2021 Toyota Corolla Ascent Hybrid v Volkswagen Golf 110TSI comparison
Trent Nikolic and Justin Narayan put the newly arrived Volkswagen Golf up against one of its fiercest rivals to see which is the better deal.
Overview
Despite the relentless rise of medium SUVs, affordable small hatchbacks still remain popular with Australian buyers, and for good reason. They're versatile, surprisingly spacious, fun to drive, and packed with safety and technology.
The arrival of a new Volkswagen Golf – just the eighth new-generation model in almost five decades – is cause for celebration, especially for buyers with around $30,000 to spend. To figure out just how well the new Golf stacks up, we grabbed the impressive Toyota Corolla and hit the road.
Introduction
Toyota Corolla
The Corolla range covers a broad spread in terms of equipment and price. The most affordable five-door hatch is the non-hybrid Ascent Sport, which starts from $25,395 before on-road costs in a recently revised auto-only range. That base model also comes with a hybrid drivetrain, which is the model we’re testing here.
The 2021 Toyota Corolla Ascent Sport Hybrid starts from $27,395 before on-road costs and mixes a compelling list of standard equipment with sharp pricing and frugal fuel use.
Rivals are many, with perhaps the least traditional now being the most obvious. VW’s Golf starts from $29,350 with a manual (or $31,950 for the more popular automatic) and is in the ballpark as you can see from our comparison.
More traditional alternatives cover the Subaru Impreza, Hyundai i30, Kia Cerato and Mazda 3. The Impreza starts from $24,190 in hatch form, while the i30 starts from $25,420, the Kia Cerato from $25,490 and the Mazda 3 from $26,590, all before on-road costs when paired with an equivalent automatic transmission. This is nothing if not a crowded segment.
Ascent Sport rolls on 16-inch alloy wheels, with a temporary spare rather than full-size. LED headlights are standard, as are LED running lights, LED tail-lights, an LED rear fog lamp, and heated and retractable door mirrors.
Volkswagen Golf
The 2021 Volkswagen Golf is still an important product for Volkswagen, even though it’s no longer the brand’s most popular vehicle.
The Golf Mk8 looks like an all-new car. You are first greeted by more modern, albeit slightly droopy, styling. Inside, you will notice the flash, button-free interior complete with two large displays. With the thin veil of aesthetics tossed aside, however, it emerges that the 2021 Volkswagen Golf is more of an evolution – a well-considered update that improves on an already great Golf Mk7.5 skeleton.
In terms of chassis hardpoints, the old car and the new car are the same. Some improvements have been made, like steel support members being swapped for lightweight alloy ones, and its supporting electrical infrastructure given more brains, but the bones are as before.
We are testing the entry-level version simply dubbed the 2021 Volkswagen Golf 110TSI. It starts from $29,350 plus on-road costs with a six-speed manual or $31,950 plus on-road costs with an eight-speed torque converter automatic. As a $2600 option, it is expected that nearly all private buyers will opt for the auto.
The only cost additions offered with a Golf 110TSI include a choice of metallic paints for $600, or a single yellow premium metallic paint for $900. That makes our Dolphin Grey Metallic Golf 110TSI auto worth around $37,000 including on-road costs depending on which state you live in.
Key details | 2021 Toyota Corolla Ascent Sport Hybrid | 2021 Volkswagen Golf 110TSI |
Price (MSRP) | $27,395 plus on-road costs | $31,950 plus on-road costs |
Colour of test car | Feverish Red | Dolphin Grey |
Options | Metallic paint ($575) | Premium paint ($600) |
Price as tested | $27,970 plus on-road costs | $32,550 plus on-road costs |
Inside
Toyota Corolla
Ascent Sport grade misses out on Toyota’s premium steering wheel and shifter, but the items included do the job well enough. Keyless entry and start are standard, along with dual-zone air-conditioning in the Corolla Hybrid, along with electric windows, 60/40 split-fold rear seats and a centre armrest.
Storage is taken care of with a centre console tray and storage box, door pockets up front, an illuminated glovebox, as well as four cupholders and four bottle holders.
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The Corolla cabin is a comfortable, practical and user-friendly place to be. Cabin storage itself is well catered to, and the front section of the cabin is a good place to be even on long road trips.
Move into the second row and things tighten up if you have tall kids or adults back there. If you're eyeing a Corolla as family transport, the hatch might be more ideally suited to younger families, otherwise the slightly more spacious sedan would be the better choice.
The front seats are sculpted enough, there’s plenty of fore and aft adjustment, and the driving position is suitable for all heights. The Corolla has always had that old cardigan feel when you’re in the cabin, in that you’re immediately comfortable and familiar with the surrounds. Around town, it's a joy to drive.
While the 60/40 split-fold seats open the luggage space up nicely, it’s the size of the boot (217L) that is our biggest bugbear with the Corolla hatch. Some of you won’t mind, some of you will buy the sedan, but for us, the boot is nowhere near big enough compared to the segment leaders.
If you’re a one-car household, for example, the boot space (or lack thereof) might force you to head to another brand. Given everything else that Toyota got right with this Corolla, the boot is a letdown.
Volkswagen Golf
From behind the wheel, everything looks and feels new. Dominating the top half of the dashboard are a pair of screens – one acting as the driver’s gauge cluster, the other as central infotainment.
Their clever software and sharp graphics help give the cabin a high-tech look and feel bordering on premium, as the brand does so well. The cabin also reveals itself to be a minimalist, fuss-free environment with quality materials and smart touches throughout. Its overly large and odd-shaped door bins welcome bottles, small bags and wallets with ease, with access remaining unrestricted from the inside when the door is closed.
Cloth seats come as standard and are height-adjustable, sliding, but without any form of lumbar adjustment.
On the lower centre console lies a new, awfully stubby, gear selector and a selection of versatile cubby holes. The largest of which doubles as a cupholder, as its beverage-holding partitions can be either extended or fully folded away.
Just shy of the gear toggle lies a different, small open-air storage spot perfect for keys, and in front is a pit that is great for your phone. Usually on more expensive models you would find a wireless charging pad here. The two main forms of power outlet in the front row are a pair of USB-C ports.
Over in the second row, space is fair for the segment. I am 183cm tall, and sitting behind my own driving position I found my knees greeted with around 3cm of knee room, my shoulders left with plenty of width, and head far enough from the headliner. Foot room is good, however, so guests in the back can stretch out a touch in search of respite.
Comfort additions for guests in the second row include two rear vents, two more USB-C ports, and their own independent, third zone of climate control. It is rare to see temperature controls in the back of a small hatchback, let alone the cheapest one in the range.
The overall shape and design of the cabin from the second row are good, with tall side glass that extends behind you, aiding its sense of airiness. Guests in the back are treated to the same style of door bins up front but no fold-down armrest, let alone one with cupholders or storage.
Boot space comes in at 374L, which is good for the class. The opening itself is square, wide, and evenly shaped, so it’s easy for larger boxes. A compact stroller will slot up nicely against the seat backs, leaving enough room for a fortnight of groceries. Underneath the boot floor sits a space-saving spare wheel.
2021 Toyota Corolla Ascent Sport Hybrid | 2021 Volkswagen Golf 110TSI | |
Seats | Five | Five |
Boot volume | 217L | 374L / 1230L |
Length | 4375mm | 4284mm |
Width | 1790mm | 1789mm |
Height | 1435mm | 1456mm |
Wheelbase | 2640mm | 2636mm |
Infotainment and Connectivity
Toyota Corolla
Ascent Sport grade gets a 4.2-inch multi-information display for the driver, with traditional analogue gauges relaying key vehicle info. We found the 8.0-inch touchscreen to work well, despite not being as big as those we’d consider to be the current standard-setters.
Crucially, though, the system is reliable and works well. There’s a USB input up front, Bluetooth connectivity (which also works well), voice commands and recognition, Apple CarPlay and Android Auto, a six-speaker audio system, and neatly arranged steering wheel controls.
We don’t think you necessarily need to tick the options box for proprietary satellite navigation and digital radio if you’re a keen smartphone user. Digital radio is obviously handy to have, but plenty of you remind us that it’s not a deal-breaker if you have access to streaming via your phone. Toyota’s satellite navigation system is a good one with SUNA traffic updates, but again, you won’t need that if your smartphone is up to date.
Both Bluetooth and smartphone mirroring worked well for us on test, and as we regularly find, the Apple interface is a little more intuitive than the Android operating system once you connect it up. We had no glitches with the system on test.
Volkswagen Golf
The most noticeable change from the previous-model Golf to the new generation is how you interact with the vehicle’s various systems. Volkswagen has seemingly channelled Peugeot’s vibe by deleting buttons its engineers deemed superfluous and leaving just a small array of touch-sensitive shortcut keys on the dashboard.
What this treatment does is create a visual spectacle; one that screams high-tech and worthy of setting a contemporary aesthetic standard. However, it also lowers the quality of its user experience. For example, operating the climate-control system is now conducted solely via the touchscreen. In some vehicles, car brands have left some important features reserved for buttons, touch-sensitive or not.
In the entry-level Golf, everything other than the demister is operated via the 8.25-inch screen, like air recirculation, temperature and cabin blower positioning. It can be trickier to use than regular buttons while driving, as it’s hard to build quick familiarity with undefined screen controls.
Why this point stands out most is that the more expensive Golf Life, Golf R-Line and Golf GTI models feature a larger 10.0-inch screen, which introduces some physical buttons related to climate control on its dashboard and in turn is better to use.
Still, the entry-level Golf 110TSI’s climate-control system is one-touch accessible like those more premium models, and features similar, clever software that makes it as easy as possible. The 8.25-inch infotainment system also sports wired and wireless smartphone connectivity for both Apple CarPlay and Android Auto, FM and AM radio, but no digital radio.
Safety & Technology
Toyota Corolla
The Corolla gets a full five-star ANCAP safety rating having been tested at launch back in 2018. It scores well for adult occupant protection (96 per cent), child occupant protection (83 per cent) and vulnerable road user protection (86 per cent).
There’s a comprehensive suite of standard kit, too, as you’d expect in this segment.
Those features include Lane Trace Assist, lane-departure alert with steering, Pre-Collision Safety system with pedestrian (day and night) and cyclist (day) detection, speed sign recognition, automatic high beam, all-speed active cruise control, rear-view camera with fixed guidelines, anti-lock brakes, stability and traction control, active cornering assist, seven airbags, seatbelt warning, ISOFIX anchors for the rear outboard seats, and an engine immobiliser.
Volkswagen Golf
The Volkswagen Golf 110TSI scored a five-star ANCAP safety result based on 2019 test data (in line with its European introduction). It scores highly in terms of adult occupant protection (95 per cent) and child occupant protection (89 per cent), but underperforms slightly in terms of vulnerable road user protection (76 per cent).
Volkswagen has done a stellar job in giving the cheapest Golf in the range a whole host of safety features, including adaptive cruise control with stop-and-go, blind-spot monitoring, rear cross-traffic control, active lane-keeping assist, and autonomous emergency braking with pedestrian and cyclist detection.
A couple of nice extras include an auto-dipping passenger-side mirror, front and rear parking sensors, and traffic jam assist – technology that uses adaptive cruise control to crawl semi-autonomously in busy congestion. The second row of the Golf features a pair of ISOFIX child anchorage points, and under the boot floor hides a space-saving spare wheel.
As mentioned, that clever semi-autonomous technology called travel and traffic jam assist allows the Golf to crawl by itself in dense traffic environments. And after conducting testing, it is worthwhile tech that could benefit someone who’s frequently battling the nine-to-five while paying tolls.
The reason for this technology featuring on the inherent car, and not the options list, is because the entry-level Golf comes equipped with the highest-spec hardware. The 2021 Volkswagen Golf features Volkswagen’s latest vehicle electrical architecture, or what it calls Vehicle Dynamics Manager (VDM).
Value for Money
Toyota Corolla
One area the Corolla punches harder than just about any other is in the value-for-money stakes. For starters, the buy-in price is sharp given the level of build quality and standard equipment.
Once you own a Corolla, though, it continues to be cost-effective to run. Servicing is required every 12 months or 15,000km and will cost you just $205 each visit for the duration of the five-year warranty.
Then there’s the fuel use. Against an ADR claim of 4.2 litres per 100km, we used just 5.3L/100km on a specific city cycle with plenty of traffic and no highway running. That’s real-world efficient, especially given we were driving normally and not trying to minimise fuel use to get the best result.
Volkswagen Golf
At first glance, the cost of entry has risen by a steep $4160 – or nearly 15 per cent - compared to the model it replaces. However, apples must be compared with apples, so it’s worth comparing the new 2021 Golf 110TSI to a 2020 Golf 7.5 110TSI Trendline with the optional $1500 driver assist package.
A fairer assessment of the price rise is $2600. Of course, the new Golf offers more than just a few safety features, so the value for money feels in favour of the new car, especially when assessed in an equipment-per-dollar fashion.
Servicing costs compared to the old car are identical, too, with an upfront service plan costing $1200 for three years or up to 52,500km (despite 15,000km intervals), whichever comes first, or $2100 for five years/82,500km. The future services are fully transferrable to aid the car’s future value. Hyundai offers a similar approach to servicing, with its comparable Hyundai i30 small hatch costing $897 for three years/45,000km and $1495 for five years/75,000km.
Over the duration of a week-long loan, the Volkswagen Golf 110TSI used 6.7 litres per 100km according to the vehicle’s trip computer. The manufacturer states an official combined-cycle figure of 5.8L/100km. It's worth noting the Golf needs a more expensive 95RON premium unleaded diet too.
At a glance | 2021 Toyota Corolla Ascent Sport Hybrid | 2021 Volkswagen Golf 110TSI |
Warranty | Five years / unlimited km | Five years / unlimited km |
Service intervals | 12 months / 15,000km | 12 months / 15,000km |
Servicing costs | $615 (3yr) / $1025 (5yr) | $1200 (3yr) / $2100 (5yr) |
Fuel cons. (claimed) | 4.2L/100km | 5.8L/100km |
Fuel cons. (on test) | 5.3L/100km | 6.7L/100km |
Fuel type | 91RON | 95RON |
Fuel tank size | 43L | 50L |
Driving
Toyota Corolla
While the engine doesn’t punch too hard on paper, it does get the job done with ease in the real world. We’ve never been the biggest fans of CVTs, but working with the hybrid system, there’s a smoothness and refinement to the way the Corolla gets to work. We’ve noted the efficiency above, and that’s matched by a quiet, refined feel from behind the wheel.
It feels light on its feet around town, aided by direct steering, a tight turning circle, and the nimbleness that comes from a well-sorted chassis focused on doing exactly what it does well – negotiate the confines of the city.
While 72kW and 142Nm from the petrol engine alone doesn’t raise eyebrows, the electric motor tips in 53kW and 163Nm, with Toyota claiming a combined power figure of 90kW. Combining the instant response of an electric motor with the higher-RPM ability of a petrol engine delivers a punchy experience in the real world, despite the lower figures on paper. The whole experience is quiet, too, regardless of engine RPM or road surface.
The 16-inch rims and chubby tyres play their part in the effortlessly comfortable ride over poor surfaces, along with the intrinsic rigidity of the chassis, which lets the springs and shocks do their work effectively. The best way to describe how the Corolla rides is tight but with compliance. It feels well bolted together but is never firm on poor surfaces. Just as we’ve come to expect from Toyota.
Volkswagen Golf
The most noticeable aspect of the drive is the torque-converter transmission. For over 15 years now, most, if not all, Volkswagen Golfs sold in Australia feature a DSG, or dual-clutch, transmission.
Volkswagen has surprised with the Golf, however, by switching back to a 'traditional' torque-converter transmission for all but the performance Golf GTI and Golf R models. It is a welcome return, as the Golf’s main powertrain concern of a jerky transmission has almost been resolved with this new automatic.
It does sport an aggressive calibration and can feel snatchy in certain environments, but that is a shallow criticism compared to the past. Gearshifts are swift and do not interrupt the relaxed ambience of the cabin, though the old dual-clutch did downshift a little faster and cleaner. The most noticeable improvement is in stop-start traffic, where the Golf gains a new sense of smoothness, being easier to drive and feeling more regular. Reverse parking up a slight incline is now an easier task too.
All are worthwhile improvements coming with no nasty side effects to performance or economy. The 1.4-litre turbocharged engine produces 110kW and 250Nm, identical to the previous Golf. The newer engine is calibrated differently, however, now making peak power at 5000rpm, or 1000rpm lower, and holding peak torque for 500rpm longer between 1500–4000rpm.
The mill is satisfactory for the job. With one or two on board, there is no shortage of poke for the everyday commute. We found fuel usage to be excellent, and the stop-start system not intrusive enough to go searching for the ‘off’ function.
When fully loaded with five adults and their associated gear, faster situations like a freeway merge will require burying of the accelerator pedal. Such scenarios will likely be few and far between, however, and in a more common environment of around town and below speeds of 70km/h, its low-down torque gets the job done despite the full load. It is a quiet engine too. One that’s well-balanced and generally feeling free from vibration.
The Golf is well-mannered in terms of ride and handling. In and around town, the suspension and tyre package benefit from enough play to pleasantly soak up ruts and road surface imperfections. Even the harsher, one-off large events are managed well, with an assuring sense coming from the way the car reacts. Any associated vibrations or noise generated from poor road surfaces are well damped by a good thick layer of sound deadening and well-chosen suspension rubbers.
All Golf models in Australia – from the base model right to the sporty GTI – come equipped with the brand’s electro-mechanical locking differential. Aside from being technology most associated with performance metal, the system also helps elevate traction levels above regular front-wheel-drive cars.
In slightly damp conditions, power is distributed more evenly across the front wheels, which helps cull wheel spin, especially out of corners. It also makes the entry-level Golf a great partner a few hours out of town where the roads are faster and curvier.
Key details | 2021 Toyota Corolla Ascent Sport Hybrid | 2021 Volkswagen Golf 110TSI |
Engine | 1.8-litre four-cylinder petrol hybrid | 1.5-litre four-cylinder turbo petrol |
Power | 72kW @ 5200rpm petrol, 53kW electric (90kW combined) | 110kW @ 5000rpm |
Torque | 142Nm @ 3600rpm petrol, 163Nm electric | 250Nm @ 1500–4000rpm |
Drive type | Front-wheel drive | Front-wheel drive |
Transmission | Continuously variable automatic transmission | Eight-speed torque converter automatic |
Power to weight ratio | 64.3kW/t | 84.4kW/t |
Weight | 1400kg | 1304kg |
Tow rating | 1300kg braked / 450kg unbraked | 1500kg braked / 660kg unbraked |
Turning circle | 10.2m | 10.9m |
Conclusion
Choosing a winner here isn't easy. Both the Toyota Corolla and Volkswagen Golf deliver on their innate promises of affordable, enjoyable and practical mobility with aplomb, meaning whichever car you choose, you won't feel shortchanged. But one car is a better overall package than the other, and that is the Volkswagen Golf.
Yes, the Corolla is a hybrid and needs to be recognised for this. Fuel use is below the Golf, and Corolla's eco-credentials are also strong. But the Golf can still be considered fuel-efficient, and its new auto is definitely a step in the right direction.
Inside, the Golf is roomier for humans and has more cargo space. It has a nicer, more modern interior with a more advanced infotainment system - although the Corolla isn't exactly out of date. In terms of equipment and safety features, the Golf leads here too, but some may find its lack of buttons for air-conditioning (everything is through the touchscreen) a bit daunting on a daily basis.
On the road, both reward enthusiastic drivers and do the job for those who just want reliable transport. But again the Golf edges ahead in terms of engine performance, ride quality, handling and cabin quietness.
So, the Golf is better, but is it good enough to justify the $4500 price difference and higher running costs? Yes. If it were our money, we'd scrimp and save to buy the Volkswagen Golf 110TSi. But if your budget can't stretch that far, rest assured that the Corolla Ascent Hybrid Hatch is still an astute and rewarding small hatchback. Just go easy on the luggage!