2015 Volkswagen Golf TDI first drive

What is it?

The 2015 Golf TDI is the diesel-powered variant of Volkswagen's Mk. VII Golf, and it's an appealing alternative to hybrid commuters.

Forty years and 30 million sales into the Golf's run, the seventh-generation VW Golf finally debuts in North America, more than a year after it appeared in the fatherland. The standard 2015 Golf TSI should reach dealers in June, in three- and five-door variants. The GTI and five-door TDI follow by August. An electric-only E-Golf and a Mk. VII wagon (now badged a Golf rather than a Jetta in the United States) will arrive in the first quarter of 2015. All are bigger, faster and more fuel efficient than gen VI, with generally more stuff. And even if efficiency is not your first priority, the TDI diesel may be the one you want

The '15 Golf lineup will be the first North American VWs built from the company's MQB platform, touted for its flexibility and cost advantages. The front- or all-wheel-drive MQB uses essentially a single, identical part between the steering box and the firewall, regardless of the vehicle or application. It's the key body section when it comes to engineering for both crash protection and vehicle assembly, and the modular approach represents potentially huge savings in development and assembly costs. Going from that single engine/chassis foundation, MQB can accommodate everything from a subcompact car like VW's European Polo to a midsize SUV like the Touareg. It simplifies adaptation of powertrains from standard gasoline to hybrid to CNG -- all of which will be offered in the new Golf at some point.

One of the consequences for the Golf is a body that's stronger and more rigid than the Mk. VI, but also lighter, providing the single biggest contribution to at least a slight reduction in curb weights across the line. Most of the Golf's exterior dimensions increase slightly: length and wheelbase by 2.1 inches, width by nearly an inch. The roof, however, sits one inch lower, and the drag coefficient drops from.32 to .29.The unit body structure is welded from 28 percent ultra-high-strength, hot-formed steel, compared to 6 percent in the Mk. VI Golf.

The look? This Golf is a subtly handsome car, with a wide C-pillar that harkens back to the original Giugiaro-styled Rabbit/Golf. Its appearance has changed more substantially than photographs might suggest, though car folk won't mistake it for anything other than a Golf. Judgment is best reserved for an in-person examination.

The TDI's 2.0-liter turbocharged diesel is VW's next-gen EA288. Engineers in Wolfsburg focused on reducing weight and friction, trimming both by at least 15 percent. Horsepower increases by 10 to 150, compared to the '14 TDI; with 236 lb-ft of torque, the diesel delivers 18 percent more twist than the new Golf's standard 1.8-liter gasoline turbo four. Emissions are also reduced substantially, below levels required for California LEV III standards that won't be mandated before 2018.

A six-speed manual comes standard in the TDI, though the VW Group's DSG is available for a reasonable $1,100 extra. Volkswagen's XDS Cross Differential, previously reserved for the GTI, is now standard across the line. It electronically balances torque delivery by braking the inside front wheel in a turn to help manage understeer.

All Golfs get the familiar strut suspension in front, and all but the TDI apply a new, fully independent multilink arrangement in the rear. The TDI uses a torsion beam rear axle, and we can't fathom precisely why, except that it saves a few bucks in the cost-heavier diesel.

North American Golf models will be built at VW's assembly plant in Puebla, Mexico, where changeover for MQB has been the biggest contributor to the slow launch in the States. All trim levels add at least a little content for the money. Bluetooth comes standard across the line, as does a new safety feature called Automatic Post-Collision Braking, which applies the brakes after a crash to prevent secondary impacts. Options include leather trim, keyless start, a power driver's seat, 400-watt Fender audio, navigation, adaptive bixenon headlights with LED DRLs, Park Distance Control and Forward Collision Warning.

The Golf TDI starts at $22,815, including the $820 destination charge. That's $3,000 less than the 2014, which we can probably attribute to savings in MQB.

Currently, the GTI accounts for 40 percent of Golf sales in the States -- the highest worldwide in both share and absolute number. The remaining 60 percent is split evenly between standard gasoline and diesel variants, and VW expects the TDI to continue gaining ground. We understand why.

How's it drive?

The 2015 Golf TDI is better than ever, across the line, in even more refined fashion. Compared to the Mk.VI Golf, the new one pretty much seems a class above. It's smoother, quieter and more solid, but the refinement doesn't come at the expense of response or the general, wholesome goodness that has characterized the Golf for decades--even in the TDI diesel.

The optional DSG works well enough, but with the manual transmission you can save $1,100 and have as much fun as you'll find in any diesel anywhere. Feeling lazy? When the speedo hits 35 or so, you can leave it in sixth and drive it like an automatic. It won't lug, and there is enough torque from about 1,500 rpm to accelerate with the flow of traffic without shifting. And you'll get 31 mpg around town or 42 on the highway, if VW's EPA projections pan out.

If, on the other hand, you stir the diesel with the gear lever, mileage be damned, it's at least as lively as the gas engine -- more so, actually, in quick midrange bursts. We'd guess that the TDI is a wash in 0-60 mph times, compared to the TSI. It revs reasonably freely to an un-diesel-like redline of 5,000 rpm, and the chassis is up to the task of squirting through corners or into open gaps. The Golf manages body roll in fine style, without a stiff ride, and only the keenest rear-end will notice any difference with the torsion beam rear axle on reasonably smooth roads. That may explain the TDI's solid axle as well as anything -- VW could get away with it.

At least as impressively, overall noise, vibration and harshness management will stun anyone who hasn't driven a diesel in the past five years. VW's new 2.0 works more smoothly and quietly than any inline diesel currently offered in North America -- better than BMW's, and on par with Mercedes' V6. The frequency of the primary noise emanating from the TDI diesel is different, to be sure, but overall NVH control is actually a tick or two better than in the gasoline TSI -- probably due to extra mitigation features like more insulation and heartier engine mounts.

The 2015 Golf is more pleasing in the tactile sense than a lot of competitors. Its clutch operates nice and easy. Its brake pedal is sensitive, but quickly mastered. The dead pedal is perfect. And best of all, the newfangled electric parking brake switch we found on the center console of Euro-spec GTIs has been replaced for North America with a proper handbrake lever. Let it snow.

This Golf also seems bigger inside, with more elbow room and shoulder space for front passengers, and it sits a class higher than its predecessor in overall finish. Its seats are excellent, and easy to adjust properly for a range of tastes. The bottoms are lower than before, but the view out is generally better. The fat A-pillar/big mirror sightline blockage in many contemporary automobiles is minimized in the Golf. The cabin is still richer than that in many competitors -- the metallic-finish trim inserts could pass for genuine polished aluminum, and the switch layout is less busy than most.

There's more cargo room, too. The load sill is lower and 2 inches wider than before, with 22.8 cubic feet of cargo volume behind the back seat -- more than in the typical midsize sedan. With the seat folded, the maximum capacity of 52.7 cubic feet increases 15 percent compared to the Mk. VI Golf.

Do I want it?

If you're looking for all-purpose transport and you're not a GTI shopper, we think you do want the TDI -- unless you don't have reasonable access to diesel or can't tolerate the stink at the pump. It's hard to argue with a 20 percent mileage increase when it comes with slightly stronger acceleration, no decrease in driving satisfaction in typical circumstances and -- most significantly -- a slight improvement in NVH control.

Not so long ago, we never expected to be able to say that.

On Sale: August

Base Price: $22,815

Drivetrain: 2.0-liter I-4 turbodiesel, 150-hp, 236 lb-ft six-speed manual or six-speed dual-clutch automatic transmission, FWD

Curb Weight: 3,080 lb (manual)

0-60: 7.4 sec (est)

Fuel Economy (EPA City/Hwy/Combined): 31/42/33 (est)

By J.P. Vettraino