Volkswagen Golf Mk7 Review (2013-2019)

What is the Volkswagen Golf?

Ask someone to think of a compact family hatchback and a Golf will spring to mind. For the best part of half a century, the German machine has been the default choice for buyers who want practicality, dependability and a dash of upmarket class.

Launched in 2013, the seventh generation model is arguably ‘peak Golf’, the car that best embodies the evergreen model’s broad appeal. With its handsome lines, an interior that combines space and premium feel, plus polished driving dynamics, the versatile VW does it all. It also manages the neat trick of being classy yet classless, as at home parked outside the Savoy as it is on the school run.

The mk7 VW Golf’s line-up comprises a broad spread of modern, technically advanced turbo petrol and diesel engines, as well as a plug-in diesel/electric hybrid model (the GTE), and a fully electric version, the e-Golf, claimed to eke out 118 miles from a single charge. Warm or hot hatch options include the diesel-powered Golf GTD and the petrol Golf GTI and all-wheel drive Golf R.

Even in sporty Golf GTI guise, the mk7 Volkswagen Golf is a neat piece of design rather than an exciting one, and the same could be said of its well made cabin. Dynamically – with the exception of the GTI and all-wheel drive R models – it trades thrills for all-round accomplishment and as a consequence is extremely easy to live with. It exudes a feeling of quality, which helps keep its residual values high – not so good when you’re buying one, but useful when you sell it again.

In February 2017 the Golf was given a mid-life refresh to help boost its showroom appeal. Often referred to as the mk7.5, it doesn’t look much different, but the engine range was simplified, standard equipment levels improved and extra technology was added. In 2019, this model was replaced with an (almost) all-new eighth generation version.

How practical is it?

Throughout its life, the Golf has never been the biggest or most versatile car in its class, but it’s always delivered enough family-friendly versatility that few buyers will have serious complaints. In fact, the beauty of the extensive range is that if you do need more space, then there’s versions to suit, from a basic three-door hatch to the cavernous estate and the MPV-flavoured SV model.

Whichever model you choose, you’ll get the same logically laid out dashboard that’s easy to use and built from high grade materials. The driving position is also excellent, with an extremely wide range of seat and wheel adjustment helping drivers of all shapes and sizes to get comfortable behind the wheel.

There’s also decent space for those in the back, with only those over six-feet tall feeling in any way hemmed in. It’s also possible to squeeze three adults across the rear bench, although none will thank you if you tackle anything other than a short journey like this. If you need more room to stretch out, then the taller and longer SV model should be just the ticket, its sliding rear seats allowing you to choose between extra space for either legs or luggage.

Whichever version you choose, you won’t be short of storage space for all your odds and ends. There are deep, flocked-lined (perfect for stopping items rattling or sliding about) door bins, a large glove box, a deep lidded cubby between the front seats and numerous cupholders. There’s even a handy sunglasses holder set into the roof.

In terms of boot space, the hatchback serves-up useful but not exceptional 380 litres of capacity, which stretches to 1,270 litres when you fold the rear seats flat. For the estate, these figures swell to 605 litres and 1,620 litres respectively, while the SV offers 590 litres and 1,512 litres. None of these can match the vast and closely-related Skoda Octavia, but overall the Golf is a very spacious and sensible choice.

What's it like to drive?

A big part of the Golf’s appeal is wrapped up in the satisfying way it drives, its blend of accurate handling, strong refinement and excellent comfort meaning it rarely fails to match your mood. Of course, there are also a wide range of models to choose from, with everything from fuel-sipping diesels through the fire-breathing GTI and R hot hatches.

Whichever model you choose, you’ll get the same slick and well-weighted steering that makes it easy to place the Golf in corners, while strong grip and taut body control inspire confidence when hustling the car down your favourite twisting back road. It’s helped here by an excellent torque vectoring system that very subtly brakes individual front wheels to stop the car’s nose washing out wide when attacking a bend with gusto. It’s easy to drive too, its relatively compact external dimensions and light controls.

Yet the Golf combines this agility and composure with fine comfort, the ever so slightly firm low speed ride becoming more supple as you go faster. Wind and road noise are also kept to a minimum, as is any undue commotion from the engine, with both the diesel and petrol options only intruding when worked hard.

Speaking of engines, there are a wide range of units to choose from. All are fairly punchy performers, with only the entry-level 1.0-litre and 1.2-litre petrol feeling a little out of their depth on fast moving roads. However, the more powerful versions have no such issues, feeling eager and responsive, while the larger 1.4-litre and 1.5-litre TSI units serve up the best blend of muscle and low running costs. There’s also a choice of very frugal and refined 1.6-litre and 2.0-litre TDI diesels, while the 178bhp GTD offers hot hatch pace and poise with penny-pinching running costs.

The Golf also beat most of its rivals to electrification, with the option of both plug-in hybrid and pure EV versions. The former is called the GTE and packs a 1.4-litre petrol and electric motor, which combine to deliver a healthy 204bhp and a real world electric range of up to 30 miles.

For the e-Golf there’s a 113bhp electric motor that delivers brisk rather than quick acceleration, while the facelift models benefitted from a punchier 134bhp output. Either way, with both versions it’s smoothness and silence make it a relaxing choice, especially around town. In terms of range the VW lags behind the current crop of more advanced EVs, with the early versions struggling to deliver much beyond 100 miles. Find a later car with the larger 35.8kWh battery and you can expect around another 30 miles from a charge.

Sitting at the top of the range are the GTI and R models. The latter features over 300bhp in its latest guise, a grippy four-wheel drive system and lowered and stiffened suspension, making it one of the fastest and most composed cars in real world conditions. Yet don’t discount the front-wheel GTI, which with up to 242bhp is hardly a slouch, plus it’s lighter and has rarity on its side (when new, very enticing finance deals meant most buyers opted to pay just a little bit more each month for the R over its less powerful pocket rocket sibling).

If you want something a little more rugged, then the Golf Alltrack will happily oblige. With its raised ride height, chunky body cladding and four-wheel drive, it mixes estate car versatility with a dash of SUV kerb appeal. On the road it's comfortable and handles well, yet it’s also more capable when tackling the rough stuff than you’d believe, making it a genuinely capable all-rounder.

Pretty much every Golf has the option of either a slick and precise six-speed (five on the lowest-powered models) manual gearbox or a smooth and swift-shifting DSG twin-clutch automatic.

Technology, equipment & infotainment

The Golf used to have a reputation for being sparsely equipped, but that had all changed by the time the seventh generation machine came along. While the entry-level S looks fairly low key with its plastic wheel trims, it does get all the kit you’re likely to need, including air-conditioning, remote central locking, electric windows, DAB radio and Bluetooth connectivity.

Step up to the GT or R-Line models and you benefit from a few key upgrades, including alloy wheels, sports seats and improved infotainment, as well as some sporty visual upgrades. However, the pick of the bunch are the Match and Match Edition models that sit just above the S and add dual zone climate control, auto dimming rear-view mirror, adaptive cruise control and heated seats.

In terms of technology, the early entry-level cars get a fairly basic but easy to use infotainment system that allows smartphone connection using Bluetooth. However, all other models feature a more advanced set-up with a larger eight-inch touchscreen that looks slick and features a logical menu layout. Later cars get an even crisper-looking display and the benefit of Apple CarPlay and Android Auto for seamless connection to your phone.

As an option, a larger 9.2-inch screen was available. It looks pretty flash, but with fewer physical ‘hot keys’ it’s actually a bit of a fiddle to use, meaning that if you can do without its extra features then the standard set-up is actually the more desirable in day-to-day use.

Volkswagen Golf running costs

Because VW committed so many development hours to making the whole range of engines for the Golf mk7 clean and efficient, all but the high performance derivatives made before 2017 fall into the lowest annual Vehicle Excise Duty tax bands. In the case of the GTE hybrid and fully electric e-Golf there’s no VED to pay, nor any London Congestion charge, but against that you should weigh up the fact that both these cars are more expensive to buy than their internal combustion engine siblings – if you live near one of London’s zero emissions zones, though, the expense could be worth it.

Fuel economy across the range is excellent, with even the 2.0-litre GTI giving a claimed 44mpg despite its impressive high bhp figure. Claimed consumption for the GTE hybrid is an incredible 156.9mpg, but that’s based on the batteries for the electric motor being in peak condition and being able to charge every 20-30 miles – in the real world mpg figure is likely to average out at more like 55. In fact, most of the mk7 range will give you around that figure in regular driving, while economy-minded models such as the 1.6 TDI BlueMotion (with its claimed figure of 83mpg) should easily achieve numbers in the high 60s and early 70s.

As for insurance groups, the mk7 Golf ranges from group 11 for the 1.0 TSI S, through to 39 for the sportily inclined Golf R. Servicing is going to be a little more expensive than for a an equivalent Ford or Vauxhall, but Volkswagen does offer a fixed price servicing programme for cars three to 15 years old – prices for a minor service are from £179, while a major service (every 24 months or 20,000 miles, whichever arrives soonest) costs from £349.

Volkswagen Golf reliability

Dependable Golf? Hmm, in the case of the mk7, not always… A plethora of manufacturing problems and component defects has seen the car subject to a string of recalls, some of them quite serious. These include airbags and seat belt tensioners that potentially wouldn’t go off in an accident; a faulty weld in the gas generator for the airbags that could cause metal fragments to be ejected along with the airbag in a crash; child locks that unlocked themselves; disintegrating rear hub carriers that could result in a rear wheel falling off; too thin brake discs being fitted that could crack under really hard braking; weak welds on head restraint mounts that could fail in an accident; and defective front wheel bearing housings that might fracture.

Given the potential gravity of these failings it would be extraordinary if the Golf you’re looking at was missed by VW’s safety net, but we’d recommend that you check through an official Volkswagen dealer. It should also be stressed that these issues affected a comparatively small number of cars in each instance.

But those aren’t the mk7’s only woes. Although not as troublesome as in the mk6 Golf, the twin-clutch DSG automatic gearbox has been known to be jerky and erratic, even cutting power at low speeds, say on the exit to roundabouts, failing to engage gears, and even stopping the car altogether. The sensors on the optional Adaptive Cruise Control – which keeps you at a set distance from the car in front – can be overly sensitive to slight damage or even a crisp packet flying in front of them, and slam on the brakes unexpectedly: recalibrating the system costs about £350.

On a small number of petrol engines the timing chains have broken, causing catastrophic engine damage, and there are reports of premature turbocharger failures, too. Electromechanical handbrakes on some manual cars have randomly released themselves, and leaking dampers have been flagged up on the MoTs of three-year old cars.