Volkswagen reinvented the hatchback sector in 1974 and have set the precedent with the Golf ever since. It became the basis that founded the hot hatch division - merging performance with pragmatism - with the Golf GTI. It's become an iconic symbol, representing all things to all people
Callum Alexander | Callum on Cars | Icons
Petrolheads will be privy to the unofficial pantheon of cars that act as ambassadors to the people of Planet Earth. We can all name them, they roll off the tongue: Volkswagen Golf, BMW 3 Series, Porsche 911, Range Rover and Mercedes S Class.
This famous five each throw down the gauntlet to rivals in their individual class; they set the standard and represent the benchmark for the rest to follow. The pre-eminent traits don’t radically alter from their original blueprint: instead engineers reinvent their stamp of authentication, as they progress into their next incarnation. The upshot of this philosophy means that this haloed bunch command considerable respect within the car universe - so much so that this influence rattles rivals into submissive mimicking.
From a rational perspective, given the sheer scale, depth and diversity of the German motoring industry, it is of no real surprise that 80 per cent of this famous five line-up are of German origin. The levels of ergonomic refinement, quality and engineering excellence stemming from these four complete a package that is often unmatched by rivals. There are of course exceptions: note the Range Rover, which in this line of comparison stands out like a sore thumb. But this premise espouses the principle that the German car industry is one of the strongest on the planet - a vast cauldron of creation and pioneering innovation - some of the best examples from the car universe originate from here.
Don’t misinterpret my summarisation though: this remit is not exclusive to German cars, but it can often be the outcome after diligent and detailed consideration. The Volkswagen Golf can put its name attesting to this prominent accolade: it is widely considered by many to be one of the best hatchbacks ever made. The plaudits have flocked to its name throughout its illustrious history; it is recognised as VW’s signature dish for more than four decades - an iconic trademark of the brand.
The Golf is one of the most universally recognisable cars on Earth, so much so that it has almost morphed into an individual entity of its own. Unveiled in 1974 as the replacement to the remarkably popular Beetle, the Mk 1 Golf had much to live up to. But it was ideally suited to take over the mantel; built on a blueprint of model diversification, the platform was inherently versatile with a variety of hatchback variations that were gradually drip fed into the line-up. This offered consumers something the Beetle could not and added to the Golfs appeal. In part, this reason has contributed to the long-term sustainability of the Golf.
This foundation of base credentials captured the transpiring gap in the car market, the practical and multifaceted hatchback category. The benefits that entailed made the Golf the solution to affordable and modern motoring: it was all things, to all people. Italian designer Giorgetto Giugiaro made this possible in the layout and design of the Mk 1 Golf: it was front engined which created boot space in the back; the track proportions were longer and wider which made for more room inside the cabin, providing greater convenience and accessibility. This eclipsed the Beetle’s credentials in every department.
Combined with a simple and tidy design - it also had a hint of flare - the Golf represented the progressive turning of a page in the history of car evolution. It was a premium quality product which made it reliable and dependable, traits that were sought after. When you think about it, it was a people’s car. Over its 9-year production cycle, 6.8 million Mk 1 Golfs were made – it laid the foundations that has built an iconic dynasty for VW.
What caught petrolheads’ imagination though was what catapulted the image of the VW Golf into new territory: the GTi. The legendary name translated as gran turismo injection. This spark of ingenuity branched a launch pad for a practical performance hatch; it would ruffle feathers in the Hot Hatch division, and add another string to the Golf bow.
Legend has it that VW engineer Alfons Lowenberg envisaged great potential in the brands new signature dish hatch, that along with colleagues who shared this vision set about making a ‘Sport Golf’.
The fruits of their labours were revealed at the 1975 Frankfurt Motor Show. To the casual glance, the GTi appeared to imitate a normal Golf. On closer inspection though, it was anything but. Sporting the now synonymous GTi tartan upholstery, a bulkier exterior and front grille outlined with a red strip, these cosmetic cues illustrated the GTi as a different type of Golf.
The biggest differentiating factor though was under the bonnet: a 1.6 litre, fuel injected engine made 108bhp which fired the GTi to 60mph in nine seconds before reaching a 110mph top speed. It was a considerable hike in pace compared to the 80mph top speed of the Beetle. Epitomising the Golf’s constant growth, later Mk 1s featured larger 1.8 litre units, upping power slightly to 112bhp that in turn assisted the quicker 60mph sprint to 8 seconds.
The resounding success of the Mk 1 Golf ignited a rivalry that spans right to the present day. In 1979, Vauxhall launched the first-generation Astra with the incentive of targeting motoring consumers flocking to the Golf that monopolised the hatchback gap in the market. It was hoped the Astra could lure admirers of the Golf, as well as owners away. The Astra has paralleled the Golf ever since, and provides food for thought as a plausible alternative.
In 1983 the Mk 2 Golf was an evolution from the Mk1. Retaining a similar silhouette, it was longer, wider, taller, all adding further family hatch feasibility to the Golf proposition. It also exhibited a catalytic converter that was added in 1984 and an anti-lock braking system in 1986. These modifications did make the Mk 2 120kg heavier than its predecessor mind. Visually, the Mk 2 looked even boxier compared to the Mk 1 - the crevices were scored sharper, and with harder indentation.
The GTi version that came along in 1985 received additional power in the form of a 16-valve fuel-injected 1.8 litre engine, it enabled a top speed of 140mph - quick for the time. The Mk 2 replicated the feat of the Mark 1 with almost 7 million models sold. This rapid rate of advancement has contributed in facilitating the unstoppable rise of the Golf, making it one of the best and most iconic cars ever made.
The Mk 3 hatch represented the biggest overhaul with safety standards in the Golfs history when it was launched in 1991. The direct consequence transformed the production process of the Golf: front and side airbags were installed, anti-lock brakes added and the body work was designed to better absorb potential pedestrian impacts. Visually the new exterior was more aesthetically appeasing - the curves and crevices were sculpted smoothly; it wasn’t harsh to look at.
The top of the pecking order received a shake up as well, with the introduction of the 2.9 litre VR6; making it the first Golf to have a six-cylinder engine. This bumped the GTi down a peg in the Golf hierarchy, but it was still a hot hatch catch: the engine swelled to 2.0 litres, with the 16v version pumping out 148bhp. Estates were proving to be a popular and multipurpose choice, so the Mk 3 offered the first estate variant.
The Mk 3’s dimensions were stretched slightly too, making for more space inside. Cruise control was also available for the first time, whilst an oxidation catalytic converter was implemented to improve efficiency. This pallet of versatility helped in the cause of the Mk 3 Golf winning European Car of the Year in 1992.
When the Mk 4 Golf broke cover in 1997, the design had received a modernisation makeover; VW’s head of design Hartmut Warkuss had integrated his vision into the Golf identity. The dimensions were subtly elongated again, with the platform underpinning a collection of cars from other brands under VW custodianship.
The focal point of the Mk 4 though was the interior: the ergonomic refinement leapt ahead of cabins from more expensive car categories – it reset the precedent for hatch back quality. The comfortability that was now afforded to occupants in the Golf elevated the standard of interior design; it became an appealing environment to sit in and not just a utilitarian setting.
The drivetrain also had a raft of changes added to fortify safety, like electronic stability control that became standard on every Golf from 1998, and window airbags for better protection. Boosting performance was the introduction of direct injection petrol engines with a six-speed manual transmission.
But it’s the top of the range R32 that kicked up a storm, even for a hot hatch. It not only sported a 3.2 litre VR6 six-cylinder engine, but it had the first dual-clutch gearbox in a Golf, referred to as DSG by VW. For the time, it possessed some startling numbers: 0-60mph took less than 6.6 seconds before rollicking all the way to a 155mph top speed.
Debuting technology set the changing trend with the Golf as VW reset expectations of hatch back potential and possibility. In 1998, the first all-wheel-drive Golf broke hot hatch barriers, it was called 4MOTION to use VW jargon. A noteworthy Haldex clutch was inserted, it was an autonomous system that recorded data from the driver’s inputs; engine performance, transmission and braking measurements were collated and utilised to improve grip levels.
In the Mk 4s lifetime, 4.92 million models were made until 2003, with the Golf topping 20 million at the turn of the millennium - a formidable feat that emphasised its vast and widespread appeal.
The fifth generation of Golf arrived in 2003, it had structural and component upgrades to dial up the Mk 5’s dynamic capabilities. The redesigned PQ35 chassis was 35 percent stiffer than before providing a more compact drive; coupled with new multilink suspension that replaced the archaic torsion beam rear axle setup meant it could compete with the increasingly rivalrous competition that the Ford Focus and Vauxhall Astra posed to the Golf.
These two antagonists in particular were challenging the Golf’s repute. It became the impetus that fuelled VW to perpetuate the prestige of their most iconic asset. VW left no stone unturned with the Mk 5 Golf GTI; the engine configuration was revised, with the 2.0 litre unit becoming the first to utilise turbocharged direct injection. There was also a world first: a twin charger engine was introduced in 2006. Called TSI, it comprised of a supercharger for low end torque and a turbocharger for maximum output. It was a novel solution that gave the Golf the aptitude and capacity to excel in clashes with rivals.
But it wasn’t just in the hot hatch department that the Mk 5 Golf set the trends, there was regulation pressure put upon the car industry to cut back on emissions emitted by the internal combustion engine in their products. It provided an opportunity for VW to market an eco-friendly model - this came under the name BlueMotion. The Golf variant debuted in 2007 and could do 62mpg; this was made possible by shrouded bodywork improving coefficiency to name one of a number of revised details.
The exterior had also received an extensive modernisation. The Mk 5 design diverged away from the traditional boxy, square silhouette that had come to identify and define the Golf dynasty. This new direction reinvigorated the Golf image - it had a smooth outline that looked stylish and sporty. A range of options also premiered on the Mk 5: Bi-xenon headlights, rain sensors, a panoramic sliding roof and a new seven-speed DSG gearbox could be ticked.
The Golf range was augmented further with the addition of the Golf Plus; it was a compact MPV with a more practical slant of the Golf template. It contributed to 3.27 million Mk 5s rolling off the production line by the end of 2008 when its custodianship of the Golf icon ended.
When the sixth instalment of the Golf was introduced later in 2008, VW were confident enough to market it as the benchmark hatchback, illustrated as such in their ‘Just Like A Golf’ advert. This was not VW casting hubristic dispersions; the Mk 6 Golf lived up to the bold proclamation. Styled by Walter da Silva, the look was spruced up - it had a rung of refinement that previous generations lacked. Another level of safety was billeted to the Mk 6 Golf: the body work was laser-welded, that along with improved safety technology, earned it the five-star safety rating from EuroNCAP.
The interior of the Mk 5 fell below the trademark Golf grade, but a proactive stance sought to amend this shortfall in the successor. Volkswagen’s diligence paid dividends with an uprated, premium quality cabin in the Mk 6 that lived up to expectations.
Great strides were made with the second generation of the Golf BlueMotion. Extensive effort was put into improving the fuel consumption and efficiency: it was capable of 74mpg – still a frugal consumption by todays comparisons – and will emit just 99 g/km of CO2 emissions. Quite the accomplishment contrasted to rivals.
The hottest hatch in the Mk 6 range was rebranded as the Golf R. The drivetrain was upgraded to a 2.0 litre TSI turbocharged engine which could propel the R to 60mph – if equipped with the DSG gearbox – in 5.5 seconds. That power was distributed through the Haldex 4motion all-wheel drive system newly integrated into the R.
There was a selection of features launched on the Mk 6 Golf; an auto stop/start system; brake energy recovery; electronic dynamic chassis control suspension; park assist and hill start assist systems; cornering lights and LED rear lights – all trailblazing tools that spearheaded the Golf transformative advancement.
It was in part this innovatory approach that led to the Mk 6 Golf being awarded the coveted 2009 European Car of the Year award; an accolade that highlighted the gulf in class VW had created in the hatchback segment. In spite of this trendsetting overhaul that culminated in arguably the most improved Golf, VW stopped production of the Mk 6 after just four years in 2012.
Its legacy became the bedrock for the Mk 7 Golf. Debuting in 2012, it followed a similar formula to its predecessor with VW adopting a progressive approach. This is outlined in the slight expansion of proportions – it’s longer, wider and taller than the Mk 6 – yet the Mk 7 weighs 100kg less. Fuel consumption and emission output across the Mk 7 range has been reduced by 23% thanks to the revised engine selection; that includes the 1.4-litre TSI petrol unit which has a cylinder deactivation system to improve efficiency further.
The Mk 7 also premiered semi-autonomous assistance technology: a multi-collision braking system, PreCrash preventative occupant protection and driver fatigue detection were all features that acted as a safety net for occupants. Outlining the high level of engineering excellence in the Mk 7 Golf, an XDS electronic differential became standardised across the range.
Stowed away in the ranks, Volkswagen are also armed with the most hardcore and hottest Golf hatch ever created in their dynasty. The Mk 7 Golf R has serious performance credentials – so much so that it breaches the lower tiers of the sportscar realm. Power is sourced from a 2.0 litre turbocharged engine, and packs 306bhp. The R can rocket to 60mph in 4.6 seconds with the DSG gearbox fitted and – with the Performance Packs ticked – hurtle to a top speed of 166mph.
This potency is matched with classy style and a sumptuous interior finish that make the Mk 7 Golf R an exceptional all-rounder. The chinks in the armour are few and far between; perhaps the biggest stumbling block is the price: with all the Performance Packs added, it costs £37,140. From what the Mk 7 R offers, an inkling suggests you won’t get more versatility and capability for less.
This accomplished pallet of ability was a factor contributing to the Mk 7 Golf winning a trio of top awards, like: the 2013 European and World Car of the Year, and 2015 North American Car of the Year. It’s a hatchback hard not to like, and even harder to ignore.
To back up strength of feeling, facts tell a truth that outline motoring consumers’ choices: since its inception 45 years ago, over 35 million Golfs have been sold all over the world. That equates to a yearly production of 780,000 a year - or to put in into more tangible context – one new Golf sold every 41 seconds. Staggering stats that speaks volumes about the Golf’s popularity.
Its appeal has been built through toil and tinker, carved out through trial and error; the reputation that has matured through Golf generations consolidates considerable credibility and clout. It is hard to doubt its significance and influence – the Golf brand has not only steered the direction of hatchback evolution, but gave birth to the hot hatch revolution. It is the beating heart of Volkswagen – the bread and butter that pays for the jam – the Golf has become indispensable and integral to VW’s reputation.
As the motoring industry switches from internal combustion to electrically sourced power, the Golf will become the driving force spearheading Volkswagen’s vision into the future. This convoluted transitional phase places greater emphasis on the Golf – as Volkswagens most famous icon - it will become the foundation to build a brand-new blueprint. This new chapter has started in the guise of e-Golf.
This turning of the page eradicates the use of internal combustion engine terminology and jargon; in its stead resides an entirely different set of linguistics for the new underpinnings. The e-Golf deploys a 1 speed electric motor that sparks 134bhp, it will slingshot VW’s haloed hatch to a 93mph top speed.
The notorious issues surrounding the drive range and charging times of electric cars are well circulated. VW have combated these two bugbears and yielded commendable results with the e-Golf. With a range of 144 miles, it would need one charge every five days for the average driver doing 25 miles a day.
Of course, there is still room for improvement to increase driving range to meet the demands of modern commuting; this aspect of compatibility and convenience is essential in order to convince motorists that it’s worth the switch from internal combustion to electric without significant hinderances, limitations and hassle. That is an area of continuous development, but the e-Golf can be rapid charged to 80% in 45 minutes if the need arises. With the price set at £27,575, it needs to fit life like a glove.
So, with the e-Golf, VW are flying the flags of the future whilst simultaneously carrying the torch and lighting the way for rival hatchbacks to follow.
With the hatchback market expanding exponentially from increased competition, the VW mission statement for the Mk 8 Golf iteration must hold bold proclamations to reassert its benchmark status that VW’s talisman unofficially possesses. It has a lot to live up to, but judging by VW’s track record of the Golf, there is little reason to be worried. Just like the Golf generations gone before it, the Mk 8 promises to be every inch an icon.
Callum Alexander | Callum on Cars | Icons
Photos: CarScoops, Autocar, Volkswagen
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