Impressive right away. The driving position is straight and widely adjustable, the driver’s seat comfortable and supportive, albeit that I found under-thigh support to be set too high when the seat was in its lower positions. The steering wheel is a thin-rimmed affair, pleasing but for a small flattened section, with an attractive small central boss and a slightly overloaded array of buttons for the cruise control, telephone, audio, and so on.
There are new column stalks, too, which are quite cute. And, unlike in the new Volvo V40 and others in the class, the Golf retains a set of entirely analogue instruments; they’re bold and clear, like the rest of the swtichgear. Clearly they follow Volkswagen standards for clarity and ergonomics, and are much the better for it. It’s not a particularly swooshy, inventive or exciting interior, but that’s the way Volkswagen likes it – and that’s fine by us.
Cabin materials are generally excellent. Soft-feel plastics adorn the door tops and dashboard, while even areas of harder plastic feel like they have a depth, thickness and solidity to them. There’s no low-grade brittleness anywhere. Carpets line the door pockets; there are little illuminated ambient lights in the doors. It all feels classy. You could argue that it lacks the imagination of an Audi A3 or Volvo V40, but you can’t knock what it does. And its materials are a league ahead of those used in any non-premium branded hatch.
Rear accommodation is generous for the class, which is impressive given that the Golf remains less than 4.3m long. If you were downsizing from a larger car, smaller boot aside, I think you’d be pretty pleased with the Golf’s level of spaciousness.
And to drive, it’s very...Golfy. Like before, but with some welcome extra per cent added to each aspect. The ride of our test car was generally smooth on its 225/45 R17 tyres (albeit with £795 adaptive chassis control), while wind and road noise are both well suppressed. They make the Golf a refined, capable cruiser, with pleasingly consistent and well matched pedal weights and a light, positive gearchange with only a little notch.
The turbo engine is all but inaudible most of the time, and revs smoothly to a little over 6000rpm. It isn’t a high-revver, and has a broad spread of power and torque, making peak power of 138bhp at 5000rpm and peak 184lb ft from as low as 1500rpm.
It’s clear of notable lag but, as you move from off to part-throttle, our test car had an occasional hesitation in response. It was hard to know what it was: it felt almost like a traction control system intervening for a nanosecond, but clearly wasn’t. It could have been the cylinder deactivation kicking in or out, but it’s impossible to know for sure. A small foible, but noticeable nonetheless.