Latest news with #Mk8
India Today
26-05-2025
- Automotive
- India Today
Volkswagen Golf GTI review: Hot hatch distilled
Here's the thing about the Volkswagen Golf GTI Mk 8.5. If you're the kind of person who looks at a hot hatchback and instinctively starts calculating boot space, fuel economy, and how many Excel sheets the infotainment system can support, you might want to close this tab right now. But if you're someone who hears the word GTI and immediately pictures a red stripe slicing across a blacked-out grille like a katana through tofu, welcome. The first batch of the Golf GTI is already sold out. advertisementLet's get the elephant in the room out of the way first. This is not a cheap car. Not here in India anyway. It's going to be a full-blown CBU import, and that means a likely sticker price of just under Rs 50 lakh, all said and done. Fifty. For a Golf. That's more than a decent luxury sedan, or even a couple of lesser sportscars. It also makes it a bit of a cultural experiment. A global icon, dropped into a market that's still not sure how to categorise its car lovers. The Golf GTI makes its entry into India in the Mk 8.5 version. advertisementAnd yet, the first batch is already sold tempting to say this is a pricing disaster, but maybe—just maybe—we're underestimating the Indian enthusiast. Maybe we've moved past looking for a spec sheet-to-rupee conversion. Maybe we're finally okay with buying into legacy. Into the idea of a hot hatch as a piece of rolling heritage. Into the this new Mk 8.5 version? It's not just resting on legacy. It's here to remind you exactly why it wears those three letters on its rump. The Golf GTI sits low and squat and angry, like it's ready to headbutt your midlife crisis into submission. Volkswagen Golf GT review: Design Let's start with the way it looks. The 8.5 isn't dramatically different from the Mk 8, but the small tweaks do add up. The reworked LED headlights are slimmer, sleeker, and now integrate a lightbar across the grille—a nod to the EV era, sure, but it works here. The front bumper gets more aggression with reprofiled air intakes and a new take on the honeycomb theme. It's still got those red accents that make the GTI what it is, and it still sits low and squat and angry, like it's ready to headbutt your midlife crisis into submission. The Golf GTI rides on 19-inch alloy wheels the beautifully fill the arches. The wheels are 19-inch Adelaide alloys, and they fill the arches beautifully. There's just the right amount of sporty without crossing into try-hard territory. It's tasteful in a way that few modern performance cars manage. No fake vents. No fake quad tips. Just good proportions, clean lines, and heritage cues. The MK 8.5 does not walk back on the MK 8's interior but does improve it. Volkswagen Golf GT review: Cabin, interiors and featuresNow, step cabin is where Volkswagen has made a subtle return to form. The much-criticised haptic-touch fiasco of the Mk 8 hasn't been completely walked back, but it's been improved. There are still touch sliders for climate control, but they're now backlit and easier to use. The screens are updated too. The 10.25-inch driver display and the 12.9-inch infotainment screen are quick, responsive, and do what they're supposed to without much faff. You won't be writing code or editing wedding videos on it, but it'll handle navigation, music, and Apple CarPlay just fine. The seats of the Golf GTI deeply bolstered, supportive, and just soft enough for daily comfort. advertisementThe real showstoppers inside though? The seats. Oh lord, the tartan, of course. Volkswagen calls it "Scalepaper," but let's be honest, it looks like the coolest graph paper you've ever seen. It's nerdy in the best way. The seats themselves are superb—deeply bolstered, supportive, and just soft enough for daily comfort. They're not electrically adjustable, which might seem like an oversight at this price point, but consider it weight savings. Race car logic, baby. Plus, the last time you adjusted your seat after setting it once was probably also heated. Yes, really. Just in case you plan to drive up to Spiti in December, Volkswagen has you covered. For the rest of us in Delhi or Mumbai? Consider it a conversation starter. The 12.9-inch infotainment screen is quick, responsive and handles navigation, music, and Apple CarPlay just fine. advertisementThe cabin also gets nice Alcantara trim on the door cards, GTI logos stitched subtly into the details, and a new GTI-specific steering wheel that feels perfect in your hands. Not too thick, not too thin, just the right amount of resistance. It's got the requisite red stitching and drive mode buttons that add to the theatre without becoming a gimmick. The Golf GTI is powered by the enthusiast-favourite EA888 2.0-litre turbocharged four-cylinder engine. advertisementGolf GTI review: Engine & performanceUnder the hood is the same EA888 2.0-litre turbocharged four-cylinder that enthusiasts know and love. It now makes 265hp and 370Nm, paired to a 7-speed DSG that shifts with surgical precision. There's no manual—you can cry now—but the DSG is so slick and responsive that it might just help you get over that heartbreak.0-100kmph takes around 5.9 seconds, but numbers don't quite capture the GTI experience. It's the way it surges, the way the front axle claws at the tarmac, the way it dances through corners with an absurd level of front-end grip. This thing has no business being this composed while also being this fun. You can absolutely hoon it through a set of twisties and still get back in time to pick up your kid from school without them questioning your life choices. Part of that comes from the updated chassis tuning. The Mk 8.5 gets a revised stability control system, a sharper steering rack, and an electronically controlled limited-slip differential. The result? You can absolutely hoon it through a set of twisties and still get back in time to pick up your kid from school without them questioning your life also Dynamic Chassis Control (DCC), which lets you dial in damper settings across 15 steps. It's the kind of thing you didn't know you needed until you find yourself toggling between Comfort for your morning coffee run and Sport+ for the night-time flyover quality is surprisingly pliant for something running on 19s. It won't glide like an air-sprung limo, but it never crashes or jars either. It feels tight, taut, and eager. Like it's always up for a good time, but also knows when to behave. Ride quality is surprisingly pliant for something running on 19s. It won't glide like an air-sprung limo, but it never crashes or jars either. And that, really, is the point. The Golf GTI has always been about duality. It's a car you can daily without compromise and then absolutely cane on a weekend drive. It's mature but playful, serious but cheeky. It's the kind of car that makes you take the long way home just to feel the way the front wheels tug at the course, at Rs 50 lakh, you're paying a steep price for this experience. And the obvious question becomes: is it worth it?Well, if you want pure power, you can probably get more elsewhere. If you want badge value, the Germans will sell you something with more chrome. But if you want heritage, purity, and the kind of engineering that rewards you every single time you take the wheel—this is it. The Golf GTI isn't just a hot hatch. It's a cult classic that finally, finally, speaks our language. Volkswagen Golf GTI verdictThe GTI is not about chasing top trumps. It's about feel. About tactility. About being part of something bigger than yourself, a community of enthusiasts who get it. And if the sold-out first batch is any indication, there's plenty of Indians who India has hinted that based on demand, they might just bring in more batches. So if you missed out on the initial lot, don't despair. Keep those fingers crossed and those bank accounts this isn't just a hot hatch. It's a cult classic that finally, finally, speaks our frankly? We've never sounded to Auto Today Magazine
The Advertiser
09-05-2025
- Automotive
- The Advertiser
2025 Volkswagen Golf GTI review
Volkswagen Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch. Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course. Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates. The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls. Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option. As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump. So, I joined the Australian media drive in northeast Victoria to find out. The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin. The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation. Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG. While this updated model gets more power, it's still not the most potent Golf, let alone GTI. Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h. If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less. Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool I know what you're thinking – G-et T-o I-t! Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all… The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential. While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again. Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were. The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun. I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite. Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve. The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit. As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience. While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7. If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire. This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted! On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber. Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier. In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been. While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability. Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain. 2025 Volkswagen Golf Life equipment highlights: Golf Style adds: Golf R-Line adds: Golf GTI adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Take this from me as an existing owner – the new Golf GTI is brilliant. It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors. The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness. Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car. Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit. The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really). The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes! Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula. Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch. Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course. Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates. The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls. Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option. As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump. So, I joined the Australian media drive in northeast Victoria to find out. The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin. The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation. Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG. While this updated model gets more power, it's still not the most potent Golf, let alone GTI. Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h. If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less. Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool I know what you're thinking – G-et T-o I-t! Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all… The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential. While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again. Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were. The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun. I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite. Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve. The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit. As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience. While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7. If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire. This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted! On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber. Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier. In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been. While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability. Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain. 2025 Volkswagen Golf Life equipment highlights: Golf Style adds: Golf R-Line adds: Golf GTI adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Take this from me as an existing owner – the new Golf GTI is brilliant. It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors. The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness. Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car. Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit. The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really). The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes! Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula. Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch. Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course. Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates. The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls. Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option. As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump. So, I joined the Australian media drive in northeast Victoria to find out. The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin. The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation. Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG. While this updated model gets more power, it's still not the most potent Golf, let alone GTI. Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h. If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less. Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool I know what you're thinking – G-et T-o I-t! Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all… The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential. While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again. Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were. The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun. I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite. Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve. The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit. As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience. While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7. If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire. This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted! On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber. Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier. In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been. While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability. Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain. 2025 Volkswagen Golf Life equipment highlights: Golf Style adds: Golf R-Line adds: Golf GTI adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Take this from me as an existing owner – the new Golf GTI is brilliant. It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors. The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness. Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car. Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit. The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really). The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes! Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula. Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons In case you didn't know, I'm a Golf GTI owner. Seems rather fitting, then, that I'm the CarExpert team member selected to test out the latest iteration of Wolfsburg's iconic hot hatch. Like my beloved Mk7.5, the 2025 Volkswagen Golf GTI Mk8.5 is a mid-life refresh rather than an all-new model. However, there have been substantial revisions across the board to make this the most potent GTI yet… if you discount the GTI Clubsport, of course. Now making 195kW of power (+15kW) from the Volkswagen Group's venerable EA888 2.0-litre four-cylinder turbo-petrol engine, the Mk8.5 GTI is claimed to dip under the 6.0-second barrier for the 0-100km/h sprint, and features revised chassis tuning to give it more edge. Subtle design revisions and more available tech features round out the headline updates. The GTI also benefits from ergonomic upgrades applied to the Mk8.5 Golf range in direct response to consumer feedback, such as hard buttons on the steering wheel, and illuminated touch sliders for the climate and volume controls. Purists will be sad to hear a manual transmission won't be making a return, given the stick-shift GTI has been axed globally. As before, a seven-speed 'DSG' dual-clutch automatic is the sole transmission option. As a Mk7.5 owner, I was very interested to see if the improvements over the Mk8 – which has received mixed reviews worldwide – are worthwhile enough to convince previous-gen Golf owners to make the jump. So, I joined the Australian media drive in northeast Victoria to find out. The Mk8.5 GTI has received a price increase of $2900 compared to the Mk8, though keep in mind that's somewhat offset by the more potent powertrain, as well as more features and technology as standard. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the non-performance range, there are a number of subtle, but meaningful changes to the Mk8.5 cabin. The GTI gets its own 'Traditional Scale Paper' sports cloth interior, which isn't quite the plaid/tartan fabric of old, though it's good that the iconic patterning of the GTI's upholstery hasn't died off. For those wanting leather, you can option VW's 'Vienna' upholstery which is paired to electric front seats with memory, as well as heating and ventilation. Ahead of the driver there's a GTI-specific steering wheel with red accents and stitching to match the rest of the interior, with perforated leather 3 and 9 o'clock sections and the aforementioned physical multifunction switchgear in place of the old model's fiddly touch-capacitive controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique GTI customisation like sports displays and a central rev counter dial – all with red GTI branding, of course. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. Wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new 'evo4' iteration of VW's EA888 2.0-litre turbo four now makes 195kW/370Nm (+15kW). Drive is sent as standard to the front wheels via a seven-speed DSG. While this updated model gets more power, it's still not the most potent Golf, let alone GTI. Europe gets the GTI Clubsport, which is boosted to 221kW/400Nm via "parameters such as engine control, boost pressure and other internal engine measures". This cuts the claimed 0-100km/h time to 5.6 seconds (-0.3s), and an available Race Package derestricts the top speed from 250km/h to 267km/h. If the Clubsport's powertrain sounds familiar, that's because it's already on sale in Australia under the bonnet of the most potent Cupra Leon VZx, which admittedly can be had for about the same money on the road, if not less. Volkswagen Australia says it's actively looking into how the GTI Clubsport could fit into the local lineup, potentially by way of a limited-edition run at some point down the line – read the full story here. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool I know what you're thinking – G-et T-o I-t! Obviously the main reason you buy a GTI over a normal Golf is because you're a keen driver that wants extra performance mixed in with everyday useability – the Golf GTI basically spearheaded the hot hatch movement after all… The Mk8 GTI wasn't a huge departure from the Mk7.5 GTI Performance, at least on paper. It quoted the same engine outputs, though the engine and transmission tuning were revised to be sharper, and it features a similar electro-mechanical locking front differential. While I've never been tempted to trade up to a Mk8, my time with the new-generation model – in addition to its Cupra Leon platform mate – has demonstrated the updated MQB evo platform's newfound sharpness and breadth of ability over its predecessor, and this Mk8.5 GTI turns it up again. Featuring 15-stage adaptive damping, as well as reworked calibration for the steering and chassis, the facelifted GTI is a proper weapon on a B-road in a way its predecessors never were. The added power is felt in the mid- and upper-range, with a bit more urgency and shove than both the Mk8 and Mk7.5 with their 180kW engine tunes. VW has also reworked the exhaust for a more fruitful sound and, while it's harder to hear at higher speeds, there's definitely a deeper tone with more aggressive pops on overrun. I was particularly impressed at the grip levels when driving harder, with an especially spirited stint on the Eildon-Jamieson Road in Victoria showcasing the new GTI's added bite. Over tight and technical ribbons of 100km/h signed roads, which by the way are among the best I've experienced in any part of the world, the new GTI was unflappable. The revised front diff is locked in and refuses to let the GTI understeer, and the added grunt helps you blast out of corners with more verve. The Mk8 and 8.5 feel lower and more hunkered down than the Mk7/7.5, and that also translates to the flatter and more confident cornering at the limit, aided with an ESC Sport mode that allows for a little more play at the rear for some liftoff oversteer when conditions permit. As you'd expect, the seven-speed DSG is snappy to upshift and responsive to manual takeover via the steering wheel-mounted paddles. It'll still upshift if you get too close to the redline, but manual mode still makes for a more engaging experience. While the variable-ratio steering allows for lighter feel around town and more weight when driving hard, I wasn't particularly fond of the assisted feel and was left wanting a little more feedback and weight in Sport mode. It's almost too easy to drive hard, and the feel isn't as natural and communicative as in the Mk7. If you're feeling particularly picky, you can set up an Individual mode with toggles for just about anything. The drivetrain, steering and suspension can all be configured using the standard profiles, though the Dynamic Chassis Control Pro (DCC Pro) with 15-stage damping allows you to go firmer than Sport and softer than Comfort, should you desire. This also means you can have the most aggressive exhaust sound with minimal interior augmentation via the speakers, which is a setting lacking in my car. Let the thing breathe unassisted! On the more sedate driving sections, including plenty of transit stages through country towns and on the highway, I could configure the GTI to ride just about as well as any standard Golf. The occasional thud and slap could be heard and felt through the suspension, amplified by the standard 19-inch alloys and low-profile rubber. Speaking of, the larger wheels and performance rubber transmit more tyre roar into the cabin on all surfaces, though it's still a more acceptable level than in some rival hot hatches that are pitched as more hardcore. And some premium-badged rivals are noisier. In normal driving, the wet-clutch DSG transmission is one of the best of the breed, rarely exhibiting any of the lurching or hesitation commonly associated with this type of transmission. If anything, it's as sharp as it has ever been. While the GTI still isn't quite as hardcore as something like the Honda Civic Type R, or as brash as the Hyundai i30 Hatch N, the VW is as much a Swiss army knife as ever, and now has added punch to better compete with said rivals while providing more refinement and everyday driveability. Then there's the IQ Drive suite of driver assists, which offers the same level of feedback as the wider Golf range. VW's intuitive Travel Assist semi-autonomous cruise control system remains one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the GTI features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in other Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The GTI sits above the core Golf range with some additional equipment to go with the beefed-up drivetrain. 2025 Volkswagen Golf Life equipment highlights: Golf Style adds: Golf R-Line adds: Golf GTI adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf GTI is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. For reference, the Civic Type R costs less than one third of the price to service over five years ($995, though it has shorter mileage intervals) and the i30 Hatch N costs about half ($1885). And the Cupra Leon with the same mechanical bits costs $1990 to maintain for the same five-year period. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Take this from me as an existing owner – the new Golf GTI is brilliant. It's perhaps the upgrade the Mk8 should have been from the start, but whatever the case it's a better performance car in just about every way than its predecessors. The added performance, sharpened dynamics and rejigged in-car tech further the hallowed GTI badge while addressing key customer criticism of the pre-facelift version in terms of ergonomics and user-friendliness. Further, the GTI is as sharp and aggressive as it's ever been. No longer can it be described as being too 'soft' or 'quiet', and it also increases the breadth of its abilities as an everyday performance car. Criticisms? Well, the minimalist interior still may not appeal to those who prefer the more traditional dashes seen in Golfs of old, while the price to purchase and service has crept up quite a bit. The inability to specify Matrix LED headlights for the money also grates, and there are a number of cool paint and wheel options available abroad that Australians miss out on. My advice? I'd avoid the pricey leather option and just tick the Sound and Vision Package box (it's a must, really). The additions youget for a relatively minor spend are more than worthwhile, and you can retain that signature plaid cloth interior. I don't believe in sunroofs for performance cars, but you can pay extra for one if you must – just note the drive-away price will creep over $70,000 if you tick all the boxes! Now $60,000 question – would I upgrade my Mk7.5 GTI to a new one? I'm not so sure, given the changeover money I'd probably need to fork out for what is still an (admittedly excellent) evolution, not a revolution, of the original hot hatch formula. Perhaps a GTI Clubsport could get me thinking harder. But for anyone else in the market for a new hot hatch, the GTI remains the benchmark all-rounder. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from:
The Advertiser
08-05-2025
- Automotive
- The Advertiser
2025 Volkswagen Golf Style review
Volkswagen Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Subtle, but meaningful changes have been made inside the cabin of the Golf. The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Life equipment equipment highlights: Golf Style adds: Golf R-Line adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool A handful of options and packages are available across the lineup. Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The introduction of the Style grade sees the non-performance Golf return to form. Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Volkswagen Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Subtle, but meaningful changes have been made inside the cabin of the Golf. The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Life equipment equipment highlights: Golf Style adds: Golf R-Line adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool A handful of options and packages are available across the lineup. Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The introduction of the Style grade sees the non-performance Golf return to form. Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Volkswagen Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Subtle, but meaningful changes have been made inside the cabin of the Golf. The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Life equipment equipment highlights: Golf Style adds: Golf R-Line adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool A handful of options and packages are available across the lineup. Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The introduction of the Style grade sees the non-performance Golf return to form. Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Volkswagen Golf Pros Volkswagen Golf Cons Volkswagen Golf Pros Volkswagen Golf Cons The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Subtle, but meaningful changes have been made inside the cabin of the Golf. The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Life equipment equipment highlights: Golf Style adds: Golf R-Line adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool A handful of options and packages are available across the lineup. Sound and Vision Package: $2000 (Style, R-Line, GTI) Vienna Leather Package: $3900 (GTI) Standalone options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The introduction of the Style grade sees the non-performance Golf return to form. Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from:
7NEWS
08-05-2025
- Automotive
- 7NEWS
2025 Volkswagen Golf Style review
The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? How much does the Volkswagen Golf cost? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool What is the Volkswagen Golf like on the inside? Subtle, but meaningful changes have been made inside the cabin of the Golf. The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool What's under the bonnet? The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool How does the Volkswagen Golf drive? Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool What do you get? The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Life equipment equipment highlights: 17-inch Nottingham alloy wheels LED headlights – reflector type Light Assist – auto high-beam Power-folding exterior mirrors Keyless access incl. alarm 10.25-inch Digital Cockpit Pro 10.3-inch touchscreen infotainment 6-speaker audio DAB+ radio Wireless App-Connect 5yr GoConnect subscription Climate control Leather multifunction steering wheel Wireless phone charger 10-colour ambient lighting Golf Style adds: 18-inch Catania alloy wheels LED Plus headlights – projector type Rear privacy glass 12.9-inch navigation system IDA voice assistant 7-speaker audio – incl. centre Tri-zone climate control ArtVelours microfleece upholstery ErgoActive 14-way electric driver's seat Driver memory function – 2-position Driver massage function 30-colour ambient lighting Golf R-Line adds: 18-inch Leeds alloy wheels R-line exterior, interior styling Driving profile selection Front sports seats Driver memory function – 3-position Vienna leather upholstery Heated, ventilated front seats Heated steering wheel Progressive steering – variable ratio To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Options A handful of options and packages are available across the lineup. Sound and Vision Package: $2000 (Style, R-Line, GTI) 12-channel Harman Kardon premium audio Area View surround cameras Head-up display Vienna Leather Package: $3900 (GTI) Vienna leather upholstery Power-adjustable driver's seat Heated, ventilated front seats 12-channel Harman Kardon premium audio Head-up display Standalone options: Panoramic sunroof: $1900 Metallic paint: $800 (Life, Style, R-Line) Premium metallic paint: $300 (GTI) To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Is the Volkswagen Golf safe? The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: 9 airbags incl. front-centre airbag Autonomous emergency braking (AEB) Adaptive cruise control with stop/go Blind-spot monitoring Cross-traffic alert – front, rear Driver fatigue monitoring Emergency Assist Multi-collision brake Lane Assist Park Assist Parking sensors – front, rear Reversing camera Safe exit warning Travel Assist Golf GTI adds: Park Assist Plus Golf R adds: Area View surround cameras How much does the Volkswagen Golf cost to run? As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool CarExpert's Take on the Volkswagen Golf The introduction of the Style grade sees the non-performance Golf return to form. Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers here Pros New Style grade brings understated class Brilliantly polished ride and handling Useful improvements to ergonomics Cons
Perth Now
08-05-2025
- Automotive
- Perth Now
2025 Volkswagen Golf Style review
The eighth-generation Volkswagen Golf has been an interesting chapter in the iconic German nameplate's storied history. It's been regarded more as a 'par' than a 'birdie' or 'hole in one' – forgive the pun. 2025 Volkswagen Golf Style Credit: CarExpert After a stunning run with the Mk5, Mk6 and Mk7 generations, the Golf Mk8 was a pretty big departure from its predecessors in that it was almost a revolution of the formula rather than a subtle evolution, as is more customary. Sure, the exterior design didn't really rewrite history, but the approach to interior minimalism and the sheer amount of tech on offer was meant to really bring the Golf into a new echelon. Instead it's been more of a learning exercise, with news headlines including software issues, quality concerns and higher pricing – the latter especially so in Australia – and so the modern 'people's car' is no longer the common sight on local roads it once was. There's no question that its refined on-road manners and turbocharged performance are still strong points, courtesy of that revised MQB evo platform, but the Mk8 never quite resonated with buyers Down Under or around the world like the Mk7 did – in fact, it lost its top spot on the European sales charts for the first time in 17 years. 2025 Volkswagen Golf Style Credit: CarExpert Enter the upgraded 2025 Volkswagen Golf 8.5, a mid-life refresh of the eighth-gen hatchback (and wagon abroad) that aims to address complaints about the Mk8 – more user-friendly tech, improved ergonomics, and more tech headline the changes, as well as a greater focus on value for the Australian lineup. Key to the revised Golf range is the new Style variant we have on test here, pitched as something of an affordable luxury hatch that succeeds the plusher Highline variants offered previously. Is it the new pick of the range? The 2025 Volkswagen Golf Style sits between the entry-level Life and mid-range R-Line, priced from $43,690 before on-road costs. 2025 Volkswagen Golf Style Credit: CarExpert To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Subtle, but meaningful changes have been made inside the cabin of the Golf. 2025 Volkswagen Golf Style Credit: CarExpert The new Style variant brings swish ArtVelours microfleece-lined 'Comfort sport' seats, which offer a massaging function and electric adjustment for the driver – as well as an extendable under-thigh cushion! While they may not look as extravagant as the R-Line's sportier front buckets with integrated head restraints, the supple suede upholstery and wonderfully supportive cushions make for a very, very comfortable driver's perch. Both front seats are heated also, though they miss out on the ventilation function of the R-Line's perforated leather-clad sports buckets. The Style also adds gloss black trim on the centre console, which while fingerprint- and scratch-prone, is a lot dressier than the austere matte grey plastic trim seen in the base car. VW has brought back hard buttons as the norm on the Golf's steering wheel, for all but the flagship R performance hero, and it's all the better for it. While we still miss the chunky action of VW's switchgear on the dashboard, the multifunction steering wheel controls are clear and easy to use, with a satisfyingly solid action when pressed. The option to add a beefy eight-speaker, 12-channel Harman Kardon premium sound system is worthwhile, which is bundled with a handy projector-type head-up display and surround cameras – which could have better resolution, in my view. At least the optional sound system slaps, as the kids say. 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert While some of the subbed-in trimmings go a good way to making the Style less Trendline and more Highline, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will receive new padded and leather-lined surfaces along its centre console for a more premium ambience. Still, the Golf's clean and screen-heavy ambience feels more contemporary and upmarket than a lot of rival vehicles in this class – think Toyota Corolla and Hyundai i30 – though it doesn't have the outright tactility and class of, say, a Mazda 3. The 10.25-inch Digital Cockpit Pro driver's instrument cluster has seen some minor revisions, yet maintains a crisp readout with good configurability that's only really bettered by the Volkswagen Group's premium Audi brand. My only gripe was the inability to have the gear and speed magnified within the dials like with displays past – but this could be a user issue, rather than the tools. Similarly, the 12.9-inch central touchscreen gets the latest interface in line with the brand's ID electric models, and the IDA voice assistant is integrated, if without the full net-connected and AI-powered functionality of overseas models. It's a wonderfully clear and snappy display, bringing the look and feel of the flagship Touareg to the compact class. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. 2025 Volkswagen Golf Style Credit: CarExpert Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as the heated front seats. The second row remains one of the strongest in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me. I am a fan of the ArtVelours microfleece trim and leather-look accents, and there are niceties like a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-line door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's 374 litres of cargo capacity with the rear seats in play, expanding to 1230 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and there's a space-saver spare wheel under the boot floor of all models. GTI Credit: CarExpert To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The core Golf Mk8.5 range in Australia carries over the 1.4-litre TSI four-cylinder turbo-petrol engine from the Mk8, teamed with an eight-speed automatic transmission supplied by Japan's Aisin. 2025 Volkswagen Golf Style Credit: CarExpert While there are a number of newer, more efficient powertrains available in the Golf overseas, Australia is lumped with other markets that haven't yet fully moved to the Euro 6 emissions standard and aren't given priority access to electrified models. The equivalent powertrain in the European and UK lineups is the 1.5 eTSI, which is effectively the newer version of the 1.4 under the bonnet of local models. Equipped with a 48V mild-hybrid and cylinder-on-demand technologies, the Golf eTSI can run as a two-cylinder under low engine loads and shut off the engine while coasting or coming to a stop. Even under the more stringent WLTP test regime in Europe, the equivalent Golf 1.5 eTSI with 110kW quotes the equivalent of 5.1L/100km on the combined cycle, which is more than 1.0L/100km less than the engine used locally – mind you, Australian fuel figures are also determined by the more lenient and outdated NEDC test cycle. Beyond that, you also have the Golf eHybrid, which is VW-speak for PHEV. Using the aforementioned 1.5 TSI as its base, the standard eHybrid makes 150kW, while the GTE version makes 200kW. Both can drive over 130km on electric power alone. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Our local launch drive of the updated Golf took in a return trip from Marysville in Victoria's far east, back to Melbourne. We spent most of our time in the Style, but also piloted the R-Line with the same driveline. 2025 Volkswagen Golf Style Credit: CarExpert Having spent day one of the Australian media launch in the excellent new GTI, the Style's character is quite distinct from the Golf hot hatch, even there are a number of similarities. The 1.4 TSI has been in service in the Golf for a decade or so in Australia, where it was offered in various states of tune in the Mk7 and Mk7.5 generations, though the Mk8 reverted from VW's usual dual-clutch Direct-Shift Gearbox (DSG) auto to an eight-speed torque converter automatic supplied by Aisin. Primarily, this driveline is supplied to Australia due to our nation's hitherto lax emissions legislation. Despite the upcoming New Vehicle Efficiency Standard mandating fleet-average emissions targets to encourage the import of more efficient and electrified vehicles, Australia's baseline emissions standard remains Euro 5 – which was succeeded by Euro 6 in Europe way back in 2014. It means if you're a Mk6 or Mk7 owner and have become accustomed to the traits of Volkswagen's DSG, irrespective of their quirks, the Mk8 and 8.5 have a distinctly different character behind the wheel. Off the line response is naturally much sharper and more natural compared to a dual-clutch transmission, but really other than that the Mk8.5's driveline feels like something of a sideways or even backwards step. 2025 Volkswagen Golf Style Credit: CarExpert Despite their low-speed niggles, Volkswagen DSGs – even the dry-clutch ones in normal Golfs – offer incredibly sharp and snappy performance on the move, and have a distinct feeling of rolling athleticism and a different personality to torque converter 'boxes offered by largely Asian rivals. That sort of disappears with this latest Golf. Yes the 1.4 TSI is super torquey and punches above its weight in terms of shifting the Golf's 1.3-tonne mass, but it's not a particularly engaging or pleasurable drivetrain to live with. Shifts from first into second can feel a little elastic, and at times the auto really slurs through ratios to the point it almost makes the engine sound like it's attached to a continuously variable transmission (or CVT). The steps between ratios aren't super sharp or distinct, and at times it can feel like it has one or two too many ratios to play with. In normal driving it's less of an issue, but when you want to dial things up a little – which you may be tempted to do in an R-Line, for example, it starts to feel a little out of its depth. Even after flicking the transmission into 'S', the eight-speed auto struggles to accurately gauge when you want it to downshift. Often there's a one- or two-second pause before it flicks down a cog or two to put you in the torque band. As someone who is used to the sharp response from my Mk7.5 GTI DSG, it grates on me quite a bit personally. R-Line Credit: CarExpert It's really quite a shame given the rest of the Golf's on-road traits are, put simply, excellent. The Style rides beautifully on its standard 18-inch alloys, striking a near-perfect balance between comfort and dynamism. Steering is on the lighter side but offers good feel and feedback to communicate what's happening beneath you, while the keen chassis means even the standard Golf corners with verve and precision. Piloting the Style through Victoria's famous Black Spur was a surprising revelation that showcased the car's cornering abilities, though it also exacerbated my gripes with the drivetrain. The R-Line adds sports suspension and a 'Progressive' variable steering rack, making it feel something like a 'GTI-Lite', but seems even more let down by an uninspiring driveline. The R-Line feels that little more hunkered down and purposeful, and the addition of selectable drive modes allows you to sharpen things up in one hit via the 'Sport' mode. It's a shame a higher-performance engine and transmission combination wasn't applied here, because it feels like it's missing something to go with the sportier look. R-Line Credit: CarExpert The R-Line also rides a little more firmly than the Style, as you'd expect, making it less comfortable and refined overall, and therefore less suitable as a daily than the Style. Really, the Style feels more like what a standard Golf should feel like, in that it's a little posh and luxurious without overtly presenting so. I'd also argue the Style is a little quieter in the cabin, and the softer controls make it nicer to pilot in everyday scenarios. We didn't get to try the base Golf Life on its smaller wheels, but it shouldn't be all that different to the Style, apart from its more economy-class interior trimmings. Otherwise, the suite of IQ Drive assistance and safety functions do a great job of keeping you out of trouble on the road, with VW's intuitive Travel Assist semi-autonomous cruise control system remaining one of the best in the business. The way it so deftly keeps you centred in your lane without feeling too intrusive, while also keeping a safe gap from the vehicle in front, makes this tech a benchmark for systems of its type. LIfe Credit: CarExpert Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking manoeuvres, the regular Golf range comes as standard with a semi-autonomous Park Assist function, which will control steering to help guide you into both parallel and perpendicular parking bays. Sadly, Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection, is reserved for the GTI hot hatch. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Style sits above the entry-level Life but below the R-Line, which tops the core Golf range. 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Life equipment equipment highlights: 17-inch Nottingham alloy wheels LED headlights – reflector type Light Assist – auto high-beam Power-folding exterior mirrors Keyless access incl. alarm 10.25-inch Digital Cockpit Pro 10.3-inch touchscreen infotainment 6-speaker audio DAB+ radio Wireless App-Connect 5yr GoConnect subscription Climate control Leather multifunction steering wheel Wireless phone charger 10-colour ambient lighting Golf Style adds: 18-inch Catania alloy wheels LED Plus headlights – projector type Rear privacy glass 12.9-inch navigation system IDA voice assistant 7-speaker audio – incl. centre Tri-zone climate control ArtVelours microfleece upholstery ErgoActive 14-way electric driver's seat Driver memory function – 2-position Driver massage function 30-colour ambient lighting Golf R-Line adds: 18-inch Leeds alloy wheels R-line exterior, interior styling Driving profile selection Front sports seats Driver memory function – 3-position Vienna leather upholstery Heated, ventilated front seats Heated steering wheel Progressive steering – variable ratio To see how the Volkswagen Golf lines up against the competition, check out our comparison tool A handful of options and packages are available across the lineup. 2025 Volkswagen Golf Style Credit: CarExpert Sound and Vision Package: $2000 (Style, R-Line, GTI) 12-channel Harman Kardon premium audio Area View surround cameras Head-up display Vienna Leather Package: $3900 (GTI) Vienna leather upholstery Power-adjustable driver's seat Heated, ventilated front seats 12-channel Harman Kardon premium audio Head-up display Standalone options: Panoramic sunroof: $1900 Metallic paint: $800 (Life, Style, R-Line) Premium metallic paint: $300 (GTI) To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. 2025 Volkswagen Golf Style Credit: CarExpert Standard safety equipment includes: 9 airbags incl. front-centre airbag Autonomous emergency braking (AEB) Adaptive cruise control with stop/go Blind-spot monitoring Cross-traffic alert – front, rear Driver fatigue monitoring Emergency Assist Multi-collision brake Lane Assist Park Assist Parking sensors – front, rear Reversing camera Safe exit warning Travel Assist Golf GTI adds: Golf R adds: Area View surround cameras To see how the Volkswagen Golf lines up against the competition, check out our comparison tool As with the wider range, the Golf is covered by Volkswagen Australia's five-year, unlimited-kilometre warranty. 2025 Volkswagen Golf Style Credit: CarExpert To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The introduction of the Style grade sees the non-performance Golf return to form. 2025 Volkswagen Golf Style Credit: CarExpert Standard versions of the Golf were meant to feel quite plush and upmarket, even with their most basic trimmings, and while the initial Mk8 range arguably failed to deliver on some fronts, this revised lineup does a much more convincing job of being a premi-ish 'People's Car'. Fans of the old Golf Highline in particular finally have a worthy successor, and it sits in a price band that remains attainable and competitive with its rivals, even if you have to spend up for the Sound and Vision Package to get a head-up display and premium audio. The Style also drives like a Golf should, drawing upon capable underpinnings shared with premium-badged products to provide a drive experience that is generally more comfortable and refined than key rivals from the likes of Toyota, Hyundai and Mazda. It's also nice to see improvements that are direct responses to customer feedback. But… that's not to say there aren't still things that can be improved upon to really make the Golf a winner. It's missing engine options and tech features available in other markets, and despite a more conventional transmission it's not really any cheaper to service than it has been previously. 2025 Volkswagen Golf Style Credit: CarExpert 2025 Volkswagen Golf Style Credit: CarExpert For me, the drivetrain is a sticking point – Australians simply aren't getting the best of what the Golf has to offer. While the venerable 1.4 TSI is a great little engine, it's hamstrung by a dopey and uninspiring eight-speed automatic that lacks the crispness and decisiveness of VW's signature DSG shifters, even if it's a little quicker off the line. No mild-hybrid or plug-in hybrid options for Australia also seems to be a misstep given increasing demand for more efficient and electrified drivetrains in Australia. Tangible efficiency gains from the MHEV tech as well as 100km-plus of EV range in the PHEVs would give the Golf a real point of difference in the market, and their absence seems even more of a shame when other brands under the VW Group umbrella have access locally. We'd also like to see the more premium features and tech that's available overseas offered locally, like Matrix LED headlights (given you can get them on a Polo), an extended range of paint options (including two-tone), the lighter Mistral Grey interior for the Style, as well as Park Assist Plus. All of these could turn the Golf into a properly premium compact, even if they were only available as options. Regardless, the Volkswagen Golf remains a strong contender in the small car segment. If you're not rushing to get a hybrid or EV, there's still plenty to like about this understated German hatchback. 2025 Volkswagen Golf Style Credit: CarExpert Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers here MORE: Everything Volkswagen Golf New Style grade brings understated class Brilliantly polished ride and handling Useful improvements to ergonomics Eight-speed auto is frustratingly dopey Absent tech features and electrification High service costs relative to rivals
