Holden Commodore VS Volkswagen Golf
Holden Commodore
Likes
- Comfortable but dynamic chassis
- Strong and smooth 2.0 turbo
- Liftback's boot practicality over a sedan
Dislikes
- Relatively unassuming looks
- V6 not as refined as the 2.0 turbo
- VXR doesn't match the romance of old V8 SS
Volkswagen Golf
Likes
- Superb engine
- Nice to drive, even around town
- Good space utilisation
Dislikes
- Too much road noise
- Annoying touchscreen
- Pricey
Summary
Holden Commodore
For many Australians, calling the new ZB a Commodore is tantamount to being forced to call your Mum’s new boyfriend ‘Dad.’
It's not built here, available in rear-wheel drive, there's no sign of a V8 or a sedan body, so why should we accept it as a worthy heir to the badge worn by Holden’s proudest model since 1978?
One big reason is that it was always going to be the next Commodore, even before Holden decided to stop building cars in Australia. Yes, it was even set to be built here.
Once the VE/VF Commodore’s Zeta platform was axed during General Motors’ post-GFC rationalisation, the next best thing was to align with the Opel/Vauxhall Insignia designed primarily for Europe.
Holden was actually involved with the new Insignia’s development from the beginning, which has led to some key details for the Commodore version and Australia, and a whole lot of input from our world-renowned Aussie engineering team.
So it’s a whole lot more Commodore than you may realise. Whether it lives up to its reputation is another matter.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 5.6L/100km |
| Seating | 5 seats |
Volkswagen Golf
In a world where hatchbacks are being cancelled left, right and centre, it was super refreshing to get into the Volkswagen Golf GTI hot-hatch recently.
I’d driven other Mk 8 Golf models including the R flagship wagon, but this was my go in the car I’d long considered to be the best Golf for the money.
But with prices continuously cruising north - this car is now a $54,990 prospect before on-road costs - does it still make dollars and sense? And what’s it like to live with in the daily grind?
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7L/100km |
| Seating | 5 seats |
Verdict
Holden Commodore7.9/10
So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes.
Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it.
The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.
Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:
Volkswagen Golf8/10
The Volkswagen Golf GTI is still a standard-setter when it comes to the “do it all” style of sporty hatch.
I wish the media screen was simpler, and that it wasn’t so loud inside on rougher road surfaces that are so common around Australia, and I wish it was cheaper, too.
But if you can justify the cost, and you want a five-door hatch with plenty of power and presence, then the Golf GTI could well be the go. But I’d also personally be checking out the Cupra Leon, which I think looks better and has a bit more individual appeal.
Design
Holden Commodore8/10
Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be.
The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb.
The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.
The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs.
The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it.
You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg.
Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).
Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.
Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu.
Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.
This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands.
Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies.
The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany.
Volkswagen Golf
You can tell it’s a GTI at a glance, and that means it’s off to a good start. There’s the telltale red grille strip, sitting proud above a very aggressive lower bumper with chequered-flag style daytime running lights.
In profile there’s a GTI badge on the front fender, and I think the 19s on this particular car sit a lot nicer than the ‘Richmond’ 18-inch rims on the standard car. There are red calipers, too, and tinted rear glass.
At the rear there is a minimalist approach to the badging - just the three important letters ‘GTI’ below the VW emblem, which doubles as the boot opening handle. The lower bumper features a pair of round exhaust tips, which poke out a bit more than you might expect.
The inside has the iconic - but not identical between generations - tartan seat trim, and I love it. Got a few really nice compliments on the design, which is called ‘Scale Paper’, in this gen and spec.
Otherwise, it’s a pared back affair, and you could be sitting in any other high-grade Golf.
Practicality
Holden Commodore8/10
Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.
The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.
The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear.
All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging.
The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore.
The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof.
Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.
Volkswagen Golf
You’ll fit more in the Golf hatch than you might expect. I took myself, my daughter and both my parents for a few-hour drive in it, and there were no complaints about comfort or space.
The 374-litre (VDA) boot space was large enough to fit the pram, a few shopping bags and a baby backpack, though for families with a baby or toddler, longer trips with more baggage might prove a squeeze. If you need more space and don’t have a child-seat in the back, you’ll get 1230L (VDA) with the back seat folded down. And there’s a space-saver spare under the floor.
The back seat is easily roomy enough for smaller adults and kids, and I could even slot in behind my own driving position (I’m 182cm/6’0” tall) with enough room. Three across will be a squishy, but it is possible.
There are dual ISOFIX and three top-tether points for kid seats, plus there’s a fold-down armrest with cup holders, big door pockets for a bottle or loose items, and a few pockets on the front seat-backs, too. There are USB-C ports (x2), and directional air-vents.
Up front you’ll find similar storage - cup holders between the seats, a pair of big cubbies in the doors, and additional holsters for a phone (with wireless charging) and 2x USB-C ports, a centre console bin, and reasonable glovebox.
The usability of the media system is not terrific. There are menus upon menus, and nothing as intuitive as it could be because so much of it is touchscreen-based. There are only a few hard buttons below, and then you still need to use the screen to get where you need.
I also think the much-criticised lack of knobs and buttons for volume and temperature control is an issue. There are controls below the screen, but they aren’t illuminated, and they aren’t always the most receptive.
I also didn’t love the haptic touch buttons on the steering wheel. I kept bumping buttons inadvertently when driving enthusiastically.
Price and features
Holden Commodore8/10
Aligning with the Insignia’s European platform has bumped the Commodore right up to speed with the current status quo of features expected in such a family car.
Available Commodore firsts include standard auto emergency braking (AEB) on all models, adaptive cruise control, 360-degree / surround-view cameras, massage and ventilated seats, heated rear seats, wireless phone charging, LED headlights and a power tailgate on the wagons. Like most new cars, there’s no more CD player or DVD player with the radio and other multimedia options.
The broad model range is split into LT, RS, RS-V, Calais, Calais-V, VXR trim levels, while the off-road flavoured Tourer is split into Calais and Calais-V versions.
All bar the Tourer and VXR are available with either Liftback or Sportwagon ($2200 extra) bodystyles, while the 2.0-litre turbo engine is standard in the LT, RS and Calais. The V6 with all-wheel drive is available in the RS, RS-V, Calais-V, VXR and both Tourer trims, while the diesel engine is limited to the LT and Calais.
The base LT Liftback drops the Commodore entry point by $1800 with a list price of $33,690. The diesel engine is available in either bodystyle for an extra $3000.
Standard features include the aforementioned AEB, lane keep assist, lane departure warning, Apple CarPlay and Android Auto in addition to Bluetooth connectivity with a 7.0-inch multimedia screen, reversing camera, auto parking, a leather steering wheel, an eight-way power driver’s seat, proximity keys, auto headlights and wipers, air conditioning and 17-inch alloy rims.
The RS kicks off at $37,290, or $40,790 in V6 AWD guise, and brings sports front seats, steering wheel and body kit, blind-spot monitoring, rear cross-traffic alert and bigger 18-inch alloys, while the Sportwagon version gets a power tailgate.
The V6 AWD RS-V commands $46,990, and adds leather seats, heated front seats, paddle shifters a larger 8.0-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, a colour head-up display, wireless phone charger, interior ambient lighting, upgraded Hi Per strut suspension and a sportier rear bumper.
The $40,990 Calais is also available with the diesel engine for an extra $3000, or as the V6 AWD Tourer wagon for $45,990.
The Calais sits closer to the LT on features, but adds leather trim, front seat heaters, 8-inch multimedia screen with built-in GPS navigation system and DAB+ digital radio, wireless phone charging, blind-spot monitoring, rear cross-traffic alert and 18-inch alloys.
The Calais Tourer scores a ride height lift (overall height up 42mm) and off-road styled unpainted wheel-arch moulds and bumper caps.
The $51,990 Calais-V adds a Bose premium sound system, ventilated front seats, a massage function and powered side bolsters for the driver’s seat, heated rear seats, a sports steering wheel with paddle shifters, 360 degree cameras, colour head-up display, adaptive LED headlights and 20-inch alloys. The Liftback version gets an electronic sunroof, while the Tourer version gets a panoramic glass roof.
The top-spec VXR is closest to the RS-V in terms of features, but for $55,990 it adds VXR-specific sports seats with power adjustable bolsters and ventilation up front, heated rear seats, Bose premium audio, adaptive suspension, adaptive cruise control, Brembo brakes, VXR floor mats and sill plates, active LED headlights, 360-degree camera, electric sunroof, and 20-inch alloy wheels.
From launch, Holden is offering drive-away pricing across several models, with on-road costs included. The LT petrol Liftback is available for $35,990, while the RS Liftaback is being offered for $38,990 with the 2.0-litre turbo and $42,490 with the V6. The Calais Tourer is also being offered for $47,990 drive away.
MORE: Check out our ZB Holden Commodore price guide and price list here.
The available colours are spread across two whites, two reds, silver, grey, black and blue, with some only available on certain models. All bar the non-metallic white and red will cost you an extra $550, but there’s no sign of the green, purple, orange, or yellow we’ve seen over the past decade.
Volkswagen Golf
As I mentioned, the 2023 VW Golf GTI lists at $54,990 (all prices listed are MSRP, or before on-road costs). So, on the road, you’re up over sixty grand. That used to be more than enough for a Golf R, but times they are a-changin.
And don’t go thinking you’re getting 15-inch touchscreens and leather trim for that money, either. The Golf GTI runs the iconic tartan cloth trim as standard, has the typical exterior styling treatment with red highlights, and it has LED headlights, keyless entry and push-button start, electric heated folding side mirrors, standard-fit 18-inch alloys and adaptive chassis control dampers.
Inside you’ll find a 10.0-inch touchscreen with sat nav, digital radio, wireless Apple CarPlay and Android Auto, a six-speaker stereo, wireless phone charging, auto-dimming rearview mirror, a digital instrument cluster, front, side and rear parking sensors with auto-parking, sports front seats with manual adjustment, leather-wrapped steering wheel,
The car I drove had the $2500 Sound and Style pack, which adds 19-inch wheels and Hankook Ventus S1 Evo3 (235/35/19) tyres as well as a Harman Kardon stereo with subwoofer, plus a head-up display.
If you want leather trim, you’ll have to option the Luxury Package ($3900) which adds Vienna leather upholstery, a panoramic sunroof, heated front seats, electric driver’s seat adjustment and electric driver’s lumbar adjustment, too.
Colour options include the no-cost Pure White and Moonstone Grey, Atlantic Blue metallic, Dolphin Grey metallic, and Deep Black pearl. Only the eye-catching Kings Red metallic costs $300 more.
Rivals for the VW Golf GTI include the Hyundai i30 N (from $46,200 for the manual; $49,200 for the dual-clutch auto), Renault Megane RS Trophy (from $62,300) and the mechanically related Cupra Leon VZ (from $52,990).
Under the bonnet
Holden Commodore7/10
No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals.
For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.
The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.
The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.
MORE: Find all ZB Commodore specifications here.
For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range.
Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive.
MORE: What’s the difference between 4X4, 4WD and AWD
The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split.
If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.
Volkswagen Golf
You know the VW Golf GTI formula. Punchy engine, front-wheel drive.
In this iteration, the engine is a 2.0-litre four-cylinder turbo-petrol with 180kW of power (from 5000-6200rpm) and 370Nm of torque (from 1600-4300rpm).
This generation doesn’t come with the option of a six-speed manual transmission like GTI models before it - instead, you get a seven-speed dual-clutch automatic transmission as standard.
The 0-100km/h claim is 6.4 seconds. But in some situations it feels faster than that.
Efficiency
Holden Commodore8/10
As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings.
It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank.
Volkswagen Golf
The official combined cycle fuel consumption figure is 7.0 litres per 100 kilometres. That’s what you should be able to achieve across a mix of driving.
During my time in the Golf GTI, I did a few hundred kilometres of mixed driving, and saw a real-world return of 8.1L/100km. Respectable, I think. Undoubtedly it would be higher if all you do is drive hard - but this test was about how usable the car is in normal life.
It has a 50-litre fuel tank that needs to be filled with 95RON premium unleaded at a minimum.
Driving
Holden Commodore8/10
The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area.
At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition.
I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision.
You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency.
The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out.
Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright.
Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand.
The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style.
Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.
The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.
The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of.
Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.
Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.
Volkswagen Golf
This was an urban test first and foremost, and the Golf GTI still is one of the most liveable sporty hatchbacks on the market.
There are things you will need to contend with - the amount of coarse-chip road road that intrudes into the cabin is downright nasty at times, and even in the most comfortable drive mode it’s quite firm over Sydney’s pockmarked city roads - but otherwise, this thing is great.
The steering has heaps of weight to it, and is super direct. The heftiness of it might take some getting used to, especially when negotiating tight parking spaces, but there’s always the auto-parking function if you’re nervous.
Now, the adaptive chassis control dampers will be stiffer or softer depending on the drive mode you choose. There are Eco, Comfort, Sport and the configurable Individual setting, and when my family was on board I had the car in Comfort mode. Again, no complaints about ride comfort.
In Sport mode, it is sharper and lumpier, but never lacking in control or refinement. Yes, you do feel sharp edges, and it might be too edgy for full-time use, but it really does help the car feel more confident and planted.
The engine is terrific. It has more than enough grunt to make easy work of daily duties, and you needn’t fear about whether you’ll have enough squirt to make it for overtaking moves. It has an abundance of torque and the linear way in which it builds power from low in the rev range is superb.
I also had no complaints about the dual-clutch auto transmission. The action of it can take some getting used to at lower speeds, where it can feel like it’s slurring a bit, but it really is a super gearbox, with snappy shifts at speed and smooth changes when you want them.
Safety
Holden Commodore9/10
All versions of the new Commodore come with a maximum five star ANCAP safety rating, which has been measured against 2017 standards. The VF’s five star rating was based on 2013 standards.
As mentioned above, all versions get standard AEB and ISOFIX child seat mounts, plus features like lane keep assist and departure warning, auto parking, a reversing camera with front and rear sensors and six airbags covering both rows of seats.
All versions also get a novel following distance indicator to help you gauge a safe distance from the car in front. This could serve as excellent driver training, and worth having a go with on a test drive.
RS variants upwards get blind-spot monitoring and rear cross-traffic alert, while only the Calais-V and VXR get 360-degree /surround-view camera setups.
Volkswagen Golf
The Golf 8 range scored a maximum five-star ANCAP crash test rating in 2019. Standards have changed a bit since then, but it still has plenty of standard active safety tech.
The list includes forward AEB with pedestrian and cyclist detection, plus it has blind-spot monitoring, rear cross-traffic alert, reversing collision avoidance, lane keeping support, adaptive cruise control, a reversing camera and front and rear parking sensors.
If you’re waiting for a new VW Golf GTI, the brand has confirmed that from November production, the R-Line, GTI and R models pick up a front centre airbag. That’ll make the tally seven airbags, with dual front, front side and full-length curtains fitted to all earlier and future models.
Ownership
Holden Commodore7/10
Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty.
Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.
Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.
Volkswagen Golf
Buying a VW? You’ll score a five-year/unlimited kilometre warranty. That’s good, but not as good as Skoda, MG, GWM Haval or Kia. But none of those brands have a real hot-hatch like this.
Servicing is every 12 months/15,000km. There’s a capped-price plan or “Care Plan” prepay packs for three years/45,000km ($1600) or five years/75,000km ($2800). Choose the latter and you’re saving heaps over pay-as-you-go ($786, to be precise).
You get a year of roadside assistance included, but that renews each time you service your car with VW.