COMING off a glowing road test (March 2013) and scoring the award for Best Light Hatch in CAR’s Top 12 Best Buys for 2013, Volkswagen would be forgiven for resting on its laurels and allowing its engineers to pat themselves on the back after the extensive development and testing of its bread-and-butter model have seemingly paid off. Globally, the Golf 7 has been garnering only praise for its classy cabin, supple ride, whisper-quiet noise suppression and frugal engines.
We found the 1,4 TSI Comfortline offers the ideal balance between price, spec and performance when we tested it last month. With the 110 kW 2,0 TDI examined here (an 81 kW 2,0 TDI will soon be available) promising even better fuel consumption and performance, we eagerly laid our hands on the temporary flagship (the GTI arrives in the third quarter; see page 15) to establish whether the Golf remains as impressive when its price is elevated into the premium league.
The 2,0 TDI DSG, like the 103 kW 1,4 TSI, is fitted out in Highline trim, which sees it gain sporty front seats, a 5,8-inch touchscreen with Bluetooth and USB, additional chrome trim inside and out, puddle lights, piano-black facia and door inserts, and, controversially, 17-inch alloy wheels wrapped in low-profile tyres and firmer suspension.
Our comments on the design, both externally and internally, remain; the Golf is understated, well resolved and should prove timeless. The Dijon alloys on this model fill the arches to the brim and the Pacific Blue paintwork is just the right side of tasteful. The extra chromework inside does lift the ambience somewhat, but the glossy black trim shows fingermarks; the test team agreed the Comfortline’s brushed silver trim is more practical. One member complained that the heavily bolstered seats are too narrow across the lower back, but otherwise they were deemed very comfortable.
Under the bonnet rests a revised version of the now-ubiquitous 2,0-litre turbodiesel employed across the VW and Audi model ranges. It produces 110 kW and 320 N.m on a plateau between 1 750 and 3 000 r/min, delivered to the front wheels through a six-speed dual-clutch transmission (the 90 kW 1,4 TSI is offered with the sole seven-speed version of this ‘box).
On start-up, the TDI unit does grumble somewhat, but quiets down considerably once the fluids are warm. At speed, it disappears into the background and emits no more than a slight rumble when worked hard. Equally, the transmission swops cogs seamlessly once up-and-running but, as is typical of the VW Group’s automatic ‘boxes, does prove delayed at congested-traffic speeds.
A zero-to-100 km/h sprint time of 9,50 seconds is commendable when viewed in isolation, but when a BMW 120d Steptronic (R14 000 more) can accomplish the same feat in a mere 7,3 seconds (admittedly, a claimed time), doubt about VW’s pricing strategy with this model rears its head. The TDI just never feels that fast, as evidenced by middle-of-the-pack in-gear acceleration figures. Braking proved drama-free, and the middle pedal is firm underfoot and easily modulated. Likewise, the electric steering system is evenly weighted (although it’s a touch heavier than in the TSI model) and placing the car is a doddle.
All this means the Highline version of the Golf 7 is surprisingly fun to pilot through slow and fast corners. Body roll is kept well in check, understeer remains surprisingly absent and the multilink rear suspension (as an aside, the 1,2 TSI and 81 kW 2,0 TDI use a torsion-beam rear suspension system) keeps the wheels in contact with tarmac even when bumps are encountered mid-bend.
However, Highline suspension is too firm at lower speeds, no doubt abetted by the low-profile tyres. The wheels thump heavily into potholes and scars, unearthing noisy rear suspension and a rattle or two in our test vehicle. It’s by no means unbearable, but our frame of reference is the TSI-model that, owing to its plumper tyres and pliant suspension, shames many executive cars in terms of ride comfort.
Test Summary
Ultimately, the 2,0 TDI is somewhat of a disappointment. On this model, questionable suspension settings and an engine that is only average undermine the sheer brilliance of the Golf.
Which, finally, casts a spotlight on the price… At R334 800, this Golf only barely beats the V40 in the match-up section (that car has better spec and a full five-year/100 000 km maintenance plan) and the 120d, which offers far better performance and that badge. Furthermore, Audi will soon add a 2,0 TDI Sportback to the A3 range and the Mercedes-Benz A200 CDI is round the corner; both promise to be more desirable than the Wolfsburg product.
If you simply have to have a diesel-powered Golf, rather wait for the 81 kW 2,0 TDI. Otherwise, it’s a no-brainer: get the 1,4 TSI.
