The Golf sprinted from 0-60mph in 6.4 seconds, and completed its fourth-gear 30-50mph dash in 4.4 seconds, compared with 6.2 and 3.5 seconds respectively for the 308 GTi. The VW covered the 30 25 Feb, 2015 . 25 Feb, 2015 . Compare Fiat 500 vs Volkswagen Golf at Zigwheels. Our experts bring you to a detailed comparison between 500 vs Golf on around 100 Parameters. Check out Price, Specs, Performance & Mileage. There've been lots of good deals reported on new SE e-Golfs that bring down the end price close to the $13-16000 range after fed tax credits and potential state rebates. Probably due to VW needing to push a bunch of sales through in order to get their 2019 ZEV credits in these states. 1. Fiat Tipo 5-door Hatchback 2015-2020 vs. Volkswagen Golf Estate 2012-2019. Compare car dimensions (length, width and height) vs. street perspective. Fiat Tipo engine produces 20 HP less power than Volkswagen Golf, whereas torque is 50 NM less than Volkswagen Golf. Due to the lower power, Fiat Tipo reaches 100 km/h speed 1.8 seconds later. Fuel consumption (l/100km): 3.7: 4.2: Real fuel consumption: 5.2 l/100km: 5.2 l/100km The Kia Rio has a smaller turning radius than the Volkswagen Golf GTI, allowing you to more easily maneuver in and out of tight spots. Performance. When it comes to horsepower, the Kia Rio is significantly less powerful than the Volkswagen Golf GTI. The good news is that, reportedly, cars with lower horsepower engines often have lower insurance y5WdoJ. Skip to ContentSkip to FooterThe Fiat Tipo gets hybrid power for the first time, but does electrification take it to the next level?13 May 2022Verdict Being a jacked-up family car, the Tipo hybrid has to contend with small SUVs as well as regular hatchbacks. Unfortunately, it can’t compete on either front because it’s not that much fun to drive and doesn’t have the technology you expect in either class. The Tipo does claw back some points for practicality and ride comfort, however. The Tipo isn’t a big seller in the UK, but it represents big business for Fiat across Europe (it was Turkey’s most popular car in 2021), which is why the Italian brand is now offering the value-orientated hatch with its latest mild-hybrid. The Tipo was facelifted in late 2020 with a new Fiat badge appearing in the grille, a fresh set of LED headlights and some other exterior tweaks. The biggest change however came with the addition of an SUV-inspired Cross model, which is what we’re testing here. Sitting above both the entry-level Tipo and mid-range City Life models, the Cross features a seven centimetre increase in ground clearance, beefier-looking front and rear bumpers, a new radiator grille, black plastic body mouldings for the wheel arches and side skirts and roof rails. There are some strong direct rivals to the Tipo Cross, even in its hybrid form. The Ford Focus Active mild-hybrid is the closest contender, but the Citroen C4 and Kia XCeed are also good enough to pose a threat even without an electrified engine option. Beyond that there’s the seemingly endless range of small SUVs that occupy a similar space in the market. As standard, the hybrid version of the Cross gets blind spot assist, heated front seats, keyless go, adaptive cruise control, driver drowsiness detection and lane assist. There’s also a road sign detection system, but it's best if you ignore its symbols within the seven-inch driver’s display as they’re not too reliable and regularly conflict with the sat-nav. The rear-parking camera quality isn’t very clear either. The (RED) edition we tested is a result of a partnership between AIDS charity (RED), which the Italian firm has pledged to contribute £ to in the next few years. To celebrate the partnership, the special Tipo gets red piped seats, a red dashboard, unique door panels and red painted wing mirrors. More reviews Inside, there’s a seven-inch touchscreen on top of the dash with sat-nav, DAB and Bluetooth connectivity. It’s easy enough to navigate, but it’s not the fastest infotainment system out ditched the petrol and diesel powertrains in the Tipo’s recent facelift, leaving just the 99bhp three-cylinder petrol and now this hybrid four-cylinder petrol model, complete with a 48-volt starter generator and 15kW battery pack. You can start the Tipo hybrid up in electric only mode, but it doesn’t take much throttle input before the petrol engine bursts into life. This combined hybrid powertrain feels punchy enough with 128bhp and 240Nm of torque, but there’s a disappointing lack of responsiveness, largely as a result of the lethargic automatic gearbox. It’s also not the most refined engine, as it’s slightly rattly when you’re crawling in traffic (if you’re going too fast for EV-only mode). Thankfully at motorway speeds it quietens down. The ride quality in the Fiat Tipo isn’t quite on a par with the likes of the Ford Focus or Volkswagen Golf, but it doesn’t feel harsh at any point. The raised suspension is able to keep jolts from road imperfections at bay and the seats are supportive and the Tipo falls flat compared to its rivals is in the corners. While it doesn’t roll as much as you’d expect, the steering is incredibly light and doesn’t give much feedback. It’s also difficult to modulate the slow-witted throttle, so it’s best the Tipo Hybrid isn’t pushed hard. A noticeable benefit to the new hybrid powertrain comes when you’re trying to park. Fiat says it can be done on electric power alone, and while you have to be gentle with the throttle to achieve this, it’s a nice touch. The Tipo Hybrid is available as a hatch or an estate model. Needless to say practicality is better in the estate, but the hatch still offers plenty of space up front and decent rear legroom and headroom. The boot capacity of 440-litres is also one of the largest in its class, easily beating the Peugeot 308’s 412-litres and the VW Golf’s 380-litres. There’s a bit of a deep lip to the boot so heavy luggage might be a struggle to get in and out. The entry-level Tipo starts from a rather eye-catching £19,605 but this mild-hybrid Cross version jumps up to £27,605, while the Cross (RED) version we tested adds an extra £1,000 to the price. The better equipped Ford Focus Active Vignale mild-hybrid comes in £1,065 more, but is certainly worth the extra outlay. Model:Fiat Tipo Hybrid (RED)Price:£28,605Engine: turbocharger four-cylinder, electric motorPower/torque:128bhp/240Nm0-62mph: secondsTop speed:124mphEconomy: sale:NowMost PopularToyota bZ4X vs Volkswagen vs Hyundai Ioniq 5: 2022 group test reviewCar group testsToyota bZ4X vs Volkswagen vs Hyundai Ioniq 5: 2022 group test reviewDoes Toyota’s all-new bZ4X electric SUV crack the family-friendly formula? We compare it to Hyundai and VW rivals23 Jul 2022New MG 4 prototype reviewRoad testsNew MG 4 prototype reviewWe try out the new all-electric MG4 ahead of its arrival in the UK25 Jul 2022Best electric cars to buy 2022Best cars & vansBest electric cars to buy 2022There are more electric cars than ever to choose from, so we've picked some of the best you can buy in the UK now6 Jul 2022Skip to HeaderSkip to Content I pondered exactly the same questions before spending time in this car; now that I have, not so much. Despite its newly minimalist philosophy, the latest Golf’s interior works as well as any I can remember, once you’re used to operating it, and there are still ways in which it’s a cut above its opposition for solid, classy material look and feel. We’ll get to those. Introductions first. The particular Golf we picked for this first comparison exercise was chosen to represent the car at a pretty modest and broadly relevant level – and yet, even at that level, it’s anything but ordinary. Now that 48V mild-hybrid options have been added to a powertrain range that will eventually include at least one plug-in hybrid and several performance versions, you could say the Golf line-up is somewhat complicated. So we thought it best to keep things simple to begin with, hence the 129bhp four-cylinder turbocharged petrol engine and six-speed manual gearbox of our entry-level Life-trim test car. It also has standard passive suspension, a torsion-beam axle at the rear, the boggo 16in alloy wheels and cloth seats. The car the Golf sits next to in this test is the modern version of what has undoubtedly been its notionally and formatively key rival: the Ford Focus. For within £40 of the price of the Golf and in our Focus as tested (with the 123bhp three-cylinder turbo petrol engine), you get mid-level Titanium X rather than base spec, meaning part-leather electric seats and 17in alloys as standard. To run either of these as a company car would cost near enough exactly the same in benefit-in-kind tax, and they’re within £11 per month of each other on a three-year manufacturer PCP deal (at advertised prices). Even so, the Focus does without a host of technology that the Golf gets at no extra cost even as a bottom-rung model. Fully digital instruments, adaptive cruise control, wireless smartphone charging, all-LED headlights… and the Golf has a bigger and better touchscreen infotainment system, too. To top it all, this is a sub-£25,000 car with a fully networked ‘ wireless communication, which can communicate not just with other cars but, in theory, also street lights and dynamic road signs up to a mile away on the road to warn you of changing speed limits and potential hazards up ahead. As it may not surprise you to learn, the Focus can’t do that. As far as this tester is aware, nothing else in the class can either. Europe’s best-selling hatchback just got seriously clever. Get a feel for it Some things in the Golf remain recognisable: the nicely low, couched driving position (notably better than the one in the Focus), the general proportions of your surroundings (there’s still plenty of cabin width and room for adults to sit pretty comfortably in the back) and a few of the fittings. Yet the surprisingly clean-looking centre console and the eerily smooth, glossy-back, flight-console-like swathe of plastic that curves around behind the steering wheel and across the top of the centre stack are both new. The latter definitely owes plenty to the current Mercedes-Benz interior design playbook, but the way it’s shaped and angled towards the driver gives it a vibe all of its own. The 10in infotainment touchscreen is the first port of call to activate and adjust most of the Golf’s secondary systems, and there are a few capacitive shortcut ‘buttons’ underneath it to help you get to a particular function quickly, such as changing the air-con distribution or deactivating the parking sensors. But while it’s not actually a pain to navigate at all, you needn’t go through that central touch-sensitive monolith for absolutely everything. Most importantly, the buttons on the steering wheel spokes give you access to most of the systems and settings you’ll need while driving without taking your hands off the wheel, and you need only look at the instrument binnacle while you’re doing it. Volkswagen has also cleverly included good-sized heater controls just underneath the touchscreen, on which you can very simply swipe left and right to adjust the temperature of the cabin. There’s an audio volume control that works the same way. These are fixed in place, so you can learn to find them without taking your eyes off the road, and they’re simple enough to work well at arm’s length at the first time of asking. There you go: a genuinely simple and easy-to-use ‘touch-sensitive’ dashboard design has arrived. This is going to sound very much like I’ve drunk deep of the Volkswagen-brand Kool-Aid, but to get into the Focus and look around after using the Golf for a few days made me genuinely wonder why a car interior needed so many little knobs and switches just to rattle and squeak and gather dust. That was a first, I can tell you. I’ve always liked a button. The Focus’s interior isn’t that distantly separated from the Golf’s on perceived quality; it’s just that the latter car seems to deploy its richer materials better and make its cheaper ones slightly less shiny and conspicuous. And what about real build quality? Well, lean your left knee on the side of the transmission tunnel in the Focus and it deforms and creaks just a little; in the Golf, it does neither. That says it all, doesn’t it? Better and best Another sort of minimalism applies to what powers these two cars. Twenty years ago, we’d have needed a or petrol engine to produce around 130bhp; now we can get it from a turbo four-pot in the Golf’s case and a turbo three-pot in the Focus’s. What engines they are, by the way: very highly developed, lean-running operators. The Golf’s can run on the Miller cycle to boost efficiency, as well as deactivating half of its cylinders, while the Focus’s can run on just two cylinders under light loads. The upshot is that the Ecoboost engine can easily return 55mpg on a longer, 50-80mph variable-cruising-speed, UK-typical motorway run. The TSI (thanks to the Golf’s newly aerodynamic body design, I suspect) can top 60mpg. Ten years ago, the most frugal diesel engines in the predecessors of these two models would have struggled to better such figures. There’s still nothing like a potential death sentence to speed along the technical development process, clearly. Both engines have accessible torque and good drivability, but it’s the Golf’s that feels marginally the stronger through the mid-range and that has the better cruising manners and mechanical refinement. But while the Focus’s doesn’t pull the higher gears as easily, it’s much the sweeter to wring out – aided by a far slicker and more readily hurried manual gearbox. That’s the first route by which the Focus announces itself – still – as the natural choice for the keen driver. The second is the same way it always has: through a world-class chassis with which the Golf can’t really compete, even now that it has been slightly overhauled. This Golf’s ride is certainly firmer than that of any basic Golf I’ve driven previously. It has good, close, upright body control that doesn’t start to get soggy and floaty when you tackle a tougher country road with a bit of speed, plus steering with a clearer sense of off-centre responsiveness than it used to, making shorter work of roundabouts and junctions. Sure enough, it feels just a little bit sporty. And yet the Focus remains in another dimension for driver appeal. Firmer still around town and at low speed, it needs to be challenged with speed and surface change to show its hand – and when it does, the handling precision and the sophistication of its damping really do leave you stuck for words. All of that and the Focus’s ride is also somehow better isolated than the Golf’s. There remain very few mainstream, common-or-garden passenger cars like this Ford, so very plainly dynamically superior. A hint of elasticity blunts the edge of the steering for outright feel, but it’s so much quicker and more incisive than that of the Golf that you handle the Focus in a markedly different way. Whereas the Golf requires bigger physical inputs, you steer the Ford from your wrists, getting around most corners without needing to move your hands on the rim at all, or your elbows from their respective rests. That intuitive sense of agility, of such little energy wasted in body roll and of chassis composure way beyond what an ordinary family hatchback really needs, is what characterises the Focus driving experience – as vividly now, although perhaps not quite as impactfully, as it ever has. And so the humble Focus remains a deeply special, not-so-humble thing after all. But it’s the greater breadth of appeal of this latest Golf, and the sense that it’s a car of even greater significance, that our verdict must recognise. In a family hatchback market in which interested drivers aren’t so common but active safety, connectivity and technological sophistication and usability rise ever higher among what actually sells, the Golf has managed to break new ground from its familiar position right at the notional centre. If that weren’t remarkable enough, it now offers more to enthusiasts than it used to, while retaining most of its maturity and roundedness and making the kind of strides on efficiency that ought to keep it relevant and put some money in your pocket. This is a different Golf, true enough, slightly less comfortably pipe-and-slippers in its character, and just a touch more dialled in and switched on, but the truth is that it’s probably a stronger real-world operator than ever. Used alternatives If you don’t want to fork out for a factory-fresh family hatchback, the long-standing popularity and dependable reputation of the Focus and Golf make previous-generation examples equally enticing propositions. To make things easier, both cars follow similar development cycles, so venturing back 10 years takes us back two generations to the comparable Mk6 Golf and Mk3 Focus. Think big. How about a 2010 Golf GTI, still an impressive hot hatch, for £7500? Or its lairy Focus ST contemporary for just £50 more? Both are exceedingly clean and wouldn’t embarrass themselves in a showdown with their modern descendants. More sensible versions of the Golf and Focus can be had for less money, even if you fancy a newer model. A frugal 2015 turbo petrol Focus can be snapped up for a hair under £6000, while a diesel Golf from the year after is an absolute bargain at £5395. And let’s not forget: these aren’t old models, so they come fitted with most of the bells and whistles of our shiny new test cars. 2015 Volkswagen Golf TSI GTE, £12,750: Not the cheapest Mk7 Golf in the classifieds, granted, but the GTE is often hailed as the sweet spot in the line-up. This one is five years old but appears to have aged well, with a full service history and niceties such as unmarked leather and a reversing camera. We’d expect it to still be capable of about 43mpg and more than 25 miles of electric driving in town. Fiat 500 vs Volkswagen Golf Comparison Overview Fiat 500 Volkswagen Golf Brand Fiat UAE Volkswagen UAE SRP*(Abu Dhabi) AED 62,900 Fiat 500 Price N/A Variant 500 LOUNGE Golf SE User Rating 4 / 5 500 reviews 4 / 5 Golf reviews Available Color(s) Fiat 500 Colors Golf Colors Fuel Type Petrol Petrol Vehicle Type Hatchback Hatchback Cars in UAE Hatchback Hatchback Cars in UAE User Review Comparison Intrested in Writing your own comparison? Tell us what you think. Compare Now Technical Specifications Engine Details No Of Cylinders 4 4 Valves Per Cylinder 4 4 Fuel Supply System Direct Injection Direct Injection Transmission Gear Box 5-Speed 7-Speed Transmission Type Automatic Automatic Performance Fuel Type Petrol Petrol Power 100 hp 108 hp Torque 131 Nm 175 Nm Dimensions & Capacity Seating Capacity 4 5 No Of Doors 3 5 Length 3571 mm 4255 mm Width 1627 mm 1790 mm Height 1488 mm 1452 mm Fuel Tank Capacity (litres) 35 L 50 L Suspension & Brakes Front Suspension MacPherson Strut MacPherson Strut Rear Suspension Torsion Beam Multi-Link Wheel & Tyre Tyre Type Radial Radial Wheel Size R16 R15 Alloy Wheel Size 16 Inch 15 Inch Steering Adjustable Steering Column Yes Yes Steering Column Adjustable Adjustable Steering Type Power Power Safety & Security Safety Anti-Lock Braking System Driver Airbag Passenger Airbag Rear Seat Belts Seat Belt Warning Door Ajar Warning Crash Sensor Child Safety Locks Side Impact Beams Front Impact Beams Height Adjustable Front Seat Belts Ebd Security Central Locking Power Door Locks Features Engine Details Engine 16V 4 cylinder L Valve Configuration DOHC DOHC Comfort & Convenience Air Conditioner Power Steering Remote Trunk Opener Foldable Rear Seat Adjustable Seats Low Fuel Warning Light Automatic Climate Control Rear Seat Headrest Cup Holders-Front Bottle Holder Multi-function Steering Wheel Heater Height Adjustable Driver Seat Keyless Entry Power Windows Front Power Windows Rear Entertainment & Communication CD Player FM/AM/Radio Speakers Front Speakers Rear Exterior Front Brake Type Discs Discs Adjustable Headlights Alloy Wheels Integrated Antenna Manually Adjustable Exterior Rear View Mirror Power Adjustable Exterior Rear View Mirror Power Antenna Rear Window Washer Rear Window Wiper Remote Fuel Lid Opener Removable Convertible Top Roof Rail Roof Carrier Side Stepper Sun Roof Optional Wheel Covers Miscellaneous Centrally Mounted Fuel Tank Digital Odometer Electronic Multi Tripmeter Tacho Meter Compare Fiat 500 With Similar Cars Fiat 500 AED 62,900 - 78,000 VS Fiat 500 AED 62,900 - 78,000 VS Fiat 500 AED 62,900 - 78,000 VS Fiat 500 AED 62,900 - 78,000 VS Fiat 500 AED 62,900 - 78,000 VS Compare Volkswagen Golf With Similar Cars Volkswagen Golf AED 96,000 - 116,445 VS Volkswagen Golf AED 96,000 - 116,445 VS Volkswagen Golf AED 96,000 - 116,445 VS Volkswagen Golf AED 96,000 - 116,445 VS Videos of Fiat 500 and Volkswagen Golf Prémiová SUV střední velikostiSháníte prémiové SUV velikosti Q5, ale raději byste něco jedinečnějšího? 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