With more than 35 million sold, the Golf is Volkswagen’s best-ever seller. So when it’s time for a new one, the company doesn’t mess around. Thus the new, eighth-gen Golf, launched today, is a car VW AG calls the most progressive Golf ever, adding that it’s “digitalized, networked, predictive, intuitively operated and innovatively electrified.” At the moment only the GTI and Golf R are confirmed for the U.S., but VW says the regular Golf hatchback is still under consideration for our market. The car goes on sale in Europe at the end of the year, and VW says it is going to “revolutionize the compact-vehicle category.”

Strong words.

In spite of all the hyperbole, the new Golf looks quite a bit like the old one. The grille is a bit narrower, as are the headlamps, and the body surface is cleaner. VW calls it a “clear-cut, accurate design.”



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The big news is inside. Knobs and buttons are few and far between, with the digital sweeping dash housing electronic dials in a 10.25-inch display, and infotainment and heat/vent controls in an 8.25-inch touchscreen. VW says the Golf is the first car in its price range with a high-end digital cockpit, including voice control.

U.S. engine specs haven’t been released yet, though we do know all Golfs ride on the latest MQB platform. We hear the GTI’s 2.0-liter turbo-four will make 232 hp, and the Golf R’s turbo-four should crank out a mighty 320-plus hp. The GTI has a six-speed manual, with a seven-speed DSG dual-clutch automatic as a no-cost option, while the R gets just the DSG.

Other powertrain choices include gas, diesel, natural gas, mild hybrid and plug-in hybrids, ranging in size from a 1.0-liter, 89-hp three-cylinder up to a 2.0-liter diesel. We won’t know exactly what models we’re getting until sometime next year, according to VW.

Up to 130 mph, the new Golf can operate in semiautonomous mode, though if you let go of the wheel for more than 15 seconds the car audibly warns you. VW says the new Golf is also the first Volkswagen with car-to-car communications, making it able to exchange relevant traffic information with other vehicles and the traffic infrastructure in the vicinity within a radius of roughly a half-mile.

PORTO, Portugal — Charging up the mountain roads east of the coastal city of Porto, hitting the apexes with precision, modulating the throttle delicately: it was a day of elevated driving in a car where it all comes together. Perhaps the most remarkable thing was that we weren’t driving some exotic supercar, but rather the humble (and all-new, eighth-generation) Volkswagen Golf.

Launched in 1974 as the successor to the faithful Beetle, the Golf was the best-selling car in the world for a long time. It pioneered diesel engines in the subcompact segment, spawned the quintessential hot hatch — the GTI — and the Ferdinand-Piëch-inspired fourth-generation Golf introduced unprecedented advanced technologies and workmanship. Clearly, there's a heritage to live up to.

Looking at it from the outside, you might mistake the eighth-gen car for a mere restyling of the previous generation. Even though not a single panel is carried over, the side view looks deceptively similar to the previous Golf, and the tail end is decidedly evolutionary as well. Only the front end looks sufficiently new, although the design’s friendly smile has proved to be polarizing.



Those headlights, of course, deserve a closer look: You can specify a state-of-the-art matrix LED system that is more sophisticated than U.S. regulators currently allow. This is top-level technology, taken straight from the premium/luxury segment, and they serve as an indicator of what's hidden behind that innocent mask.

Step inside the new Golf, and fast-forward into the future: The predecessor's conventional layout has made way for a futuristic, fully digital cockpit that is standard equipment even on the lowliest of European-market Golfs. In their top-level version, the screens allow you to rearrange tiles by the touch of a finger, there is a choice between pseudo-analog gages and tiles, the navigation map can serve as background, and many functions can be activated by voice as well. The infotainment system is fast, and even though it could be more intuitive, VW is constantly improving it.

The optional ambient interior lighting system, which also adjusts the instrument color, is real eye candy, and the tall center console looks like it is taken out of a spaceship. There’s not much else we’d wish for inside, save a frameless rearview mirror like the Arteon gets, and perhaps some open-pore wood trim inside as originally envisioned by the designers. We certainly disapprove of VW axing the premium brand Dynaudio as a supplier of its stereo system in favor of the Harman/Kardon mass-market brand, too.

The Golf is one of the most-space efficient vehicles to prowl Europe’s crowded city streets. The front seats fit average-size adults perfectly, and there is enough room in the rear even for long trips. The trunk is surprisingly big for such a compact car. To ease operation in Europe's crowded cities city, the Golf is available with a full suite of assistance systems and a plethora of cameras.



Once you leave the city, however, priorities shift. And here, the Golf demonstrates that despite the difficulties that VW is going through, it still knows how to design cars that are an absolute joy to drive. Based on the MQB modular-transversal architecture, the suspension keeps the car firmly planted on the road even on uneven and difficult surfaces. If equipped with the optional Dynamic Chassis Control (DCC), the variable dampers can be adjusted to provide a soft, comfortable experience or a firmly aggressive ride, and anything in between. The electric power steering is supremely balanced and slightly on the lighter side, refraining from a pseudo-sporty lack of assistance that we've experienced lately in BMWs.

We loved the 150-horsepower 2.0-liter TDI, an ultra-clean and efficient engine that produces a full 266 lb-ft of torque, served up from 1,750 to 3,000 rpm. A 0-62 mph sprint in 8.8 seconds sounds unremarkable, but the engine is so torquey that we were utterly satisfied by its overall performance. Top speed is a full 139 mph, thanks not least to the superior aerodynamics: The new Golf's drag coefficient is a mere 0.28. The linearity and immediacy of the diesel's response is remarkable, professionally helped by the quick and eager seven-speed dual-clutch automatic that is obligatory with this engine.

The driving experience was almost, but not quite, as good with the 150-horsepower 1.5-liter e-TSI that utilizes a starter-generator hybrid system, rated at 184 lb-ft. With a 0-62 mph sprint of 8.5 seconds, it is slightly quicker on paper, but in reality, it feels a bit more artificial in its response and less forceful in delivery. The aural experience is a matter of taste: The 1.5 TSI sounds silky and sophisticated, the 2.0 TDI emits a subdued purr.



Down the road, VW will offer a plethora of other engines, beginning with a 90-horsepower 1.0-liter 3-cylinder TSI. Upmarket options will include a 200-horsepower GTD, two plug-in hybrids with the 245-horsepower GTE as the higher trim model, a new GTI that will make close to 250 horsepower, and a Golf R that produces well over 300 horsepower. Good news for enthusiasts: VW is committed to the manual. In fact, the lower versions get an entirely redesigned low-resistance box, while the GTI and the Golf R keep their well-proven units.

For now, Volkswagen has only promised the GTI and the Golf R for the U.S. market; customers of lesser Golfs will be directed to the Jetta. But we hope VW will reconsider: The 2020 Golf is not perfect, but it is the best entry in the segment — and one that will bring a smile to your face, regardless of the power level you choose.

Just a few days ago, we got a partial view of the upcoming Mk8 Volkswagen GTI’s rear end, which appears to show a more aggressive body kit, updated rear diffuser, and a prominent roof spoiler. Now, we have actual details about its performance in the form of horsepower figures. An image shared on Instagram by CocheSpias appears to show numbers for the entire Golf performance lineup, ranging all the way from the GTI to the range-topping Golf R, including the TCR, GTD, and GTE.You might recall that Volkswagen nixed the Golf R from dealer lots in the United States for the 2020 model year, but what we’re seeing here is the next-generation Mk8 car that should eventually make its way here. It’s worth noting that the cars shown are likely international models, which may not translate directly to what the North American market could/will get. That said, if this chart is legit, this is the clearest look of the upcoming Golf lineup we’ve had yet. Not surprisingly, the Golf R sits at the top of the linei[ and rocks the equivalent to 328 horsepower, while the standard GTI comes in at approximately 240 horsepower. For comparison, the current Golf GTI sold in the States produces 228 horsepower while the R does it with 288.

It's also worth noting that the amped-up GTI TCR will allegedly produce 296 horsepower, which if true it means that the middle-child of the lineup could prove to be a very appealing option to buyers looking for a bit more performance without forking out "R" money.

We already know quite a bit about the standard Mk8 Golf, but notably missing from the list of things we know is whether or not the car will actually show up for sale in the United States. We’ve heard from VW that the hot hatches in the lineup will eventually make their way here, but the company is still selling the 2019 Golf with no word of what’s to come.

Like all hot Golfs before it, the new R looks quite understated.

When Volkswagen introduced the eighth generation of its immensely popular Golf in the second half of October 2019, it made a big announcement on the very same day. It revealed plans to introduce not one, not two, not three, but four separate performance versions of its compact hatchback in 2020. That’s right – the GTI, GTI TCR, GTD, and the R are all coming later this year. The Grand Tourer Injection has already been confirmed to debut in March at the Geneva Motor Show, but today, we’re here to talk about the all-paw hot hatch.

Rumored to premiere in September, the new Golf R has likely been spied judging by the adjacent image showing Wolfsburg’s latest and greatest hatchback flaunting a quad exhaust system. Published by cochespias on Instagram, the image was taken in Spain, specifically near the Applus IDIADA proving ground near Barcelona.

There’s not much to see beyond the menacing exhaust system as we’re dealing with a prototype that probably didn’t have all of the production bits. For example, the new R logo is missing. That said, the R – and GTI for that matter – have always had an understated look, and we’re not expecting a radical change for the Golf Mk 8. Don’t let the subdued appearance trick you into believing it’s just another Golf as a leaked VW slideshow revealed it will pack 245 kilowatts, so a massive 329 horsepower. If that output turns out to be legit, we’re looking at a healthy boost of 41 hp over the previous U.S.-spec Golf R.

Speaking of the U.S. market, VW has confirmed so far only the GTI and R for the local market, with the former set to offer 241 hp as per the aforementioned slideshow. There might be an even hotter Golf R Plus down the line, with reports indicating it will unlock nearly 400 horses. We’ll believe it when we’ll see it.
We had high hopes the 2015 Golf R400 concept would receive production, especially after seeing spy shots and hearing it would get 420 hp for an ultimate R420 version, but it never happened. We’re keeping our fingers crossed a hotter Golf R will happen this time around, unless VW is concerned it would step on the Audi RS3’s toes.

The 2021 VW GTI has finally been revealed, and it doesn't mess with the formula. Inside and out, its only a little more aggressive looking than the regular eighth-generation Golf. Those mild exterior changes hide a punchy turbo four-cylinder that's even more potent than the last one.

That engine is an updated version of the same EA888 turbocharged 2.0-liter four-cylinder that powers the current GTI. Power has increased from 228 to 241 horses, and torque is up from 258 pound-feet to 273. A six-speed manual transmission remains standard while a seven-speed dual-clutch transmission is an option. Power still goes to the front wheels, and suspension duties are handled by MacPherson struts at the front and a multilink design at the rear.

While they won't come to America, it's worth noting that Europe will get diesel GTD and plug-in hybrid GTE variants. The former comes only with the seven-speed dual-clutch transmission and makes 197 horsepower and 295 pound-feet of torque. The PHEV makes the same 241 horsepower as the GTI and torque that happens to match the 295 pound-feet of the GTD, plus it boasts 37 miles of electric range.

Surrounding the GTI's pumped-up engine is a basic Golf body enhanced with classic GTI touches and some more aggressive bodywork. A red accent line runs across the front on the top edge of the headlights. It lines up with the red GTI badges on the fenders, too. On the European GTE, those accents are blue, and the GTD gets gray accents. The lower grille now has a hexagonal mesh instead of slats, and it looks completely open the whole way across. Hidden on either side are sets of five fog lights that are nearly invisible when switched off. Another neat piece of lighting is the full-width daytime running light. The GTI also gets a more aggressive front splitter, side skirts, rear spoiler and diffuser. The GTI's badge is now larger and is displayed proudly in the middle of the rear hatch below the VW badge. Standard wheels are just 17 inches in diameter, though 18- and 19-inch wheels are available optionally.

The GTI's interior is nearly identical to that of the regular Golf except for a few details. The standard seats are more aggressively bolstered and wear a new version of the GTI's signature plaid upholstery. A sportier leather-wrapped steering wheel replaces the standard unit, and it features touch controls. On dual-clutch-equipped GTIs, the center console hosts a little shifter nub like you'd find in a new 911. GTIs also come standard with the 10.25-inch instrument display and 10-inch infotainment display. Ambient lighting is also featured and can display 30 colors.

We expect the VW GTI to go on sale in the U.S. later this year. Naturally, pricing hasn't been announced, but expect that and more details on U.S. equipment to arrive closer to the on-sale date. The current GTI has a base price of just over $29,000, so the new one will probably start at a similar price.

It was roughly three years ago when purists were taken by surprise after rumors emerged about the possibility of an electrified Golf GTI. Autocar followed up on its own report approximately two years later by saying the initial plan approved by former VW Group chairman Matthias Müller had been dropped, with VAG’s new boss Herbert Diess ultimately deciding against a hybrid Grand Touring Injection.

Fast forward to 2020, the same British magazine had a chat with newly appointed Volkswagen chief technology officer Matthias Rabe, who explained why the Golf GTI Mk8 has a conventional powertrain. While he is a fan of the 1.5-liter TSI engine with mild-hybrid tech providing greater low-end torque, the extra hardware would’ve made the car heavier. He goes on to mention the 2.0 TSI engine with its 273 pound-feet (370 Newton-meters) doesn’t need more torque, adding an electrified 1.5 TSI wouldn’t have brought benefits higher in the rpm range to be worthy of a performance car.

While the GTI isn’t going hybrid in its eighth iteration, VW will sell in some parts of the world an electrified counterpart. The not-for-America GTE combines a smaller 1.4 TSI engine with an electric motor to provide a total horsepower that perfectly matches the 242-hp output of the GTI. It actually has a higher torque figure (295 lb-ft / 400 Nm vs 273 lb-ft / 370 Nm) to match the diesel-fueled GTD in terms of torque. However, bear in mind you’ll be stuck with a six-speed dual-clutch automatic transmission whereas the GTI can be had with a six-speed manual or an optional seven-speed DSG.

Matthias Rabe told Autocar that “it’s important that the GTE feels more like a GTI. With the new model, the handling distance to the GTI is pretty small and the acceleration and braking are similar.” He believes some typical GTI buyers will actually make the transition to the GTE and its “very smooth electric powertrain.”

It is worth mentioning VW has technically built a hybrid Golf GTI already. We’re talking about the 402-horsepower First Decade concept (pictured above) for the 2017 Wörthersee show, with a combustion engine driving the front wheels and an electric motor powering the rear axle. That gave drivers the choice between front-, rear-, and all-wheel drive, but it was ultimately a showcar created by the company’s apprentices.

The GTI, GTE, and GTD triple reveal this week is not the end of the story as far as the fast front-wheel-drive Golf is concerned as in the months to come VW will unveil the already spied GTI TCR with more power and track-ready upgrades. Also this year, the all-paw Golf R we caught earlier this month will be unveiled.

It was almost six years ago when Volkswagen took the Beijing Motor Show by storm with the unveiling of the R400 concept. It was supposed to evolve into a production model based on the facelifted Golf Mk7 with around 420 horsepower. However, it never happened as VW pulled the plug to cut non-essential expenditures to better face the costly Dieselgate. While the seventh-generation Golf never got the high-powered version it deserved, the Mk8 is expected to come with a minor output boost as a recent leak signals the 2.0-liter four-cylinder engine will have close to 330 hp.

A report from Dutch magazine Autovisie indicates VW initially had other plans for the new Golf R as the peeps from Wolfsburg wanted to cram in Audi’s five-cylinder engine. When VW asked Audi if they could use the 2.5-liter TFSI engine, the high-ranked officials from Ingolstadt politely denied, according to “one of the parties involved.”

The reasoning behind this decision is easy to guess – Audi Sport didn’t want the Golf R to step on the RS3’s toes as the VW model would’ve ended up cheaper and that might have cannibalized sales of the high-performance Sportback. The Four Rings allow companies such as KTM and Donkervoort to use its reputable turbo inline-five because their models do not compete directly with the RS3, TT RS or the Q3 RS.

There’s also the issue with ramping up production of the engine at the Győr plant in Hungary where Audi makes the A3/S3/RS3, TT/TTS/TT RS, and Q3/Q3 Sportback model lines. According to the same source cited by Autovisie: “Manufacturing the five-cylinder is very laborious. This makes it very drastic to increase the volumes.”

Even though Audi has allegedly refused to share its award-winning engine with VW, the Golf R could still get a power boost beyond the 330-hp output expected from the regular R coming later this year. With the aforementioned R400 concept, VW showed it can take the 2.0 TSI engine to 394 horsepower and 332 pound-feet (450 Newton-meters) of torque. There are rumors of a hotter R Plus variant arriving further down the line with more oomph to rival not just the RS3, but also the 416-hp Mercedes-AMG A45 S.

The hotly anticipated Volkswagen Golf R is back in a fresh set of spy images taken at the Nürburgring where the all-wheel-drive hot hatch was undergoing final testing. You might be tempted to say the prototype doesn’t have any camouflage whatsoever, but there’s still some tape on the front and rear bumpers to conceal the final bodywork.

Having seen the GTI, GTE, and the GTD, we can’t help but notice the R doesn’t seem to have those five-point LED daytime running lights in the front bumper. Perhaps that’s not entirely surprising considering the internal slideshow that leaked onto the Internet to reveal the power outputs of all performance Golfs also showed the front and rear designs. The unreleased GTI TCR and the R lacked the extra lights of the other performance-oriented models.

Also at the front, it’s easy to see the updated VW logo and a black piece of tape on the grille to conceal the revised R badge that has been applied on the front fenders where it’s sitting behind white tape. The blue brake calipers are showing the “R” at the front, so there’s no mystery regarding the type of Golf we’re looking at. The large wheels with fairly skinny tires along with the low ride height are also telltale signs we’re dealing with the cream of the crop.

I'll be honest and admit it’s the first time I’m noticing the B-pillars are carrying the “Volkswagen” lettering just so there’s no doubt about which car manufacturer is behind this hugely popular compact hatchback. The full roll cage is obviously not something the production car will have, and we think the side skirts are also partially covered.

Moving at the back of the car, the quad exhaust system and the chunky roof-mounted spoiler will further separate the R from its lesser cousins. The prominent rear diffuser is an obvious clue the Golf being tested at the Nordschleife is the upcoming flagship version.

Reports say VW originally intended to use the RS3 Sportback’s 2.5-liter turbo engine, but Audi apparently didn’t want to pass along its iconic inline-five. Instead, the new Golf R will stick to the 2.0-liter four-pot formula, which in the new specification is said to deliver nearly 330 horsepower. Rumors of a more potent version persist, claiming somewhere along the lines of nearly 400 Wolfsburg ponies, but we’ll have to see about that.
VW has already confirmed it will introduce the Golf R later this year, but it hasn’t specified where there will be a wagon version this time around to cater to the European crowds.