Golf: Five for the drive

The launch of a new-generation Golf is a big occasion in just about any petrolhead's diary. Not only is this car one of the originators of the small hatchback craze of the 'seventies, but it can also claim to have gained something of a cult following in its segment.

Hence, the amount of attention and endless questions faced by this writer upon trekking down to the Eastern Cape for a preview drive was not unexpected.

From acquaintances wanting to know all the low-down on the car to the hordes of fascinated onlookers that harassed us during our jaunt in and around the friendly city, it became clear that this car evokes far more fascination than possibly any other small car on the block.

And VW has been riding the wave of this apparent 'cult' right from the very beginning - back in the 'seventies when Golf 1 hit the scene with its revolutionary packaging, and a little later when the original Golf GTi became the pocket rocket virtually every hot hatch punter wanted to park in his garage.

Golf continued to grow and mature through generations two to four - the latter catapulting the nameplate to new upmarket heights in the way it exuded a feeling of 'richness' that some cars twice or thrice the price could barely equal.

But with the added baggage that came with maturity, it was felt by many purists that Golf had lost the edge somewhat when it came down to the nitty gritty of driving dynamics.

For those that always wondered when Golf would eventually combine its newfound chic with real cutting-edge dynamics, your question is officially answered by this fifth incarnation.

Clearly an all-new car in every respect, yet at first glance Golf 5 does not surprise or startle - there's really no mistaking it for anything else. In profile Golf 4's boxy but squat appearance has given way to more distinguished creases and a mild wedged shape at the rear, augmented by characteristic taillights with a twin round-bulb design. As is customary in modern VW design language, the VW logo takes centre stage on the tailgate, but now has a functional use in that it springs upward to unlatch the boot.

Front on the new Golf looks distinctly familiar, yet the features seem to flow into the fenders and bonnet with more fluency. Its stare is meaner thanks to its large airdam and V-slanting radiator grille that integrates with the traditional slats that run into the lights. Twin round headlamps are a signature feature that graced every Golf bar the gen-3, and in their latest form incorporate longitudinal indicator lenses in a similar style to the Phaeton luxury sedan.

But it's on the inside that Golf 5 really had a lot to live up to. Its predecessor exuded a quality feel matched by nothing in its class, even teaching lessons to segments above. The new cabin is perhaps not such a huge step forward. Sure, it is larger with more than 5cm worth of added rear legroom and 2cm of rear headroom. The redesigned seats are notably more comfortable and the overall feel is that the car has grown up substantially.

The cockpit region is more simplistic in design - with controls more efficiently integrated and concentrated higher up and within easier reach. The upper dash is still covered in that legendary slush-moulded material that adds such richness to the interior atmosphere.

So the interior is a very nice place to be - but from what I had heard, that was not what Golf 5 is all about, because it's in the driving experience that the Golf 5 really stands apart from its predecessor and challenges the very best in the compact sector right now.

Hence, it was no surprise that snapper Nunan and myself found ourselves searching for the twistiest and most dynamically challenging stretches of asphalt after collecting the vehicle from VW's plant in Uitenhage. We already had a challenging mountain pass in mind, but after being advised that heavy construction work was taking place, we headed south from Port Elizabeth on the R102 on its twisty path through the Van Staden's river valley and then on into the countryside heading towards the oddly named hamlet of Hankey.

It was on the twisty stuff that the Golf 5 really started to show its true colours and that the real-world benefits borne of its new chassis design really became quite clear. The most revolutionary component in its new armoury is the newly designed four-link rear suspension design that replaces the torsion beam axle set-up used previously. Front suspension is also new, with a much improved strut-type axle.

What's most surprising is how the new car, being more softly sprung, tackles corners with such ease, precision and stability - it's really a revelation over Golf 4. The new electromechanical power steering system inspires further confidence in the driver - it feels perfectly weighted and accurate. Whereas the turbocharged Golf 4s were known to provide a little kickback through the steering wheel, this bugbear seems to have been eliminated, at least in the 1.9 TDI we drove.

This was unfortunately the only model available for us to drive in time for our deadline-constrained excursion. It is essentially the same engine fitted to the VW Polo 1.9, which is slightly less powerful than the unit it replaces in the Golf, although it is torqueier.

The initial South African range will comprise four engines, two petrols and two diesels.

Starting off the petrol range is an improved version of the trusty 1.6-litre 8-valve used in the previous range and in its latest form it produces 75kW at 5 600rpm and 148Nm at 3 800rpm. The 2-litre 16-valve FSI petrol engine takes a step into the future with direct injection technology that results in improved fuel consumption. According to claims, the 2.0 will swallow just 7.2 litres per 100km. For further gains in efficiency and driveability, the FSI engine also benefits from a variable valve timing system. The unit also produces plenty more grunt than its forebear, with 110kW on tap at 6000rpm and 200Nm at 3500rpm.

Both diesel mills make use of the masterful Pumpe Duse direct injection system already acclaimed in the SA COTY winning VW Polo. The 1.9 TDI delivers 77kW at 4000rpm and 250Nm at 1900rpm. The 2.0 TDI boasts 4-valves per cylinder and churns 103kW at 4000rpm and a very useful 320Nm from way down at 1750rpm.

South Africa will initially get six model derivatives. There are three versions of the 1.6-litre model: an entry-level 1.6 Trendline manual and a 1.6 Comfortline offered with both manual and Tiptronic transmissions. The 1.9 TDI is sold as a Comfortline, while the range is topped by both the 2.0 TDI Sport and the 2.0 FSI Sport, both fitted with 6-speed manual transmissions.

We're a bit cautious about labelling the 1.6 Trendline 'entry level' because while it does sit at the bottom of the range, its entourage of comfort and safety features leaves very little wanting. For starters,there's Servotronic speed-sensitive power steering, semi-automatic air-conditioning, front electric windows, separately heated electric mirrors, a multi-function computer with ambient temperature display and height adjustable front seats.

Move up a notch to the Comfortline trim level and you get 'Comfort' front seats with manually adjustable lumbar support and a front centre armrest. It also adds in rear electric windows, a rain sensor, cruise control, an audio system with CD player and a host of other interior niceties such as rear cup holders, rear magazine pockets and a storage compartment for sunglasses. This level also brings 'Misano' 15-inch alloy wheels.

But it gets even better. Pay that little extra and you could treat yourself to the range-topping Sport level which, as its namesake suggests, includes sports seats, a 3-spoke leather-covered steering wheel, titanium dashboard inserts, full colour coding for the exterior trimmings and 'Imola' 16-inch alloy wheels. Many of the aforementioned features are also optional on comfortline models.

As far as safety is concerned, there's virtually nothing separates the different specification levels. Front and side airbags for front passengers and curtain airbags that serve both front and rear passengers is a given, as is ABS braking with Electronic Brake-force Distribution and ASR (Anti Spin Regulator). Of course, discs are fitted on all four wheels.

The new Golf's safety structure is also very well sorted, and proof of that is in the 5-star rating it achieved in the latest Euro NCAP crash testing protocol.

VW engineers have also been thinking about your repair bills after a potential accident, which is why the metal skin panels of the doors can be separated from the door structure, meaning that when just the 'outer skin' is damaged, there's no need to replace the entire door.

For a car nameplate with such an avid following, and that has seen the drawing board five times in the last thirty years, Golf 5 sure had a lot to live up to. But if these initial impressions are anything to go by, then number five must certainly be worth the hype.

Combine the elegant wrapping made so famous in the last golf and throw in more comfort, a better ride, much-improved handling and engine technology from the top drawer - and how can we not give it the high five?

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