Volkswagen Golf review
The VW Golf remains a solid choice in the compact hatchback market
Our opinion on the Volkswagen Golf
The Volkswagen Golf is a family car icon and has long been a leading choice in the sector thanks to its great all-round ability and classless design. Some poor decisions with the eighth-generation model meant it wasn’t as user-friendly as the VW Golf Mk7, but the facelifted VW Golf Mk8.5 introduced in 2024 addressed most of these quibbles, and the car remains a comfortable and pleasant place to be. The ride quality is a little compromised over poorer surfaces, though, and there’s intrusive road noise at speed, especially on models with larger wheels.
When you buy a Volkswagen Golf, you expect high quality, but the current model doesn’t feel head-and-shoulders above its rivals. The focus on technology that was far from perfect at launch hampered things, but this is where the Golf Mk8.5 has made significant progress, with more intuitive touchscreen controls and improved ergonomics. While the VW Golf is still a decent choice, it’s a little behind rivals such as the Honda Civic, Toyota Corolla and Skoda Octavia.
About the Volkswagen Golf
The Golf name is second only to the Beetle in the history of Volkswagen in terms of importance. It’s been in production for more than five decades, and more than 37 million examples have been sold worldwide, making it a truly iconic family car - its ubiquity even saw VW use the phrase “like a Golf” for an ad campaign for the car a few years ago.
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Now in its eighth generation, the standard Golf comes only as a five-door hatchback, with the three-door and estate options no longer offered, while a range of petrol, hybrid and diesel powertrains are available. Trim levels range through Life, Match, Style, R-Line and Black Edition, while VW still offers plenty of individual options to tailor a Golf to your personal specification.
At the top of the range there are three performance variants: the plug-in hybrid GTE, the Volkswagen Golf GTI hot hatch and the fire-breathing four-wheel-drive Volkswagen Golf R. The regular line-up consists of five trim levels and five engines that include two petrol, two diesels, and a company car tax-friendly plug-in hybrid.
Volkswagen Golf prices and latest deals
There has often been a premium to pay for a Golf over rivals such as the Vauxhall Astra, and the current VW starts from around £29,000, which is some £3,000 more than its rival. That’s for a Golf in Life trim, while a small increase of around £600 will get you behind the wheel of a Match version with a significant increase in standard kit. Style models are priced from around £31,500, with R-Line adding a sportier look for around £600 extra. The top-spec Black Edition starts at around £33,500, which adds black detailing to the R-Line versions.
With plenty of stock available at dealers across the UK, there are savings to be had on the Golf in any of its guises, and you can find the best Volkswagen Golf deals via the Auto Express Buy a Car service.
There’s also the hot plug-in hybrid GTE for around £40,000. The perennial GTI starts from £41,000, while the GTI Clubsport costs around £43,500 and the limited-run Edition 50 is around £46,000. The quickest Golf R and R Black Edition models start from £46,000 and £47,000, respectively.
Performance & driving experience
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You’re spoilt for choice when it comes to engine options in the Golf, because there are petrol, plug-in hybrid and diesel choices. Unlike the Peugeot 308 or Vauxhall Astra, there’s no electric version, with the Volkswagen ID.3 offering the zero-emissions option in the Golf’s class.
There’s a six-speed manual fitted as standard to 113bhp versions of the 1.5 TSI petrol and 2.0 TDI diesel, while the 148bhp 1.5 TSI has a choice of manual or seven-speed dual-clutch automatics. The auto is standard on the 148bhp 2.0-litre diesel, while the plug-in eHybrid Golf features a six-speed dual-clutch automatic. All of these cars are front-wheel drive, with no option of 4MOTION four-wheel drive.
There are also a couple of Golfs for keen drivers, starting with the evergreen Volkswagen Golf GTI and potentially the licence-losing Volkswagen Golf R, which you can read about in our respective individual reviews.
| Model | Power | 0-62mph | Top speed |
| Golf 1.5 TSI | 113bhp | 9.9 seconds | 126mph |
| Golf 1.5 TDI DSG | 113bhp | 10.2 seconds | 126mph |
| Golf 1.5 eHybrid | 201bhp | 7.2 seconds | 137mph |
Performance, 0-60mph acceleration and top speed
The entry-level 1.5 TSI is a replacement for the older 1.0-litre three-cylinder petrol, and while it has a similar output, at 113bhp, the larger capacity boosts torque, so it’s more flexible to use. It’s fine for town work, although it needs some stoking to get up to motorway speeds. The more powerful 148bhp 1.5 TSI has a broader spread of ability and a quicker 0-62mph time of 8.5 seconds.
Likewise, the 2.0 TDI diesel is available in a lower 113bhp output to replace the older 1.6 TDI, and this lines up alongside a 148bhp option. They have 0-62mph times of 10.2 and 8.0 seconds respectively. Overall, the diesel is a smooth engine once on the move, with plenty of punch for motorway cruising and overtaking. The 201bhp eHybrid is also a swift performer, with a 0-62mph sprint of 7.4 seconds.
Performance from the GTE plug-in hybrid is pretty rapid, with the 0-62mph dash taking just 6.6s, while the GTI model is even quicker at 5.9s. At the top end of the range, the Volkswagen GTI Clubsport races to the same benchmark in 5.6s, while the hot R is a second quicker with a time of 4.6 seconds.
Town driving, visibility and parking
Undoubtedly, the most important quality of a family hatchback is its ease of use, and more than ever, the Golf is a car anyone can hop into and immediately feel comfortable with.
The mild-hybrid technology on the 1.5 TSI automatic smooths out some of the rough patches that we’ve previously noticed with VW’s DSG gearbox – particularly when moving off or reversing into a tight parking space. In comparison, the TDI diesel auto without the MHEV system still suffers from a touch of jerkiness, but the generous low-down torque means that the gearbox doesn’t need to kick down quite as often.
The Golf’s steering is nicely weighted and fairly precise, but it doesn’t offer much feedback and is quite slow off-centre. In some situations, this means that the Golf doesn’t feel like the most agile hatchback on the market, but it’s not a deal breaker.
Country road driving and handling
Historically, one of the VW Golf’s strengths has been to offer a chassis that delivers good body control through corners without compromising ride comfort on a bumpy road. Those characteristics continue with the updated Mk8.5; it’s not the firmest model in its class, but there’s sufficient control for big bumps to be dealt with in a single bounce of the springs, leaving the car feeling stable and sure-footed.
While some rivals handle more sharply, the Golf’s set-up is very well judged for Britain’s bumpy roads. The balance is impressively neutral, and grip, especially on the front axle, is strong, helped on some models by VW’s XDS electronic diff lock that gently brakes the inside front wheel to help the car turn in more sharply.
Motorway driving and long-distance comfort
The Golf isn’t the most refined car in its segment at the national limit – the Peugeot 308 has it narrowly beaten here, thanks to a touch less road noise – but the VW’s high-speed stability is class-leading. A strong engine line-up also works in its favour at higher speeds. Across the board, the power delivery is smooth and the engines are refined – even the diesels are muted under load, while a wide spread of torque means the auto gearbox doesn’t kick down too often if you ask for a bit more acceleration.
"One of the great things about the Golf is the range of engines that are available. You can choose between power and economy, yet even the most frugal units are still flexible, while the 2.0-litre turbocharged units at the other end of the spectrum are surprisingly economical when you consider their ability." - Dean Gibson, senior test editor.
MPG & running costs
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Officially, the 114bhp 1.5 TSI petrol achieves 53.6mpg, while the diesels are better still, with an official 64.6mpg figure for the 114bhp 2.0 TDI. Our preferred 148bhp 1.5 TSI isn’t far behind its less potent sibling at 52mpg (so there’s little reason not to go for the more flexible version), while the automatic-only 148bhp 2.0 TDI isn’t quite as good as the less powerful manual, but 60.5mpg isn’t too far behind.
Volkswagen has introduced many features to improve the Golf’s green credentials. Plug-in and mild-hybrid versions, stop-start systems and cylinder deactivation feature in the model line-up. The mild-hybrid 148bhp 1.5 eTSI does use less fuel than its non-hybrid equivalent, with a figure of 54.9mpg quoted, while we managed 47.4mpg in this model when we tested it against the Kia K4 hatchback. In comparison, the Kia managed 39.7mpg on similar roads.
As standard, the Golf has a 50-litre fuel tank, and if you match our test economy, that means a range of 520 miles is feasible.
| Model | MPG | CO2 | Insurance group |
| Golf 1.5 TSI | 53.3mpg | 120g/km | 17 |
| Golf 1.5 TDI DSG | 64.2mpg | 115g/km | 19 |
| Golf 1.5 TSI eHybrid | 256.8mpg | 25g/km | 26 |
Electric range, battery life and charge time
The Golf eHybrid has a relatively large 25.7kWh (19.7kWh usable) drive battery, and it has a claimed range of up to 89 miles in Match and Style trims. That should make it attractive to company car users who aren’t yet ready to switch to a full EV.
Rapid DC charging is on offer in the Golf, although a peak speed of 40kW means a 20 to 80 per cent charge still takes around half an hour. It’ll be much more cost-effective to use a 7.4kW home wallbox on a cheaper overnight tariff, and this should take around four hours for a full charge.
| Model | Battery size | Range | Insurance group |
| Golf 1.5 TSI eHybrid | 25.7kWh | 88.2 miles | 26 |
Insurance groups
The entry-level Golf Match 1.5 TSI starts from group 17 insurance, rising to 26 for the eHybrid. The performance versions climb much higher; the GTI is rated at group 31, and the Golf R is group 33.
Tax
The lowest rate of Benefit-in-Kind (BiK) company car tax is reserved for the Golf eHybrid, with emissions of 25g/km under the latest emissions testing regime. The diesels and lower-powered petrol offer similar emissions figures, while even the 148bhp petrol offers reasonable emissions below 130g/km, varying according to trim level and wheel size.
Depreciation
According to our market data, the petrol options hold their value best, with the numerous variants of the 1.5 TSI clinging on to roughly 48 per cent of their original price after three years or 36,000 miles. In contrast, the most expensive R model loses the most value, at around 40 per cent retained value over the same period.
In comparison, the Vauxhall Astra is only likely to maintain between 30 and 40 per cent of its value, while the slightly more costly Toyota Corolla is expected to maintain between 47 and 50 per cent.
Interior, design & technology
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The overall profile of the Golf is still unmistakeable, but the latest facelifted version features many subtle detail changes that give it more visual impact than the previous Mk7 model.
Interior and dashboard design
When the Mk8 first arrived, we found that the cabin layout was quite disappointing with its reliance on touch-sensitive controls. However, a lot of the issues have been addressed in the Mk8.5 version. Take the touch-sensitive steering wheel controls, for example. These would be easy to knock when steering, but they’ve since been replaced by actual buttons, so this no longer happens, and they are far more intuitive to use on the move.
However, the main volume control and temperature adjusters are still sliders set below the touchscreen. This is less of a negative than before, though, because they are now backlit and a little more responsive. At least there are proper volume-control buttons on the steering wheel.
Materials and build quality
Initially, the Golf Mk8’s cabin was a let-down when compared with its Mk7 predecessor. The materials used didn’t feel quite as posh as we’ve come to expect from the famous nameplate, especially when you consider the premium that VW charges for the Golf when compared with its rivals.
Not too much has changed on that front with the Mk8.5, so while it all feels fairly well put together, rivals such as the Peugeot 308 and even the Skoda Octavia feel more expensive inside.
Infotainment, sat-nav and stereo
There’s a 13-inch Discover touchscreen system as standard, and while it doesn’t quite sit as neatly on the dash as the digital instrument cluster, it’s a welcome improvement when compared with the system that it replaces.
The latest screen has faster loading times, an easier-to-navigate menu layout, and its additional size means that the climate controls are now on permanent display at the bottom of the screen and are easy to access and use when on the move. We’d rather have physical controls to make quick adjustments to the temperature, but the revised set-up is much better.
Many of the Golf’s driver-assistance systems have been tweaked, and are quickly accessible via a shortcut at the top of the touchscreen. Park Assist can now detect if a space is large enough for the car as it drives beside it. If it is, the VW can drive itself into the bay by adjusting the drive and steering. A 360-degree camera system is available as a £600 option on entry-level Life trim if you’d rather do it yourself but need a better view of your surroundings.
"There’s a sense of familiarity when you get behind the wheel of a Golf, because the basic layout has barely changed in more than 50 years of production, giving the latest Mk8 model a direct connection with every generation that has come before it." - Dean Gibson, senior test editor.
Boot space & practicality
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Previous generations of the Volkswagen Golf have been available with three or five doors, as an estate and even a convertible, but the latest generation has slimmed down to just a five-door hatchback bodystyle. The end of the estate also means that the pseudo-SUV Volkswagen Golf Alltrack with four-wheel drive has also been dropped.
Dimensions and size
The Golf Mk8 grew a few centimetres over the Mk7, and the mid-life update has left the overall dimensions alone. As a result, the Golf is slightly smaller than some of its rivals, with the Vauxhall Astra and Kia K4 being longer and wider than the German hatch.
| Dimensions comparison | |||
| Model | Volkswagen Golf Mk8 | Vauxhall Astra | Honda Civic |
| Length | 4,282mm | 4,374mm | 4,560mm |
| Width | 1,789mm | 1,860mm | 1,802mm |
| Height | 1,483mm | 1,441mm | 1,408mm |
| Wheelbase | 2,620mm | 2,675mm | 2,734mm |
| Boot space | 381-1,237 litres | 422-1,339 litres | 409-1,187 litres |
Seats & passenger space
The driving position is spot on, while a wide amount of adjustment in both the front seat and the steering wheel makes it easy for most people to get comfortable behind the wheel. Electric front-seat adjustment with memory settings can be had for £825, which might be useful if you share the car with another driver and want to quickly recall your seating position. The ability to raise the seat up high, if necessary, and the small windows in the windscreen pillars mean better visibility than in most rivals.
There are some well thought-out storage areas, from the large glovebox to a dedicated smartphone slot complete with wireless charging. The latter is angled forward, so your device can’t fall out of place while driving. The door bins are large and are carpeted both front and rear to stop items from rattling about. That does mean they’re not a great place to store snacks, though.
Adults will find a reasonable amount of kneeroom compared with most rivals, while the flat roofline means that even taller people have space above their heads. The outer seats are quite sculpted, and are a little more upright than in other rivals.
If you need to squeeze three people in the back, the occupant of the middle seat will find the position is fairly soft, and there’s a high central tunnel they’ll need to straddle, forcing their feet into the space of the other two occupants.
Storage is decent, with map pockets and smaller smartphone slots on the back of the front seats. If only two people are sitting in the rear, there’s a fold-down central armrest with a pair of cup-holders.
A pair of Isofix child seat mounting points are provided on the outer positions of the rear bench seat, plus the front passenger seat. The hooks in the back are hidden behind some easily removable plastic tabs.
Boot space
A 381-litre boot capacity isn’t the largest available in the segment, but it is a neatly designed shape with a fairly low loading lip. An adjustable-height boot floor is also available, helping to create a level load area in its highest position when the rear seat backs are folded down. When in this configuration, the hatchback’s overall storage capacity increases to 1,237 litres.
Just be aware that the R model has a smaller 341-litre boot due to modifications required in order to accommodate the four-wheel drive system. The battery pack in the plug-in eHybrid and GTE models takes up even more space under the boot floor, reducing capacity to 273 litres.
Towing
If you're planning on using your Golf for towing, then you'll be best served with the 148bhp 2.0-litre diesel that can tow a braked trailer or caravan of up to 1,600kg, or either the eHybrid and GTE plug-in hybrid models that can pull up to 1,700kg.
The 148bhp 1.5 TSI petrol and 114bhp 2.0 TDI diesel can haul around 1,500kg, while the 114bhp 1.5 TSI has 1,300kg of towing ability – although we suspect it’ll feel a bit underpowered up hills. Surprisingly, the Golf GTI and Golf R are both rated to tow, with max weights of 1,600kg and 1,700kg, respectively.
"It’s a shame that there aren’t as many bodystyles for the Golf as there used to be. The three-door hatchback disappeared while the Mk7 was still in production, and as for the estate, this did return for the eighth generation, but only on the Continent, because it’s not available in right-hand drive." - Dean Gibson, senior test editor.
Reliability & safety
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Unfortunately, the latest Volkswagen Golf came second from last in the most recent Driver Power satisfaction survey, only one place up from its 2024 score. Owners are unhappy with numerous aspects of their cars, with the majority of issues surrounding the infotainment system, and the mix of touchscreen and physical controls. The updated Golf has a much improved touchscreen set-up, so several of these issues will hopefully be resolved.
The Volkswagen brand came 27th out of 31 manufacturers included in the survey – a rise of only two places from its 2024 position, and further evidence that work still needs to be done to improve the VW ownership experience.
The Golf has a strong reputation for being safe, and the Mk8.5 comes as standard with plenty of safety kit such as adaptive cruise control, a driver fatigue-detection system, a road sign display system, and an autonomous braking feature that intervenes in an emergency to help reduce the possibility of accidents.
It also features Volkswagen’s advanced Car2X driver-assistance system. The tech communicates wirelessly with other similarly equipped vehicles, and is able to warn drivers of problems such as roadside hazards, broken-down cars, and vehicles ahead that have applied emergency braking. The system also uses the information it receives to detect when the end of a traffic jam is coming up, and is then able to re-engage the car’s adaptive cruise control once the traffic clears.
Euro NCAP put the latest Golf through its safety tests in 2019 and reassessed it in 2022 to ensure the earlier score was still relevant with a more rigorous testing procedure. In both instances, the popular hatch was judged to have a top five-star rating, although the Honda Civic that was also tested in 2022 achieved higher scores in the adult, vulnerable road user and safety assistance categories. At least the Golf did much better than the Peugeot 308, which only got four stars out of five.
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | Five stars (2025) |
| Adult occupant protection | 80% |
| Child occupant protection | 86% |
| Vulnerable road user protection | 65% |
| Safety assist | 79% |
Buying and owning
- Best buy: Volkswagen Golf 1.5 eTSI DSG Match
We think it’s worthwhile upgrading from the entry-level Life model to the better-value Match version because you get a few more useful features, plus this trim is available with our preferred 148bhp 1.5-litre petrol engine, whereas the less expensive Life only comes with a 114bhp version of the same engine that lacks the flexibility of its more potent sibling.
We’d recommend adding the Winter Pack (around £600) if you can, because a heated steering wheel and front seats are nice features to have on a cold morning. The surround-view camera pack (around £400) isn’t a bad choice if you want to get a top-down view of the car in order to help spot and hopefully avoid any kerbs.
Volkswagen Golf alternatives
As mentioned above, the VW Golf faces competition not only from rival manufacturers, but also from the SEAT Leon and Skoda Octavia within its own stable. Other challengers include the Kia K4, Hyundai i30, Honda Civic, Mazda 3, Peugeot 308 and Vauxhall Astra, while the Ford Focus, a long-time class leader, is now only available from dealer stock. For those looking towards the premium end of the market, there’s the Audi A3 (another car based upon the same platform as the Golf), Mercedes A-Class and BMW 1 Series.
Anyone interested in a hybrid car but doesn’t fancy plugging in should consider either the excellent Honda Civic, or the frugal Toyota Corolla.
Frequently Asked Questions
Let’s put it this way, you know what you’re getting with a Golf. It has classless looks, feels well built and has a range of petrol, diesel and hybrid engine options to choose from. It’s a bit more expensive than some rivals, but there’s good tech on board and it’s an enjoyable hatchback to drive.
Deals on the Golf and alternatives
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