The new Golf comes with an unusually high level of standard equipment, including anti-lock disc brakes and side-impact airbags. There's also an unexpected level of refinement. Forget the grained plastic wood found in many cars. This trim is the real thing. The stylish instrument panel has the look of an aircraft carrier's flight control room, with backlit blue gauges and vibrant red needles.
The Golf's cupholders are well-placed and adequate for most container sizes. There's plenty of storage space, with a large glovebox, deep door pockets and a center tray that's useful for stowing cellular telephones.
During our first day behind the wheel, we clocked close to 200 miles of aggressive driving on the twisty mountain two-lanes between Palm Springs and San Diego. It was a good opportunity not only to test the new car's engine and suspension, but also its seats. In some cars, a day bouncing around these tight-and-twisty roadways can leave you exhausted. But in keeping with the sporty nature of the new Golf, we found its seats firm, contoured and supportive. Unfortunately, we also found the seating controls, especially the recliner wheel, a bit difficult to use, but that's sort of a Volkswagen trademark.
Three powertrain options are available: a 115-horsepower 2.0-liter inline-4, a 174-horsepower 2.8-liter VR6, and a 90-horsepower 1.9-liter turbocharged diesel inline-4.
Until now, the only Golf that offered the narrow-angle 2.8-liter V6 as an option was the performance-tuned GTI, so it's a welcome addition to the broader Golf line-up.
We had a chance to take the VR6 version through the mountains. The engine has been tweaked to provide a bit more low end torque. It's still not a rocket off the line, but the powerplant can hold its own on the steepest grades. The next day, we switched off to a 2.0-liter model for the long drive north from San Diego to Santa Barbara. The smaller powertrain is adequate, though not especially inspiring. Throttle feel is a bit light. The four-cylinder engine holds its own in traffic, even at 80 mph, and delivers surprisingly good gas mileage.
But if fuel economy is at the top of your shopping list, consider the 1.9-liter TDI, a turbocharged direct-injection diesel. It's enough to change your mind about oil-burners. Time was when diesels were noisy, smelly and slow. New emissions systems have cleaned up the exhaust scent, and the TDI design is only a shade louder than the 2.0-liter gasoline engine. At highway speeds, you'll barely notice the difference. You do sacrifice some performance, but the improvement in mileage is dramatic.
Handling can be described as sporty plush. One often associates German cars with firm suspensions, but the Golf's gas-filled shocks and coil springs are more compliant than might be expected. Not that this is a problem. With its front MacPherson struts and independent torsion-beam rear, the car remains well-rooted to the road. There's only marginal body roll in aggressive maneuvers.
Standard shoes for the Golf are 15-inch tires, though you can order optional 16-inch rubber. We did find that on certain types of grooved concrete, the base tires had a tendency to feel light. But overall, this is a well-mannered road car.
It wasn't long ago that skeptics wondered whether Volkswagen might pull out of the American market. These days, however, a decidedly bullish Dr. Ferdinand Piech is confidently predicting he'll recreate his company's past glories.
He's got good reason to be optimistic. Volkswagen is rolling out an array of hot new products. The New Beetle has drawn attention from a young and enthusiastic audience. The Passat is winning converts among older, family-oriented buyers. And then there's the Golf. In Europe, the new model regained its position as the number one seller last year and we can see why it's so popular. For American drivers, though, the car's conservative hatchback design may limit demand. That's too bad, for the new Golf is good enough to deserve a closer look.
