Buying a used Volkswagen Golf (2013-2020)

You don’t need to look far to find the philosophy that’s guided the design of the Volkswagen Golf. The shape and concept of the original Beetle ran without fundamental change from the 1930s to the ’90s and its successor has followed a similar path since the 1970s.

The seventh-generation Volkswagen Golf that appeared in 2013 was longer, better equipped and generally more powerful than preceding versions, but it didn’t look all that different.

Under a familiar skin, however, a lot had changed.

A brand-new modular platform, shared with other brands and models within the Volkswagen conglomerate, was tasked with delivering a quieter, more durable, convenient and safer car that would cost no more – and preferably less – than previous versions.

The MQB architecture, which translates loosely from the German as ‘Modular Transverse Matrix’, allowed lighter materials to be used and different construction techniques employed without harming structural integrity.

Techniques such as ‘hot forming’ allowed steel components to gain no weight but have six times the strength of a conventional stamped panel. Overall, the larger Golf 7 would end up weighing 23kg less than a comparable Mk6 model.

Increased occupant space, especially for rear seat passengers, was a major goal, and one that Volkswagen addressed by extending the wheelbase 46mm, moving the front wheels forward and making the body wider.

Released to Australia in 2013, the new Volkswagen Golf hatchback range (excluding the GTI which will be reviewed separately) initially came in four trim levels – an entry-level model, the mid-spec Golf Comfortline and a new Highline flagship.

Early cars produced 90kW, but from 2015 virtually every Golf sold in Australia would produce 92kW from the 1.4-litre turbo-petrol engine. The entry-level Golf 90TSI was renamed Golf 92TSI.

Manual or automatic DSG (dual-clutch) transmissions were available, with the re-engineered DSG offering seven ratios to petrol-engine buyers. Those who chose a diesel needed to persevere with a six-speed unit.

The 2.0-litre turbo-diesel delivered 110kW of power and the 1.4-litre turbo-petrol engines produced either 92kW or 103kW.

Pricing reflected differing levels of equipment but not overall quality. Inside the new Golf, whether it was a basic 90TSI costing $21,490 or the $34,490 Highline diesel auto, finish and attention to noise suppression were admirably consistent.

Looking at equipment, even the entry-level TSI models were impressive, with all of the obligatory powered items as standard plus heated door mirrors, remote window operation and keyless central locking.

Jump to the 110TDI Highline (and pay around $13,000 more) and there was that extra 18kW plus DSG with a raft of cameras and parking/collision avoidance sensors.

Alloy wheels were standard, as was quasi-suede seat trim. Leather added $2950 and a sunroof $1850, however the used market doesn’t value cars with leather at a great deal more than the same version with fabric.

If safety features play a big part in your buying decision, then look no further than the Golf 7. Every system you could wish for is either included or an option, and every model in the Mk7 range qualified for ANCAP’s five-star ranking.

An upgraded version of the Golf (designated 7.5) appeared in 2017 and would continue until replacement during 2021. The diesel option vanished in 2018, leaving four different turbo-petrol engines to satisfy a range of needs.

Prices increased as well, with the 110TSI manual at $23,990 serving as the cheapest Golf in the local range.

Climb aboard a petrol-engined Volkswagen Golf, close the door and start the engine and you will be assailed by an unnerving abundance of silence. Well, near silence.

Volkswagen did such a good job insulating its occupants from the world that you often need to look at the tacho just to be sure the engine is running.

Sometimes, of course, it won’t be, because the car's idle-stop system has killed the engine, and you notice nothing until a press of the throttle shakes the engine back into action. While this quirk no doubt assists with urban-cycle economy figures, you wouldn’t want to be the one who buys a Golf just before the overworked starter motor needs replacement.

In terms of handling, stopping and mid-range acceleration, the Golf 7 does an exceptional job, even though it comes with some of the category’s least-powerful petrol engines.

Other contenders when considering a car of this kind will likely include the Ford Focus and Mazda3, both of which provide more grunt than a 92kW Golf. However, the difference in acceleration times can be measured in micro-seconds and the Golf delivers demonstrably better economy.

Weight plays a big role in the Volkswagen’s efficiency and performance, as does gearing and even the problematic idle-stop system. Just don’t rely too heavily on claimed fuel consumption figures (5.4L/100km from a Golf 92TSI) which were around half the 8-9L/100km recorded during real-world road tests. And Golfs need premium 95 RON petrol to deliver optimum output.

Visibility to the front, side and rear is very good and the driving position can be adjusted to accommodate almost any shape without putting your head through the roof or squashing rear passengers against the boot barrier. Cars with a sunroof apparently do impinge on headroom but not many were sold.

The electrically-assisted steering is direct, well weighted and will suit most drivers. Some owners have criticised its vagueness in a straight line and twitching when negotiating high-speed bends – complaints which do seem to affect a lot of electrically-assisted systems.

Such behaviour might be managed by switching tyre brands or even just juggling the tyre pressures.

One tyre issue that simple adjustment won’t fix is the lack of a proper spare wheel. For a car like the Golf, which tempts owners to explore the more challenging route home, the possibility of destroying a tyre is always present.

So, before taking off for a jaunt into the countryside, head to the wrecker for a full-size wheel to stow in the boot.

>> Early-series Mk7 Golfs were still being fitted with the dangerous Takata airbags and these vehicles have been identified under the national recall program. A separate defect afflicting the airbags in some 2017 model cars also warranted a recall, so check with a dealer or Volkswagen to be sure that any car you are considering has been rectified.

>> Volkswagen claims that reliability issues apparent in earlier DSG transmissions were eliminated by the introduction of a new seven-speed ‘dry clutch’ unit. Owner and independent repair shop reports contradict that view, and although the frequency and breadth of problems had been reduced, expensive failures were still occurring into the 2020s.

>> Faults that may manifest in six- or seven-speed DSGs include loss of hydraulic pressure which causes the vehicle to stop without warning (generally confined to 2013-15 models), clutch slip and failure, transmission noises (clunks and howling). These symptoms prompted a series of recalls during 2019 and 2020 to fix the identified issues, however problems may still exist. A car that shudders when accelerating, jerks or jolts when manoeuvring at car park speeds or is slow to respond to the throttle is worth avoiding completely.

>> Knocking from the rear suspension has been tracked to something loose within the rear damper tubes and can apparently be eliminated by replacing the originals with (somewhat more expensive) Bilstein units.

Used vehicle grading for Mk7 Volkswagen Golf:
Design & Function: 13/20
Safety: 16/20
Practicality: 15/20
Value for Money: 13/20
Wow Factor: 12/20
Score: 69/100

Also consider: Hyundai i30, Mazda3, Ford Focus