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Golf V Review
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August 2, 2004: With the arrival of the MkV Golf/Gti in the United States imminent, many contrasting opinions about the car are being formed. Some view the car as yet another beautiful work of art by the engineers at VW, a marvel that continues to improve upon itself with each new release. Others, however, see the new Golf as too much of a departure from the norm, even to go as far as comparing it to current models from Japanese automakers.
On one hand, some may be correct to compare the new Golf to Hondas, Nissans, and the like. Changing with the times, the Golf has adopted features that bear resemblance to the Japanese models, inlcuding the sharp, angular nose and large, circular tail lenses.
On the other hand, the stark difference that separates the German auto from the Japanese is not the initial appearance of the car- it is Volkswagen's determination of keeping the bloodline intact since the release of the Giugiaro-designed MkI Golf/Rabbit in 1974. Several styling cues have remained since the first generation. The prominent C-Pillars, the famed arched fenders, the traditional design of the hatch, the 2-Bar Grille- these are just some that have lasted throughout the generations. Japanese automakers are notorious for scrapping entire previous designs in favor of a completely new appearance.
Though it's not usually the first car in popularity here in North America, Volkswagen's Golf is near the top of its compact category throughout the rest of the world. Aside from selling over one million 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 brand's most recent offering, the Phaeton, VW's Golf at least lives up to the company name - it really is a "people's car".
The current version, the MkIV, 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. It's 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 won't 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. No matter which way you look the Golf is part of the scenery, and there's no escaping how influential it has been on its surrounding cars. It takes little thought to realize the massive responsibility of redesigning a car that's so well defines its market.
In comparison to the original, and even the current MkIV, the next-generation Golf continues to balloon in size. The 4-Door MkV measures in at 165 inches in length, growing by over 2 inches in the last generation and by 20 inches in its first state. Its wheelbase has also grown to a respectable 101.5 inches, albeit only a moderate step up from the last generation's 98.7 inches it will improve rear seat legroom. Taller and larger, the Golf remains a well-proportioned, classy automobile - a formidable successor.
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 frame's 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 Golf's improvements, ranging from a smoother ride to improved handling, and most importantly passive safety.
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 IV's 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 Audi's 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.
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 Volkswagen's FSI direct-injection technology, while all diesels are common-rail turbodiesels - a technological step forward over many of its competitors.
So, what's my take on the new Golf? Well, without actually getting behind the wheel I'm very impressed to say the least. Volkswagen's 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 that's 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 hasn't been a release date for North America yet, but that isn't the only thing we're 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. Also, Ford is just finishing up its second generation Focus, a car that's sure to have Golf Mk V in its crosshairs. Regardless of its competition, or its controversy, the new VW compact will truly be a people's car and, without hesitation, the best Golf to date.
-Ian FitzGerald, Senior Writer
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