Traditionally a sales star at VW, the Golf 8 has lost a little of its splendor in recent years. Some electronic problems with its infotainment during its launch at the end of 2019 certainly did not help, but we must not forget internal competition from a 100% electric iD.3, and above all consumers’ appetite for SUVs, T-Roc and T-Cross in the lead, reinforced in 2022 by the Taigo, which is very well placed in price.
Restyling and falling prices
So to boost sales of its compact, VW first lowered its prices (we will come back to this later) and gave it a technical – and a little – aesthetic restyling. New LED headlights, now available as an option in a much more powerful Matrix version and capable of always remaining in full headlights by turning off segments that could disturb other users, slightly redesigned bumpers, and 3D LED rear lights, the clues to spot this restyled version are thin. The most visible will perhaps be, at night, this logo now backlit in the grille from the Style finish.
Large 12.9-inch screen
It will almost be easier to spot this new Golf by taking a look inside. First on the steering wheel where, following our complaints and those of customers, the haphazardly operating haptic controls have finally been replaced by real physical keys, easier to locate and use while driving, and above all perfectly obedient. Even more visible, the central screen now rises to 12.9 inches, instead of 8.25 or 10 inches depending on the front finishes, and receives the latest version (MIB 4) of the infotainment software.
Better ergonomics on board
This system, already seen on the latest Tiguan and Passat, is indeed much more stable and responsive than the old one, and allows in the upper part of the screen to permanently retain customizable shortcuts, for example that of driving aids to more quickly cut off those you do not want, but which nevertheless reactivate each time you start. Or typically the lane keeping assistance – only relevant on motorways – and the horrifying overspeed alert whose operation depends on a camera that is far from 100% reliable. Finally, under this screen, the touch strip allowing you to adjust temperature and volume is finally backlit at night. We always wonder how this oversight could have happened because it was so obvious…
For the rest, the Golf retains its careful materials as well as an assembly quality that lives up to the brand’s reputation. And we still appreciate the excellent front seats – with wide adjustment ranges – as well as great roominess in the rear seats. All without forgetting a trunk with average figures (270 Dm3 measured with our rigid suitcases), but with very square contours, therefore easy to load.
A 116 hp micro-hybridized 1.5 eTSI…
A good choice for the family therefore, to which VW has given the best of its revised and corrected engines. If the 2.0 diesel (116 and 150 hp) do not evolve, the gasoline range is completely overhauled. Apart from the GTI and R retaining their 2.0 turbo, all other petrol Golfs adopt the latest generation of the 4-cylinder 1.5 TSI called EVO2, in a 150 hp variant (including for the two plug-in hybrids combining 204 or 272 hp), or as here in 116 hp, which replaces the three-cylinder 1.0. In order for this four-cylinder to be competitive in terms of consumption, it benefits from a Miller combustion cycle, a variable geometry turbo, as well as a cut-off of two cylinders during low acceleration in order to reduce its appetite as much as possible.
…more sober than the previous 1.0 eTSI
And it really works since this “big” 1.5 consumes less than the old 1.0, with an average of 6.4 l/100 km compared to 6.9 l/100 km. A difference especially marked in town with an advantage of 0.7 l/100 km for the larger of the two, while the gain is limited to between 0.2 and 0.3 l/100 km on the road and motorway. All with performance that does not suffer, quite the contrary since with this 1.5 this Golf eTSI 116 shows itself, compared to the previous 1.0, more dynamic by around 0.5 s, whether on acceleration or recovery. With only 7.5 seconds to go from 80 to 120 km/h, overtaking does not pose a problem on the secondary network. On condition, however, that you mash the accelerator carefully because the DSG 7 double-clutch automatic gearbox appears to be quite ECO in D mode, and is regularly slow to downshift.
Unpleasant freewheel function when going downhill
In addition, the freewheel function (engine cut and disengaged during deceleration) leaves you without any engine braking at the slightest release of the accelerator, which is unpleasant. The S mode of this transmission, activated with a flick towards the rear of the gearbox control, is more responsive without ever being too caricatured, and eliminates the freewheel. It is therefore preferable to choose it on winding or hilly routes. One downside, however, is that it refuses to shift into 7th gear below 110 km/h, and is therefore not suitable for main roads or rather straight roads where it will increase consumption.
A versatile Golf despite only 116 hp
With this new 1.5 sober and quite efficient thanks to its 200 Nm of torque available from 2,000 rpm (a large part of which is already present around 1,300 rpm), reinforced by 48V micro-hybridization, this The restyled Golf is as comfortable on a daily basis as on long journeys, for example for a weekend or vacation, especially as its soundproofing is very good with only 67 dBA at 130 km/h. And then as always, the Golf has an efficient and perfectly stable chassis, equipped with sufficiently consistent steering, even if it lacks a little feedback regarding the level of grip. Fortunately, the tires inform this aspect by growling when they start to slide if a corner closes unexpectedly.
Brake pedal complicated to adjust
We just regret a rather hectic rear axle on all the small defects of the road (from 150 hp, the Golfs are entitled to a more filtering multi-link rear axle, instead of the deformable crossmember present here), as well asa brake pedal that is unpleasant to use, like on all VW group hybrids. Alternating, depending on the charge level of the small micro-hybridization battery, between spongy side, long stroke without deceleration then brutality afterwards, it complicates the driver’s life, as well as passenger comfort. Faced with somewhat disappointing sales, VW chose during this restyling to enrich the equipment and lower its prices a little, to the point that the special VW Edition series is less expensive than the Life Plus finish while adding metallic paint, 17-inch aluminum rims, 12.9-inch touch screen with navigation, 3-zone auto air conditioning… In short, a good deal on paper, but which still starts at €34,700 in eTSI 116 ch!
