From commercial point of view, the current Mk8 Golf is unquestionably the low point in the famous model's 50 years history. Mechanical-wise it was not exactly an improvement from the Mk7. Quality-wise it took a backward step, as the soft-touch plastics and dampened switches on previous Golfs were abandoned to cut cost. Ergonomic-wise it was even a nightmare, introducing seriously flawed user interfaces such as a slow-responding touch screen, cumbersome software menus, a touch-slider control that is both difficult to adjust and to see at night, as well as touch pads on steering wheel that you keep activating them by accident. No wonder its sales nose-dived, falling from the usual top spot in European sales chart to only 7th place last year, trailing Tesla Model Y, Dacia Sandero, VW T-Roc, Renault Clio, Peugeot 208 and Opel Corsa. The poor Golf needs to take a big surgery urgently.



So Volkswagen tries to rectify its problems with the mid-life makeover. From outside, the Mk8.5 Golf differs very subtly from its predecessor, but the most important changes are found inside the cabin, where the steering wheel has abandoned the notorious touch pads for some real buttons. The center touch screen still uses touch-sensitive slider to adjust temperature and audio volume, but at least it is now illuminated so that you can see it at night. Moreover, the GUI has been revamped to simplify the steps, putting more frequently used functions at the main menu. Accompanied with faster processor, the infotainment system is far more responsive to input. Besides, Volkswagen claims material quality is also improved, but we shall check.



The engine range is also revised slightly. The GTI engine now pumps out 265hp, 20 more than before. Underneath the GTI there is now a 204hp version badged 2.0TSI on offer. PHEV models, i.e. eHybrid and GTE, have their 1.4TSI engine replaced with newer 1.5TSI unit, lifting output to 204hp and 272hp, respectively. Besides, they get a larger battery (19.7kWh instead of 10.6kWh net) to enable 100km of electric range. No changes are observed for the best-selling 1.5TSI engine (115hp or 150hp) as well as the 2.0TDI diesel (115hp or 150hp) though.

Rumours about ditching manual gearbox entirely turn out to be false. The 1.5TSI engine without mild-hybrid and 2.0TDI engine can still be paired with 6-speed manual gearbox, though it is true that GTI drivers will miss the good old manual.

Toyota's mighty little GR Yaris has received a mid-life update. Headline improvement is the 1.6-liter three-cylinder turbocharged engine, which gets higher boost pressure, high fuel injection pressure, strengthened valvetrain, more heat-resisting exhaust valves, lighter pistons and more durable piston rings, among others, to lift output from 261 to 280 hp (DIN) and peak torque from 265 to 288 lbft. That's just the European version. For Japanese domestic version, it improves even more, from 272 to 304 hp (now matching GR Corolla) and torque from 273 to 295 lbft. Moreover, the torque curve is no peakier, as it is unchanged from idle until 3000 rpm where the old engine peaked, then rises further to the new peak 250 rpm later and maintains the gap until 7000 rpm redline.

To cope with more torque, the 6-speed manual gearbox is strengthened, but more surprising is the introduction of an automatic gearbox option. It is an 8-speed torque converter auto, but Toyota guarantees sportier shift program and quick shift times, accompanied with more gears hence closer ratios, it is 0.3s quicker than the 6-speed manual from rest to 60 mph, while lap time on track will be quicker as well. The auto box adds 20 kg though.

No performance figures are available yet, but you can safely assume 0-60 starts with a "4".

The GT-Four all-wheel drive system keeps its hardwares of a multi-plate clutch for torque split and a Torsen LSD at each axle like the previous Circuit pack setup, which is now the only option. However, the center torque split programming has been revised. While Normal mode remains 60:40, Sport mode is scaled back from 30:70 to 53:47 (probably to improve durablility of the multi-plate clutch). Meanwhile the previous 50:50 Track mode is now variable between 60:40 to 30:70, depending on the judgment of computer. It sounds a setback for playfulness, but it is hard to doubt Gazoo Racing's experience gained in WRC and track racing.



As for chassis, the body is strengthened with additional spot welds and adhesives. The front struts are fixed more rigidly with additional bolts so that camber changes under load are minimalized. All suspension springs are stiffer, while front anti-roll bar is slightly thicker. They should reduce body roll. No changes for the wheels, tires or brakes.

Outside, alterations to the sheet metal is limited. The front intakes get larger to improve cooling to radiators and brakes. The front grille is changed from plastic to mesh steel to keep stones from damaging the radiators.

Inside, the best news is that the driver seat is now mounted 25mm lower in response to criticisms. Likewise, the dashboard's highest point is lowered by 50mm to avoid blocking forward view. Less amusing is the new dashboard design, which looks as if inspired by buses or trucks, even though the new LCD instrument (finally replacing analogue one) and driver-oriented infotainment screen are guaranteed to be more user friendly.