Volkswagen Golf Mk5 Review (2004-2009)

What is the Volkswagen Golf?

When Volkswagen launched the Golf mk5 on to the UK market in February 2004, it represented a big step up from the rather lacklustre mk4 – it featured a larger cabin for superior practicality, more dynamic styling, a superior engine line-up, an improved rear suspension design, and it was considerably more exciting to drive. The mk5 cemented the Golf’s reputation as the aspirational pick of the family hatchback market.

Initially available in three- and five-door hatchback guises, the VW Golf mk5 range gained a mini-MPV variant in the form of the tall-bodied Golf Plus in 2005, and then a five-door estate in 2007: there was no cabriolet version of the Golf mk5, open-top Volkswagen fans being catered for with a separate model, the Eos. VW resurrected the famous GTI model early in 2005, and then built upon its dynamic success in September the following year with the introduction of the 246bhp 3.2-litre V6 four-wheel drive R32. With the mk5, there was a Golf for everyone.

Despite its popularity, VW gave the Golf a big facelift in 2009, which was major enough for the new model to be designated the mk6. New front and rear ends and a revised interior hid a car that was mechanically very similar, but cost the brand a lot less to build….

How practical is it?

Despite being only a little bigger than its predecessor on the outside, packaging improvement meant the fifth generation Golf was a much more practical proposition with more space for people and luggage. Its practicality credentials were further enhanced by the addition of an estate version that joined the range in 2007.

One of the big areas of improvement over the old car was in its driving position, which featured a wider range of adjustment and more space, meaning even taller drivers will have no trouble getting comfortable behind the wheel. There was an equally impressive improvement for those in the back, and even by today’s standards the mk5 is a roomy compact family hatchback. There’s good head and legroom, plus just about enough space to squeeze three adults across the rear bench, provided they’re reasonably good friends.

The mk5 also formed the basis for the Golf Plus, which is essentially a taller and slightly longer version of the hatchback. It’s not as versatile as contemporary MPV rivals such as the Renault Scenic, but there’s a little more space for those in the back, plus a handy sliding rear bench.

Regardless of version, there’s also plenty of handy storage, including large door bins that will also swallow one-litre bottles of water, a big glovebox and on every model apart from the entry-level machine and lidded cubby between the front seats. One neat touch is a removable bottle opener that doubles as a drinks bottle separator in the space below the handbrake - although many previous owners will have pinched this VW-branded extra.

The upright tailgate opens to reveal a useful 350-litre boot, which can be expanded to 1,305 litres by folding the rear seats. The Golf Plus is even roomier, with 395 litres and 1,450 litres respectively. Yet if you regularly cart around large loads, then the estate is the version to go for thanks to its cavernous figures of 505 litres and 1,495 litres.

What's it like to drive?

In an effort to match the Ford Focus, VW injected a heavy dollop of driver appeal into the mh5 Golf. Like its arch rival, a lot of the German machine’s new found agility was down to a relatively sophisticated multi-link rear suspension set-up. Where its predecessor was soft and stodgy, the fifth generation model was poised and precise.

Point the Golf into a series of corners and you’ll discover crisp and well-weighted steering, good grip and balanced handling, making it a genuine pleasure to drive. Yet it combines this nimbleness and composure with impressive comfort and refinement. The suspension does a good job of soaking up bumps, while wind and road noise are kept to a minimum. The VW is also a doddle to drive, with good visibility, compact external dimensions and light-feeling major controls helping make it easy to place on the road and to park.

During its lifetime the Golf mk5 was available with a wide range of petrol and diesel engines. Bedrock of the petrol line-up is a 1.4-litre four-cylinder that appeared in naturally aspirated, twincharger – that is, both turbocharged and supercharged – and turbocharged configurations, with power outputs ranging from a lacklustre 73bhp to a wholesome 168bhp (in the 1.4 GT TSI Golf). However, the best of the bunch is the 123bhp turbo unit, that’s barely any slower than the more powerful version, but much less likely to suffer from mechanical trouble.

There is also a naturally aspirated 1.6-litre petrol engine producing 113bhp and a larger 2.0-litre FSI delivering 147bhp. The Golf GTI is powered by a turbocharged 2.0 TFSI delivering 197bhp (and 227bhp in the limited edition GTI Edition 30). These last two serve-up effortlessly strong performance that makes them seriously quick on the road.

At the top of the Golf performance tree is the R32, which also combined a 247bhp 3.2-litre V6 with the brand’s 4Motion all-wheel drive. With its bespoke bodykit and twin exit exhausts it looks the part, while that engine sounds glorious too, with a real bark when extended. Yet its extra weight and complexity meant it was barely any faster than the GTI.

Within the diesel engine line-up the naturally aspirated 2.0-litre is too weedy to recommend, but the mainstay 1.9-litre TDI 103bhp turbodiesel is flexible and economical, if a bit gruff: the super-economy BlueMotion version is good for a claimed 62mpg, and there is also a 2.0-litre TDI that developed 138bhp, or 168bhp in the rare GT trim.

For the most part Golf mk5s are front-wheel drive, but the 2.0 GT, both petrol and diesel, was optionally available with VW’s part-time four-wheel drive system, 4Motion, although these models are comparatively rare.

Much more common are Golf mk5s equipped with DSG automatically actuated manual gearboxes. The DSG is a wonderfully effective piece of kit when it works properly, but sadly the gearbox is prone to serious faults.

Technology, equipment & infotainment

For its day, the Golf had a decent haul of standard equipment, although the entry-level S is a little basic. Electric windows and central locking feature, but air-conditioning was an option, meaning many used examples go without.

Much better is the SE, which adds Climatronic air-con, plusher trim and a better specified stereo with CD player. A novel touch at the time was the ‘submarine lighting’, which bathed the front of the cabin in a moody red ambient glow at night. This model was replaced by the desirable match in 2006, which also added must-have features such as a leather steering wheel, cruise control and Bluetooth connectivity.

Sitting above this model is the GT, which had much the same standard kit but added spotier seats and larger alloy wheels to give it a little more showroom sparkle.

In terms of infotainment, the mK5 Golf is starting to show its age, with most having a fairly basic CD player and radio set-up. However, Bluetooth was an option, while some examples will have the optional touchscreen infotainment set-up, although by now the mapping will be out of date and graphics look dated. The good news is that upgrading to a modern touchscreen unit with Apple CarPlay and Android Auto is fairly easy, with VW even offering an official aftermarket unit as an accessory.

Volkswagen Golf running costs

By virtue of Volkswagen’s popularity, there’s a plethora of independent VW specialists up and down the country able to work on your Golf mk5 for less than an official dealer would charge. And yet for regular servicing and maintenance, it’s also worth checking in with your local VW dealer as Volkswagen operates a Fixed Price Servicing scheme for cars 3-15 years old, up to and including 2.0-litre engines.

Under this scheme prices for a minor service start at £179, while a major service is from £349. A cambelt and water pump change is from £549, a DSG automatic gearbox oil change from £199, and you can have your front pads changed from £169. It’s definitely worth checking these prices against what your nearest independent VW specialist charges.

Ignoring the sporty mk5 Golf R32, the rest of the range is fairly economical – even the Golf GTI returns up to 35mpg. Fuel consumption for other petrol models ranges from the mid-30s up to 47mpg. Most of the diesels have quoted fuel consumption figures ranging from the mid-40s to the mid-50s, while the efficiency-focused 1.9 TDI BlueMotion is the least thirsty of all, eking out up to 62.8 miles from every gallon, which some owners say is eminently achievable in the real world.

Predictably the BlueMotion is also the star of the Golf mk5 CO2 emissions table, its 119g/km entitling it to just £30 per year annual road tax. Depending on the model you choose, road tax for the 1.9 TDI, 2.0 TDI, 1.6 FSI and 1.4 TSI starts from £165, rising to £265 for some of the higher trimmed and more powerful derivatives. The petrol-powered GT 4Motion costs £330 annually which is more than the GTI (£305): the R32 tops out at £580.

Volkswagen Golf reliability

A good used Volkswagen Golf mk5 should go on forever, but they’re not as easy to find as VW’s reputation might have you believe. Even when these cars were comparatively young they had multiple problems, and now age and high mileage aren’t helping.

Although dynamically excellent, the DSG automatic gearbox has been troublesome. It really needs an oil change every four years or 40,000 miles and if its microfilter isn’t changed at the same time – which sometimes it isn’t – then the whole gearbox can fail because its lubrication is impaired. A much more commonplace issue is a breakdown in communication between the brake pedal switch and the DSG’s internal control unit, which can cause jerky running and the engine to cut out whilst on the move, say part-way through a roundabout. The DSG’s twin clutches are known to have failed at less than 35,000 miles, along with a deterioration of the differential bearing. Repairs can cost £3,000 or more, which these days can be in excess of what the car is worth.

Plastic timing belt tensioners on both petrol and diesel engines are now breaking with age, whilst on 1.4-litre petrol engines with cam chains, a significant number of chains have been reported to be stretching: with the 1.4 TSI it’s also critical to use exactly the grade of oil stated in the handbook or the chains will rattle and stretch. The turbocharged 168bhp 1.4 TSI is known to suffer from turbo failures and there are also a few reports of cracked pistons: the 1.4 twincharger should by now have had the calibration of its knock sensor reprogrammed, so if you hear knocking you know it hasn’t been done.

The piezo-type fuel injectors on the 2.0 TDI PD engines failed so often that VW was forced to issue a recall, so check up on that. And if a TDI PD feels down on power, it may be the result of its variable-vane turbocharger being blocked with soot. On a similar subject, ask how often the Diesel Particulate Filter has been cleaned out on a 1.9 TDI BlueMotion – we’ve heard of a 43,000-mile example needing a new DPF at a cost of £2,500.

An ESP warning light probably means the car needs its ESP pressure sensor repaired – there’s now a £432 repair kit – and it also affects the ABS. Beware also of rusty front wings, cracked suspension springs, dodgy door locks, radios that turn themselves on and off, and air-con failures that require expensive replacement hardware.

Given the potential for faults, the best advice is to research online the issues specific to the Golf mk5 you’re looking at before committing to buy it.