Golf VII 2013: 90TSI, 103TSI and 110TDI

What’s Hot: New low pricing, new edgier style, new engines, more features.
What’s Not: Not greatly differentiated visually from Golf 6.
X-Factor: Classy German elegance in an affordable small car, plus brisk on-road performance.

OVERVIEW

For Volkswagen, that Golf badge is surely priceless – instantly recognisable, fashionable, youthful, accessible and, yes, desired.
So there’s a lot at stake, a lot of ‘brand value’ to protect when a new model is in the offing.
Like, you wouldn’t want to get it wrong. Especially not with Ford’s Focus hitting its straps, fast improving challengers from Korea, and Japanese giant Toyota hatching a good one with the new Corolla.
So here’s Volkswagen’s new Golf – the Golf 7. How much better is it than the Golf 6? Is it better, or is it just different?
It certainly doesn’t look greatly different: a little sharper, bigger wheels, nice blistered wheel arches, a bit more ‘tuck’ to the rear, a more-steeply raked nose and a little less slab to the sides.
But that’s what you’d expect with such a recognisable brand to protect. If it was yours, you’d want it to be recognised - the ‘proven product’ that everyone knows so well - but newer and fresher, and thus even more desirable.
Underneath though, the Golf 7 is different. It’s sitting on an all-new platform; a bigger and better one, as we discovered, but lighter and leaner; and the underpinnings – they’re also better.

And the engine choices, they’re new. The capacities are familiar, but the ‘twin-charging’ has gone, and outputs are both up, and down.
We drove three models over the day of the launch – the new entry level 90TSI petrol, the 103TSI and the 110TDI.
And we like what we found. Quiet, comfortable, sporty and fun, every model in the range: how many cars offer that as a baseline?
So, yes, better in nearly every way.
Even in style. The new Golf 7 does look better, it’s certainly more sporty, and the style differences become more obvious and the subtleties more apparent the more familiar you become with it.
With a $21,490 entry point for the 90TSI (or $23,990 with DSG), which lacks for nothing in verve and dynamics, the new Golf range is surprisingly good buying value.
It is also – with VW’s fixed price servicing offer – not going to break the bank in ownership costs.
And crikey it’s a good drive.

THE INTERIOR

It might be the sauerkraut, or maybe the accordions, jolly songs and thigh slapping, but there is something in the German character that makes them masterful interior designers.
This interior is so beautifully understated, so cleanly executed and just so pleasing to the eye that, in this segment, it’s surely the benchmark.
The driving position is nicely square, everything precisely to hand, and a near perfect relationship between pedals, wheel and controls.
There is a cockpit feel to the interior; at the workbench, everything is angled slightly to the driver – the screen, controls and centre stack.

The new multi-function steering wheel, flat on the bottom, feels slightly narrower. But is direct and comfortable, and reach and rake adjustable.
For surface textures, trim and material quality, the interior of the new Golf is as good as you’ll find.
Everything fits snugly, the tactile surfaces, controls and switchgear feel right, and everything is beautifully aligned.
The seats seem a little thinner than the previous model. The Highline and Comfortline models get more upmarket trims, but across the three-model range they’re nicely shaped with a wide base, deep bolsters and firmly supportive.
There is also nothing stingy about the feature list in any model.
The entry 90TSI gets a brushed alloy centre stack and garnishes; move up to the Comfortline and you get a better-looking polished metal throughout; and piano black and carbon-fibre in the top-dog Highline.
But once upon a time, and not so long ago, when you bought a German car you accepted that it had the creature comforts of a roller skate.
There was no shortage of available features, but you had to pay for everything.

But we’ve had a GFC since then, and now everyone is trying harder to win customers, even the Germans. So now the Golf comes with a feature-list to rival any in the segment… and mostly all standard.
Like a touchscreen that senses your movement to it, and pops up a menu under your fingers. Like Bluetooth, USB and aux-input, cruise control, air-con, electric park-brake, stop/start, pre-crash system, city emergency braking, driver alert system, and a whole host more.
Click through to our Golf 7 product information piece for a full list of features across the model range.

ON THE ROAD

Engines choices are what we expected them to be: petrol and diesel, and mated to either a six-speed manual transmission or DSG.
And they're all-new, with only the 82mm cylinder spacing of the 'old' engines maintained in the new mills.
The 90TSI, with 1.4 litres, replaces the previous 77TSI 1.2 litre. It’s bigger and more powerful but uses less fuel.
And it is, as we found, delightfully responsive. In fact, except in rolling acceleration, you’d barely pick it from the more powerful 103TSI.
The 103TSI replaces the discontinued twin-charged 118TSI.
It too is a beautifully crisp unit; perfectly mated to the DSG, it pulls eagerly from any speed, and makes a nice brattish rasp when at work.

With a sublimely balanced chassis underneath, either of these engines puts ample verve under the toe to make the new Golf a hoot on a twisty road.
The 110TDI diesel is possibly among the best small diesels I’ve driven. With integrated contra-rotating balance shafts, it will happily spin its head off without a tremor of complaint.
Smooth? Only the deeper diesel groan under hard acceleration is the giveaway that there’s an oiler under the snout. And strong? Its 320Nm come on like a stream for effortless overtaking, and it simply swallows hills.
The MacPherson strut front end, and multi-link rear - lighter front and back - a longer wheelbase and wider track, provide exceptional handling and control.
And, thanks to a lighter unsprung weight, and the larger footprint on the road, it is noticeably more compliant and comfortable on road.

Neither of the models we drove were at all troubled by the varying surfaces on the looping runs we did around the Yarra Valley and into the surrounding hills.
At speed, the nose tucks in eagerly, there is no bump-steer when cornering nor jitteriness on broken surfaces, and, even when pressing on, the new Golf sits tenaciously flat.
Impressed? How could we not be? The new car is yet another step-up from one of the best handling small hatches in the segment. (Or any segment for that matter.)
And it’s also quiet; even with the bigger 17-inch alloys road roar is nicely muted and wind-noise all-but absent.

VERDICT

Yes, the company that gets it right has got it right again. Any manufacturer would give their eye-teeth for a badge with the recognised qualities of the Golf.
It has not done that reputation any harm with the Golf 7. Every model we drove – from the entry 90TSI, to the Highline 110TDI – had us scratching our heads: how does Volkswagen do this so consistently?
This is one very fine car. And with VW fixed-price servicing ($2112 for the petrol models over 72 months, or $2371 for the diesel over 72 months), and a pricing spread beginning from the low ‘twenties’, it’s got one heck of a proposition to put to buyers.
Should you have a look? Of course you should.
Your only difficulty will be choosing between them. And I reckon you’ll be most surprised by the 90TSI.

Pricing (excludes on-road costs)

• 2013 Golf 90TSI 6 Speed Manual - $21,490
• 2013 Golf 90TSI 7 Speed DSG - $23,990

• 2013 Golf 90TSI Comfortline 6 Speed Manual - $24,990
• 2013 Golf 90TSI Comfortline 7 Speed DSG - $27,490

• 2013 Golf 103TSI Highline 7 Speed DSG - $31,990

• 2013 Golf 110TDI Highline 6 Speed DSG - $34,490

Options

• Metallic / Pearl Effect paint - $500
• Driver assistance package - Comfortline & Highline - $1300
• Discover Media satellite navigation system - Comfortline (Std Highline) $950
• Panoramic electric glass sunroof - Highline - $1,850
• Bi-Xenon headlights with LED daytime driving lights - Highline - $2,150
• Vienna leather appointed upholstery - Highline - $2,950
• Anti-theft alarm system - Comfortline & Highline - $600

2013 Volkswagen Golf 7 Review

No, you can’t have one—not for a while. The seventh-generation Volkswagen Golf will reach European dealers next month in a total of 32 markets where they drive on the right (i.e., correct) side of the road. British-type places where they don’t will get the car next year. But in the unfortunate U.S., the car won’t be here until mid-2014, likely as an early 2015 model. (The same timeline holds for the next-gen GTI, by the way.)

That’s a shame, because this is an excellent car. Photos don’t do justice to its good looks. Inside, you’d swear it was an Audi. VW claims it’s the lightest Golf since the third generation, the one that came out when many of us were in college. If only we could make a similar boast when stepping off the scale.

Radio Silence

What else can we tell you? Officially, not much. Volkswagen of America will be selling the current Mark VI Golf for at least another 18 months, so it isn’t in any hurry to provide specifics about our Mark VII model. Sure, the PR guys will cop to some already known facts. The new Golf will share the corporate MQB platform with the latest Audi A3; it will be about two inches longer, roughly as wide, and about an inch lower than the old model; and the wheelbase will grow by 2.3 inches to deliver a roomier cabin. But VWoA balks when asked about specific powertrains, equipment, or other details.

Among the unknowns is where our version of the Golf will be built—and we’re told that even the Germans have yet to decide. It might be assembled in Wolfsburg with the rest of its brethren, but the more likely location is Puebla, Mexico, like our Jetta and the Beetle. (This will, of course, require retooling at least part of the plant for the MQB bits.) Speaking of the Jetta, we expect the 1.8-liter direct-injected EA888 turbo four slated for that sedan­ to serve as the base engine in the 2015 Golf, too, even if VWoA won’t officially confirm it. The current 170-hp five-cylinder is toast on our shores, but we think the 1.8-liter will equal or perhaps slightly surpass its output.

Bag of Tricks

The new Golf boasts some impressive features for its class, including adaptive cruise control and collision warning, which are likely to make it here as options. We’re perhaps more excited that the cargo privacy shade stores under the load floor. The base-level cloth interior in the European-market cars is decent, but the high-zoot premium leather trim is phenomenal. U.S. cars probably will be finished somewhere in between. Automatic climate control and the oversized sunroof are a given for our market. So is a 5.8-inch touch screen, and an 8.0-inch screen is on tap, too, as an option.

Both screens are forward-facing evidence of a new modular infotainment architecture being adopted across the VW Group; most brands will share similar back-end electronics, although the user experience and/or controls will be unique to each. (We went in-depth with the setup in February.) In the Golf’s version, the graphics are bright and colorful, and the software responds quickly to inputs. Even better, the designers saw fit to tilt the center stack a few degrees toward the driver, the better to operate the touch screen. The message is subtle but clear, and the new Golf advertises itself as a driver’s car from the moment you slip behind the wheel.

The exterior styling is sharp and attractive, dominated by a long character line that spans the wheel arches. From the rear, the car looks low and wide, squatting as if its suspension had been slammed right from the factory. The Golf’s trademark C-pillar kink is more prominent, too, and is complemented by the shape of the fuel-filler door. This is the sort of detail-oriented design that separates appliances from cars people desire. Our only real aesthetic complaint involves head- and taillamps that—when illuminated—look a bit too much like the squircle-ish lights of the Chevy Camaro and Malibu.

Limited Smorgasbord

Europeans have multiple gas and diesel engine options, two of which we sampled at the international launch event. A 1.4-liter turbocharged, direct-injected four with cylinder deactivation delivered impressive gusto given its displacement—we took a deep look at the engine and drove a Polo with it earlier this year—particularly when paired with a seven-speed DSG, although we’re not likely to see this piece of hardware or its gearbox on our shores.

More relevant was the next-generation 2.0-liter turbo-diesel—our technical briefing is here—which will serve in our Golf TDI. Making 148 hp and 236 lb-ft of torque, this new EA288 offers a few additional horses over the old TDI engine, but more important is the noticeable difference in acceleration and drivability. Putting the six-speed DSG into sport mode no longer feels like a necessity, although emissions requirements mean that filling a urea tank will be required once the 2.0-liter arrives in America.

It’s up in the air whether we’ll see this state of tune or a more powerful one in the U.S.-spec TDI, although it might make sense to hold a stronger version in reserve for the next-gen GTD, which VWoA would like to sell here. We do know that we won’t be receiving any of VW’s BlueMotion fuel-economy specials. As for fuel-economy numbers, all we have are the typically optimistic Euro-cycle figures. We’ve included them in the spec panel, but take them with a chunk of salt.

A Worthy Successor

On perfect roads at reasonable speeds—all we were able to experience on our preview—the new Golf is wonderful to drive. The body feels stiff, the chassis firm, and the steering is as responsive as ever. In other words, VW didn’t screw anything up, creating a new Golf that’s as poised and balanced as the sixth-gen model that was on our 2011 10Best Cars list alongside the GTI.

Whether Golf v7.0 will end up on future iterations of our hallowed list has a lot to do with how much of the European version we drove is forthcoming. We could regale you with all manner of impressive details and numbers—for instance, VW says it has shed some 50 pounds from the body structure through the use of more high-strength steel and some advanced manufacturing techniques—but it’s probably more prudent to wait (and wait) and see exactly what the Germans have planned for us.

Did we mention that even Greece gets the new Golf next month?

Hyundai Sonata Review

The 2013 Hyundai Sonata ranks 2 out of 20 Affordable Midsize Cars. This ranking is based on our analysis of 18 published reviews and test drives of the Hyundai Sonata, and our analysis of reliability and safety data.
The 2013 Hyundai Sonata remains competitive in its class, thanks to high fuel economy estimates, modern styling and a spacious cabin. However, a number of newly-redesigned midsize cars may give the Sonata a run for its money.
Though the 2013 Hyundai Sonata is missing a few things that some of its rivals offer, like a six-cylinder engine and manual transmission, auto reviewers aren’t complaining. The 2013 Sonata has a four- and turbo-four-cylinder engine, and test drivers say both engines offer plenty of power for most drivers. Both engines have good fuel economy ratings of 24/35 (base) and 22/34 (turbo) mpg city/highway for the class. A few auto writers note that the Sonata’s engines are loud when pushed, but not any more than rivals.
Some journalists are disappointed with a few mid-grade interior materials, but overall, they like the layout, design and functionality the Sonata’s cabin provides. There’s plenty of space for families, and many test drivers like the stylish, contemporary interior design. Reviewers say the 2013 Hyundai Sonata has a good array of standard interior features for the class, including Bluetooth, auxiliary and USB audio jacks, satellite radio and Hyundai’s Blue Link telematics system. The 2013 Sonata can be equipped with features like a rearview camera, heated front and rear seats, a panoramic sunroof, Infinity sound system, HD Radio and navigation.

• "If you're in the market for a mid-size sedan and the usual suspects fail to arouse your emotions, the 2013 Hyundai Sonata could be the perfect choice. Given its generous level of standard equipment, its lengthy warranty and rising residual values, the Sonata offers perhaps the best value of the group." -- Kelley Blue Book
• "While its suspension composure lags rivals, it is offset by the entire lineup's unique blend of style, interior comfort, standard and available features, and value pricing. That's what makes Sonata an exceptional midsize sedan." -- Consumer Guide
• "This is, quite frankly, a tremendous amount of car for the money." -- Edmunds (2011)
• "It gives buyers a huge amount of refinement, driving enjoyment, comfort and style for not a lot of money." -- USA Today (2011)

Automotive News: The Best Used Cars For Teenage Drivers

Automotive News: The Best Used Cars For Teenage Drivers: It’s a glass half-empty or half-full situation for parents. Data compiled by the University of Michigan Transportation Research Institute ...

The Best Used Cars For Teenage Drivers

It’s a glass half-empty or half-full situation for parents. Data compiled by the University of Michigan Transportation Research Institute suggests teens just aren’t that interested in cars or driving these days. Eight in 10 Americans ages 17-19 had a driver’s license 30 years ago, but just six out of every 10 teens were behind the wheel in 2012. While having a teen at home without a license keeps the family’s insurance premiums low, and may prevent sleepless nights worrying about an inexperienced driver getting into accidents, the situation tends to leave Mom and Dad in the role of permanent chauffeurs.
Whether you’re the parent of a reluctant driver or a teen who’s champing at the bit to get his or her license, it can be challenging to find an affordable used car that’s safe, reliable and economical and won’t bust the family budget with sky-high insurance rates. While the kid may want to own a beater Mustang GT, a clanky open-top Jeep Wrangler or an old repair-prone BMW, most of us with young drivers living at home would prefer he or she settle for a more rational choice.

To that end, the experts at  recently compiled a list of 14 used cars that should be ideal for teen drivers; we’re featuring them in the accompanying slideshow with our own commentary. Each is from the 2009 model year and is valued at $15,000 or less according to Edmunds.com. They’re all rated by the Environmental Protection Agency to get 20 or more miles per gallon in combined city/highway driving, score average or better in annual repair visits according to TrueDelta.com and have received Top Safety Pick designation from the Insurance Institute for Highway Safety (IIHS) for garnering top marks in crash tests.

Importantly, all were originally available with electronic stability control (now standard on all cars) that automatically engages brake and throttle intervention to help prevent a vehicle from spinning out of control in sudden and/or extreme handling maneuvers. “Stability control is a godsend because it limits a lot of the dumb moves a young driver can make,” said Des Toups, managing editor of CarInsurance.com. Having stability control onboard was a requirement to earn the IIHS’ Top Safety Pick designation in 2009.
Note that pickups and sport-utility vehicles were deliberately left off the list of best cars for teen drivers for apparent safety concerns. “While some pickups and SUVs score well, they’re really not great choices for novice drivers,” says CarInsurance.com consumer analyst Penny Gusner. “They’re taller and have higher centers of gravity, making them more prone to ‘tripping’ on a curb or other obstruction and rolling over – a kind of accident that stability control can’t easily prevent.”
As icing on the proverbial cake, each of the models on the best cars for teen drivers list carries reasonably low car-insurance rates – or at least as far as teen drivers are concerned. They range from a low of $3,322 for a Ford Taurus to a high of $4,392 a year for a Mitsubishi Lancer GTS, according to quotes for a hypothetical 18-year-old student in Pensacola, Fla. with no tickets or accidents, maintaining a separate policy from his parents.
“There’s a big difference in insurance rates among the cars on the list,” Toups says. “But a teenage driver is going to pay a small fortune even if he chooses the most insurance-friendly car.”

2009 Subaru Impreza

Fortunately there’s enough variety among the cars on CarInsurance.com’s list for protective parents and their born-to-be-wild offspring to strike a happy medium when shopping for a used car. They range from the predictably sedate, including the Ford Taurus, Honda Accord and Ford Fusion, to the entertainingly quirky like the Scion xB and Subaru Impreza, and even some that are downright fun to drive such as the Audi A3 and Honda Fit Sport.
Note that the citations given for estimated insurance premium costs are for reference only, and are subject to a wide range of variables. These include a person’s zipcode, driving record and whether a teen driver is obtaining insurance on his or her own or is being added to the family’s multi-car policy. Some teens’ rates may be lower while others may be costlier – some prohibitively so.
Maybe being a live-in chauffeur isn’t such a bad idea after all.