Volkswagen Golf 90TSI Comfortline 2013 Review

That’s certainly the case with the new Golf VII, which lives up to not only the high performance and dynamic standards of its predecessor, but also the accolades heaped upon it since launch.

Of all the cars here, the Golf feels the most comprehensively refined and well engineered. Along with the Ford Focus,it stands head and shoulders above the rest of the pack. Indeed, it manages to edge the Focus in a number of key areas.

Fuel consumption is one of those, and here the Golf clearly sets out to show its rivals what can be achieved using a small-capacity 1.4-litre engine and turbocharging.

Pleasingly, performance hasn’t been sacrificed in the quest to claim fuel-efficiency gold, the Golf finishing second only to the Kia on the dragstrip.

The engine’s small capacity means it can feel a little soft when stepping off the line, but once the turbo gets up to speed it gathers pace nicely. It’s a particularly sweet-spinning unit too, meaning you can comfortably use every bit of the rev range, while allowing the seven-speed dual-clutch transmission to seamlessly serve up its goods.

After the Focus, the Golf also had the best steering weight and feel of any car tested. The tiller is matched with impressively adroit handling that ensured you could safely exploit every kilowatt.

Such crisp handling hasn’t been achieved at the cost of ride quality, either, the Golf’s absorbent suspension proving impressively comfortable.

A bassy, reassuring ‘thunk’ as you close the door speaks volumes of the build quality, as do thick door rubbers and weld and ‘bog’-free door jambs and fuel filler receptacle. Even the door handles offered a convincing action.

Hidden washer outlets and no exposed antennae were also appreciated. Alternator whine on the AM frequency and an odd noise from the throttle servo was not.

The rear bar was drum-tight and the presentation of the cargo bay excellent. A light, neat carpeting, twin-level floor and covered latch are all welcome, though a 12V outlet might have lifted things even more.

As one of the easiest cars to get in and out of (level with Nissan Pulsar) the Golf’s mix of faux metal, chrome, plastic and cloth add interest to its boxy interior shape. The upholstery is of a high grade though not as plush as the Honda Civic.

We were thrilled to find rear-seat ventilation outlets.

Covered storage areas were very welcome as was the classy centre stack and instrument panel. Concise and logical controls fall comfortably to hand fitting nicely with sensible ergonomics.

We also felt the gas-strut bonnet was a nice touch and that the engine bay was quite neat. Strange then the inner guards were unpainted. Golf’s cabin noise was 79dBA.

The Volkswagen provides a more conservative design than the Hyundai i30's eye-catching cabin, with straight lines and tiny nuances rather than bold curves and dramatic contrasts. It's still ‘pretty’, albeit in its own Germanic way.

The Volkswagen scored consistently in every single category, and hence had the highest overall score in the ‘Technology’ sub set. The touchscreen system worked well, while pairing the iPhone5 via Bluetooth took about five button pushes.

The audio system was a high fidelity unit with no distortion at high volume, though we did notice repeated radio interference during engine starts when listening to the AM frequency [that’ll teach us!].

The Golf shared top billing with the Subaru Impreza and Ford Focus for its electronic stability control system, with prompt but subtle intervention. Indeed, the Volkswagen's stability control was one of the best at maintaining the car's intended direction of travel, even under extreme duress.

On-paper, its 90kW output lagged behind, but in the real world its 200Nm turbo-boosted torque curve made it one of the quicker cars on test. That it was also highly refined made it feel superb value – even if it needs more expensive 95 RON premium unleaded petrol at each fill.

The Golf’s standard equipment list was highlighted by idle stop-start, rear-seat ventilation outlets, a (front) electronic differential lock, and daytime running lights.

The 90TSI Comfortline rides on 16-inch alloys and receives a reversing camera. As ever, Volkswagen offers an accessible base price in the hope that option boxes – of which there are many – are ticked.

A three-year/unlimited kilometre warranty is standard, along with competitive 12-month/15,000km service intervals. Roadside assist is complimentary under the warranty.

Volkswagen capped price servicing covers the first six services, terminating at six years or 90,000km (whichever comes first). Three of these are capped at $299; the most expensive is the $499 major service at four years/60,000km. The caps don’t include a $47 pollen filter or $127 brake fluid, each required every two years.

With the previous generation MY10 Golf TSI generating a median private sale price of $18,650 today, the Golf’s retained value is 68 per cent; the second-best on test.

The driver and front passenger seats are large and very comfortable, offering great support. The Golf is the only vehicle on test to offer adjustable lumbar support. While the seemingly paltry difference in the angle, position or shape of buttons, dials and armrests are the kind of details that see the Golf ergonomics score a near perfect score.

The Golf’s cabin is cosy, quiet and very well insulated. There’s very little sound intrusion, even when the engine is under pressure. This offers passengers an extra layer of comfort – where some rivals on test fail to do so.

Second-row space in the Golf is tight for three adult passengers, but great for two. A large centre hump in the foot well significantly impedes middle-passenger comfort.

There are two directional air vents, a centre armrest with two cup holders and two back-of-seat pockets for storage.

The Volkswagen Golf offers the best second-row headroom of any vehicle on test, closely followed by the Subaru Impreza.

Engaging the 60:40 split-fold seat is one easy action, allowing a versatile load space.

Visibility from the Golf is very good.