are riding in back.

As for the interior, Volkswagen has followed up the Mk IVs class leading perceived quality yet again with top-of-the-category style and equipment. VW has the uncanny ability of making competitive interiors seem half-finished, boring, sometimes tacky and even cheap. Inspired heavily by Audis calm-inducing ambient interior theme, as well as a trickle down effect from the top-level quality seen in the upscale Phaeton and Touareg models, even the most basic Golfs feature high quality levels from the soft-touch plastics, chrome-ringed gauges, a steering wheel that adjusts for reach and rake, and the benefit of having quality switchgear, each of which, regardless of purpose, is illuminated in a lovely shade of violet-blue or crimson red. All cars should feature such attention to detail, regardless of price.

Depending on what model is chosen, the Golf can be equipped with everything from dual-zone electronic climate control, a CD-ROM-driven navigation system displayed on a massive screen, leather-wrapped multi-function steering wheel, heated leather seats and wood or aluminum trim inserts. While Volkswagen has its interiors down-packed, it seems that other manufacturers are scrambling, wondering why the Golf is always two steps ahead.

It leaves little to be desired under the hood as well, with a completely new set of engines to choose from. Driving the front wheels (and later the rear wheels as well) is a full range of gasoline and diesel-powered engines. Say good riddance to the aged 2.0 liter 8-valve four-cylinder lump and a simply bye-bye to the highly advanced 5-valve 1.8T in favor of a completely new engine architecture. All gasoline powerplants now feature Volkswagens FSI direct-injection technology, while all diesels are common-rail turbodiesels - a technological step forward over many of its competitors.

As VW has yet to announce exactly what gas and diesel engines will be available in North America, a review of its global engine program is probably best. Basic engines include a 1.6 liter four-cylinder FSI engine thats good for 115 horsepower and 114 lb-ft of torque, with a top speed of 121 mph and a 60 mph time of 10.6 seconds. Its probably safe to say this one wont be part of the 2005 Golf package. Next up in line is a 150-hp 2.0 liter FSI engine that generates 148 lb-ft of torque, hitting 60 mph in a reasonable 8.7 seconds, topping out at 128 mph - most likely the base Golf engine in North American bound cars.

Though not officially confirmed, it is speculated that the four-cylinder Golf GTI will be fitted with a turbocharged variant of the 2.0 liter FSI engine good for 200 hp. Of course, VW will offer GTI customers a 6-cylinder option, with no word yet regarding specific output. Depending on engine and trim level, either a five speed manual gearbox or optional 6-speed manual or 6-speed Tiptronic automatic will be available.

As for diesels, VW will be offering a 1.9 liter turbodiesel that makes 105 horsepower and 189 lb-ft of torque. Quicker, and more efficient than the current 1.9 liter TDI engine, it can hit 60 mph in 11.1 seconds, topping out at 119 mph. The most powerful oil burner offered on the Golf will be a 2.0 liter turbodiesel that creates a whopping 140 horsepower, and 236 lb-ft of torque. It can accelerate to 60 mph in a very un-diesel-like 9.1 seconds, sprinting to a top speed of 126 mph. Like the gasoline engines, these diesels can be fitted with either five or six speed gearboxes in manual or automatic format. VW will also offer their dual-clutch DSG sequential gearbox on the diesel models for even quicker, enthusiast-driven performance. These diesels are impressive, matching their gasoline counterparts for performance, beating them hands-down for economy and meeting them decibel for decibel with regards to noise levels. Just which diesel(s) makes it to our shores has not been announced.

As the exterior, interior and powerplants have evolved with time, Volkswagen has developed an all-new chassis offering seriously enhanced dynamics for the new Golf. In its fifth generation the companys best-seller finally moves to an independent rear suspension system. No longer will a simple torsion beam rear axle and standard struts attempt to keep the trailing wheels planted on pavement. From now on its a sophisticated multi-link setup. Class-leading, its four-link rear suspension is comprised of three latitudinal links connected to one longitudinal arm. VWs engineers have cleverly designed the unit to be compact, as to maximize interior space.

At the front end aluminum is used extensively, particularly on the cars suspension mounting points and subframes, in effect reducing pesky unsprung weight. Revised spring rates and a three-piece anti-roll bar ensure that the front end will remain on course, preventing the wash-out feeling that understeer often entails. Combine this with VWs new electronically-assisted steering with automatic self-centering, and the new Golf should prove to be a formidable handler, whatever condition the road ahead may be.

So, whats my take on the new Golf? Well, without actually getting behind the wheel Im very impressed to say the least. Volkswagens most reachable model, in North America at least, is exemplary in its class. Such effort to integrate technology, luxury, and most importantly, quality into a car thats built for the masses has never been seen. The only thing left for us to do is play the waiting game to see if the real thing measures up to what seems like an ideal spec sheet, as well as see if Volkswagen is able to improve its rather lackluster reliability performance - now sitting at 33 out of 37 nameplates, only ahead of Suzuki, Daewoo, Land Rover and Kia, in J.D. Powers and Associates 2003 Vehicle Dependability Study.

There hasnt been a release date for North America yet, but that isnt the only thing were waiting on. General Motors is about to release the next European market Opel Astra, which, in modified form will make its way here as the successor to the Chevrolet Cavalier and Pontiac Sunfire, respectively dubbed Cobalt and Pursuit (Canada). Also, Ford is just finishing up its second generation Focus, a car thats sure to have Golf Mk V in its crosshairs. Regardless of its competition, the new VW compact will truly be a peoples car, and without hesitation the best Golf to date.