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Volkswagen Golf R 2.0 DSG 5dr (A) Review
30 Apr 2010|25,982 views
Sentiments that stem primarily from the fact that Volkswagen's new R32 replacement, branded R, has lost two cylinders and its naturally aspirated nature for a 2.0-litre turbocharged lump underneath the bonnet.
Then there's the change in nomenclature of the performance version of Vee-dub's cars.
Names like R36 and R32 are a thing of the past as they've gone and registered a separate company to take charge of their higher performance models, much the same way Audi has quattro, BMW has M and Mercedes-Benz has their AMG unit.
From now, the manic versions of the Golf, Passat and so forth will only be differentiated by a lonely chrome 'R' badge set on black at the front and rear of the car.
When the R32 first came on the market, it surprisingly took off relatively well even though most couldn't make out its market proposition. Was it a hardcore race hatch or a gentleman's weekend blast?
Set above the GTI with a 3.2-litre VR6 engine powering the permanent four wheel drive, the R32 carved out an image of being an understated, tarmac-hungry glutton that was repeatedly mistaken as a normal Golf by ordinary folks.
For those inclined towards the fairer four-wheeled inhabitants on the roads though, the chrome front section, clean 18 inch rims poorly concealing those up-rated blue callipered brakes and the twin pipes poking out under the middle of the rear bumper were dead giveaways to the cars schizophrenic nature.
Then there's the change in nomenclature of the performance version of Vee-dub's cars.
Names like R36 and R32 are a thing of the past as they've gone and registered a separate company to take charge of their higher performance models, much the same way Audi has quattro, BMW has M and Mercedes-Benz has their AMG unit.
From now, the manic versions of the Golf, Passat and so forth will only be differentiated by a lonely chrome 'R' badge set on black at the front and rear of the car.
When the R32 first came on the market, it surprisingly took off relatively well even though most couldn't make out its market proposition. Was it a hardcore race hatch or a gentleman's weekend blast?
Set above the GTI with a 3.2-litre VR6 engine powering the permanent four wheel drive, the R32 carved out an image of being an understated, tarmac-hungry glutton that was repeatedly mistaken as a normal Golf by ordinary folks.
For those inclined towards the fairer four-wheeled inhabitants on the roads though, the chrome front section, clean 18 inch rims poorly concealing those up-rated blue callipered brakes and the twin pipes poking out under the middle of the rear bumper were dead giveaways to the cars schizophrenic nature.
 |
And everyone from rich daddy's boy's not wanting to own something as normal as the GTI, bankers and affluent individuals looking for a powerful daily runaround bought one (mostly in metallic blue and some in black) and raved about it.
So, they've tweaked the formula a little and it might not be what most of us are used to, but has it picked up where the last car left off?
Exterior
A big part of the R's drama came from the sheer sight of the car at standstill.
Just like the one it replaces, a subtle body kit has been slapped on it in the form of an aggressively styled front bumper with two air dams on each side for more efficient dissipation of heat generated under the skin.
Notice the lack of foggies?
 |
In something that's becoming a trend in the industry, Volkswagen mentioned that they did without those circular lamps to supplement the engine with extra cooling ducts, needed to keep all the mechanicals running at optimal temperature.
Doing a less useful job, but looking much more fashionable while in operation, the two day-light running LED slits sit high up the bumper and keeps the R more tuned in to today's fashionable expectations.
Like how the previous generations of performance models from VW had that chrome section in the front of the car to clearly set it apart from its more simpleton siblings, the trademark of the new generation of R's will be glossy black bits, previewed here on the Golf R.
So the double slits running between the headlamps and shrouding the brand's roundel at the front gets the plastic treatment, so does the side view mirrors and the rear diffuser.
Past the 18 inch Talladega rims that look brilliant on the car, the side profile is similar to that of the GTI while the rear sees some differences in the subtle spoiler design. Also the 'L' designed tail lamps that lend the car a menacing look when viewed from the rear with the twin pipes poking out.
Overall you get the feeling that the designers were given a very specific boundary to work within, with the word "subtle" playing governor to their designs.
Not that it's a bad thing though, the more mature direction they've taken by dialing down the car's aggressiveness by adding very soft body cues and a lowered stance provides the ideal mix of passionate intention and maturity that seems to have been forgotten in these bold times of being flashy.
Interior
Inside, the Golf R pretty much replicates the interior design and layout of the GTI but with the mandatory R cues in place.
On the steering wheel you've got the controls on both sides shrouded in the same glossy black plastic from the outside and with the strategically placed R badge at the six 0'clock position. Then you've got another badge embossed on a strip of matte alluminium that runs across the middle of the dash section.
Besides the plain black plastic surrounds on the steering which creaked and flexed when depressed slightly, materials like the soft rubber surfaces abundant around the dash and the more firm and tactile knobs and buttons everywhere else feels full of quality as it typically would in any other Volkswagen car.
Doing a less useful job, but looking much more fashionable while in operation, the two day-light running LED slits sit high up the bumper and keeps the R more tuned in to today's fashionable expectations.
Like how the previous generations of performance models from VW had that chrome section in the front of the car to clearly set it apart from its more simpleton siblings, the trademark of the new generation of R's will be glossy black bits, previewed here on the Golf R.
So the double slits running between the headlamps and shrouding the brand's roundel at the front gets the plastic treatment, so does the side view mirrors and the rear diffuser.
Past the 18 inch Talladega rims that look brilliant on the car, the side profile is similar to that of the GTI while the rear sees some differences in the subtle spoiler design. Also the 'L' designed tail lamps that lend the car a menacing look when viewed from the rear with the twin pipes poking out.
Overall you get the feeling that the designers were given a very specific boundary to work within, with the word "subtle" playing governor to their designs.
Not that it's a bad thing though, the more mature direction they've taken by dialing down the car's aggressiveness by adding very soft body cues and a lowered stance provides the ideal mix of passionate intention and maturity that seems to have been forgotten in these bold times of being flashy.
Interior
Inside, the Golf R pretty much replicates the interior design and layout of the GTI but with the mandatory R cues in place.
On the steering wheel you've got the controls on both sides shrouded in the same glossy black plastic from the outside and with the strategically placed R badge at the six 0'clock position. Then you've got another badge embossed on a strip of matte alluminium that runs across the middle of the dash section.
Besides the plain black plastic surrounds on the steering which creaked and flexed when depressed slightly, materials like the soft rubber surfaces abundant around the dash and the more firm and tactile knobs and buttons everywhere else feels full of quality as it typically would in any other Volkswagen car.
Leather seats are the same comfortable yet supportive ones from the GTI but with, you guessed it, another 'R' embroidered to the head rests.
Coming from the contained aggressiveness of the exterior, the interior of the Golf R was a bit of a disappointment in setting the cabin apart between this and the GTI.
Unassuming black plastics and even the blue needles within the gauges (which are gorgeous) can only do so much to remind owners of exactly what car they're getting behind the wheel off. There's no sense of celebration to speak off and suddenly you start wondering where that premium you're paying over the GTI has gone to.
Driving Impressions
I know it's hard to stomach when I tell you that a good portion of what you're paying for is a smaller engine albeit, paired up with the brand's new 4MOTION system.
With the R32 employing a massively delightful 3.2-litre VR6, the Golf R reached into the communal parts bin and fished out the ever reliable EA113 2.0-litre turbocharged unit that had seen duty in the Mk5 Golf GTI and the Audi S3.
Yes, you read that right - they're using the engine utilised in the GTI from a generation ago. The newer unit used in the Mk6 GTI, code named EA888, is still relatively new and hasn't been developed enough to prove its worth in the highly demanding Golf R.
But of course we saw this shift to a much cleaner, more economical and smaller displacement engine with forced induction didn't we. They call it intelligent downsizing.
With 256bhp (the units on sale in Singapore have been detuned by 14bhp) on tap and an impressive peak torque of 330Nm twisting in from 2,400rpm and maintaining it through to 5,200rpm, it leaves you with no room for complaints when you realise the R, on top of being more powerful than the model it replaces, is much less thirsty at the pumps as well.
From the lights, you get a good sense of how linear and strong the power delivery is when the car mashes your head to the head restraints when you've got the pedal to the metal. But before you're treated to the sensation of being manhandled, the car's stuck in the awkward zone most of us know as turbo lag for almost a second or two before it quickly snaps out of it and shovels all that power through the slick six-speed dual-clutch gearbox.
Coming from the contained aggressiveness of the exterior, the interior of the Golf R was a bit of a disappointment in setting the cabin apart between this and the GTI.
Unassuming black plastics and even the blue needles within the gauges (which are gorgeous) can only do so much to remind owners of exactly what car they're getting behind the wheel off. There's no sense of celebration to speak off and suddenly you start wondering where that premium you're paying over the GTI has gone to.
Driving Impressions
I know it's hard to stomach when I tell you that a good portion of what you're paying for is a smaller engine albeit, paired up with the brand's new 4MOTION system.
With the R32 employing a massively delightful 3.2-litre VR6, the Golf R reached into the communal parts bin and fished out the ever reliable EA113 2.0-litre turbocharged unit that had seen duty in the Mk5 Golf GTI and the Audi S3.
Yes, you read that right - they're using the engine utilised in the GTI from a generation ago. The newer unit used in the Mk6 GTI, code named EA888, is still relatively new and hasn't been developed enough to prove its worth in the highly demanding Golf R.
But of course we saw this shift to a much cleaner, more economical and smaller displacement engine with forced induction didn't we. They call it intelligent downsizing.
With 256bhp (the units on sale in Singapore have been detuned by 14bhp) on tap and an impressive peak torque of 330Nm twisting in from 2,400rpm and maintaining it through to 5,200rpm, it leaves you with no room for complaints when you realise the R, on top of being more powerful than the model it replaces, is much less thirsty at the pumps as well.
From the lights, you get a good sense of how linear and strong the power delivery is when the car mashes your head to the head restraints when you've got the pedal to the metal. But before you're treated to the sensation of being manhandled, the car's stuck in the awkward zone most of us know as turbo lag for almost a second or two before it quickly snaps out of it and shovels all that power through the slick six-speed dual-clutch gearbox.
 |
With all that power, the Golf R comes with VW's reworked 4MOTION system that sees an updated haldex system being employed to keep things leveled and tight in and out corners by nullifying the lack of grip - regulating power between the front and rear wheels.
That being said though, driving the Golf R into and out of corners hard remained the highlight of the short time I had with the car.
The plump steering wheel, the impressive feedbacks and the retuned spring, damper and stabalisers all work together in giving the car such a balanced feel in and out of corners.
Like in the GTI, you've got VW's Dynamic Chassis Control (DCC) system which lets you choose between three self-explanatory settings, Comfort, Normal and Sport.
While you probably get the best driving experience in Sport mode through the deactivation of the ESP button, the hardest and most hardcore setting, I found it annoying that in Normal drive, the settings didn't change to suit my driving style. So I found myself running up the gears in a sprint even though I had my foot planted on the floor in an effort to overtake the traffic in front of me.
There's really nothing wrong in saving me some extra dollars at the pump with the early shifts, but you'd expect a more performance-oriented car like the Golf R to respond much more naturally to the driver's inputs.
That being said though, driving the Golf R into and out of corners hard remained the highlight of the short time I had with the car.
The plump steering wheel, the impressive feedbacks and the retuned spring, damper and stabalisers all work together in giving the car such a balanced feel in and out of corners.
Like in the GTI, you've got VW's Dynamic Chassis Control (DCC) system which lets you choose between three self-explanatory settings, Comfort, Normal and Sport.
While you probably get the best driving experience in Sport mode through the deactivation of the ESP button, the hardest and most hardcore setting, I found it annoying that in Normal drive, the settings didn't change to suit my driving style. So I found myself running up the gears in a sprint even though I had my foot planted on the floor in an effort to overtake the traffic in front of me.
There's really nothing wrong in saving me some extra dollars at the pump with the early shifts, but you'd expect a more performance-oriented car like the Golf R to respond much more naturally to the driver's inputs.
Should you buy it?
Sure it's the fastest Golf ever made and has a torque-rich four potter punting the four-wheel drive bullet around, but somehow, for those who have driven its predecessor, it doesn't feel like the same intoxicating package the 'R' badge once stood for.
For one, that unmistakable, naturally-endowed throaty burble from the VR6 is gone and has been replaced by a similar engine note from the GTI, but made more bassy via dual sound-optimised pipes at the rear that just cannot compare to the seductive note of the previous one.
Then the interior doesn't do much of a job to convey the exclusivity of your purchase.
I had the pleasure of driving an R32 before, and even though the car felt nose-heavy when taking turns, the aural and sensual pleasure you got from driving it made you feel so much more special than any modified GTI ever could.
It's when those different elements come together that you realise you're driving something that's truly worth every cent you spent on it, even if it robs you at the pump. That's what I think makes a great driver's car.
On the flip side though, the Volkswagen Golf R, at $158,800 (as of 22 Apr 2010), could be the car some of you might have been waiting for.
It's extremely quick, has a chassis and engine that has made many people around the world happy, is more kind to the environment, saves you a lot of cash both at the pumps and when you're paying your road tax, and can pack you, your parents, your grandmother into it and bring them for a ride they'll never forget - with your luggage in tow.
Sure it's the fastest Golf ever made and has a torque-rich four potter punting the four-wheel drive bullet around, but somehow, for those who have driven its predecessor, it doesn't feel like the same intoxicating package the 'R' badge once stood for.
For one, that unmistakable, naturally-endowed throaty burble from the VR6 is gone and has been replaced by a similar engine note from the GTI, but made more bassy via dual sound-optimised pipes at the rear that just cannot compare to the seductive note of the previous one.
Then the interior doesn't do much of a job to convey the exclusivity of your purchase.
I had the pleasure of driving an R32 before, and even though the car felt nose-heavy when taking turns, the aural and sensual pleasure you got from driving it made you feel so much more special than any modified GTI ever could.
It's when those different elements come together that you realise you're driving something that's truly worth every cent you spent on it, even if it robs you at the pump. That's what I think makes a great driver's car.
On the flip side though, the Volkswagen Golf R, at $158,800 (as of 22 Apr 2010), could be the car some of you might have been waiting for.
It's extremely quick, has a chassis and engine that has made many people around the world happy, is more kind to the environment, saves you a lot of cash both at the pumps and when you're paying your road tax, and can pack you, your parents, your grandmother into it and bring them for a ride they'll never forget - with your luggage in tow.
Sentiments that stem primarily from the fact that Volkswagen's new R32 replacement, branded R, has lost two cylinders and its naturally aspirated nature for a 2.0-litre turbocharged lump underneath the bonnet.
Then there's the change in nomenclature of the performance version of Vee-dub's cars.
Names like R36 and R32 are a thing of the past as they've gone and registered a separate company to take charge of their higher performance models, much the same way Audi has quattro, BMW has M and Mercedes-Benz has their AMG unit.
From now, the manic versions of the Golf, Passat and so forth will only be differentiated by a lonely chrome 'R' badge set on black at the front and rear of the car.
When the R32 first came on the market, it surprisingly took off relatively well even though most couldn't make out its market proposition. Was it a hardcore race hatch or a gentleman's weekend blast?
Set above the GTI with a 3.2-litre VR6 engine powering the permanent four wheel drive, the R32 carved out an image of being an understated, tarmac-hungry glutton that was repeatedly mistaken as a normal Golf by ordinary folks.
For those inclined towards the fairer four-wheeled inhabitants on the roads though, the chrome front section, clean 18 inch rims poorly concealing those up-rated blue callipered brakes and the twin pipes poking out under the middle of the rear bumper were dead giveaways to the cars schizophrenic nature.
Then there's the change in nomenclature of the performance version of Vee-dub's cars.
Names like R36 and R32 are a thing of the past as they've gone and registered a separate company to take charge of their higher performance models, much the same way Audi has quattro, BMW has M and Mercedes-Benz has their AMG unit.
From now, the manic versions of the Golf, Passat and so forth will only be differentiated by a lonely chrome 'R' badge set on black at the front and rear of the car.
When the R32 first came on the market, it surprisingly took off relatively well even though most couldn't make out its market proposition. Was it a hardcore race hatch or a gentleman's weekend blast?
Set above the GTI with a 3.2-litre VR6 engine powering the permanent four wheel drive, the R32 carved out an image of being an understated, tarmac-hungry glutton that was repeatedly mistaken as a normal Golf by ordinary folks.
For those inclined towards the fairer four-wheeled inhabitants on the roads though, the chrome front section, clean 18 inch rims poorly concealing those up-rated blue callipered brakes and the twin pipes poking out under the middle of the rear bumper were dead giveaways to the cars schizophrenic nature.
|
And everyone from rich daddy's boy's not wanting to own something as normal as the GTI, bankers and affluent individuals looking for a powerful daily runaround bought one (mostly in metallic blue and some in black) and raved about it.
So, they've tweaked the formula a little and it might not be what most of us are used to, but has it picked up where the last car left off?
Exterior
A big part of the R's drama came from the sheer sight of the car at standstill.
Just like the one it replaces, a subtle body kit has been slapped on it in the form of an aggressively styled front bumper with two air dams on each side for more efficient dissipation of heat generated under the skin.
Notice the lack of foggies?
|
In something that's becoming a trend in the industry, Volkswagen mentioned that they did without those circular lamps to supplement the engine with extra cooling ducts, needed to keep all the mechanicals running at optimal temperature.
Doing a less useful job, but looking much more fashionable while in operation, the two day-light running LED slits sit high up the bumper and keeps the R more tuned in to today's fashionable expectations.
Like how the previous generations of performance models from VW had that chrome section in the front of the car to clearly set it apart from its more simpleton siblings, the trademark of the new generation of R's will be glossy black bits, previewed here on the Golf R.
So the double slits running between the headlamps and shrouding the brand's roundel at the front gets the plastic treatment, so does the side view mirrors and the rear diffuser.
Past the 18 inch Talladega rims that look brilliant on the car, the side profile is similar to that of the GTI while the rear sees some differences in the subtle spoiler design. Also the 'L' designed tail lamps that lend the car a menacing look when viewed from the rear with the twin pipes poking out.
Overall you get the feeling that the designers were given a very specific boundary to work within, with the word "subtle" playing governor to their designs.
Not that it's a bad thing though, the more mature direction they've taken by dialing down the car's aggressiveness by adding very soft body cues and a lowered stance provides the ideal mix of passionate intention and maturity that seems to have been forgotten in these bold times of being flashy.
Interior
Inside, the Golf R pretty much replicates the interior design and layout of the GTI but with the mandatory R cues in place.
On the steering wheel you've got the controls on both sides shrouded in the same glossy black plastic from the outside and with the strategically placed R badge at the six 0'clock position. Then you've got another badge embossed on a strip of matte alluminium that runs across the middle of the dash section.
Besides the plain black plastic surrounds on the steering which creaked and flexed when depressed slightly, materials like the soft rubber surfaces abundant around the dash and the more firm and tactile knobs and buttons everywhere else feels full of quality as it typically would in any other Volkswagen car.
Doing a less useful job, but looking much more fashionable while in operation, the two day-light running LED slits sit high up the bumper and keeps the R more tuned in to today's fashionable expectations.
Like how the previous generations of performance models from VW had that chrome section in the front of the car to clearly set it apart from its more simpleton siblings, the trademark of the new generation of R's will be glossy black bits, previewed here on the Golf R.
So the double slits running between the headlamps and shrouding the brand's roundel at the front gets the plastic treatment, so does the side view mirrors and the rear diffuser.
Past the 18 inch Talladega rims that look brilliant on the car, the side profile is similar to that of the GTI while the rear sees some differences in the subtle spoiler design. Also the 'L' designed tail lamps that lend the car a menacing look when viewed from the rear with the twin pipes poking out.
Overall you get the feeling that the designers were given a very specific boundary to work within, with the word "subtle" playing governor to their designs.
Not that it's a bad thing though, the more mature direction they've taken by dialing down the car's aggressiveness by adding very soft body cues and a lowered stance provides the ideal mix of passionate intention and maturity that seems to have been forgotten in these bold times of being flashy.
Interior
Inside, the Golf R pretty much replicates the interior design and layout of the GTI but with the mandatory R cues in place.
On the steering wheel you've got the controls on both sides shrouded in the same glossy black plastic from the outside and with the strategically placed R badge at the six 0'clock position. Then you've got another badge embossed on a strip of matte alluminium that runs across the middle of the dash section.
Besides the plain black plastic surrounds on the steering which creaked and flexed when depressed slightly, materials like the soft rubber surfaces abundant around the dash and the more firm and tactile knobs and buttons everywhere else feels full of quality as it typically would in any other Volkswagen car.
Leather seats are the same comfortable yet supportive ones from the GTI but with, you guessed it, another 'R' embroidered to the head rests.
Coming from the contained aggressiveness of the exterior, the interior of the Golf R was a bit of a disappointment in setting the cabin apart between this and the GTI.
Unassuming black plastics and even the blue needles within the gauges (which are gorgeous) can only do so much to remind owners of exactly what car they're getting behind the wheel off. There's no sense of celebration to speak off and suddenly you start wondering where that premium you're paying over the GTI has gone to.
Driving Impressions
I know it's hard to stomach when I tell you that a good portion of what you're paying for is a smaller engine albeit, paired up with the brand's new 4MOTION system.
With the R32 employing a massively delightful 3.2-litre VR6, the Golf R reached into the communal parts bin and fished out the ever reliable EA113 2.0-litre turbocharged unit that had seen duty in the Mk5 Golf GTI and the Audi S3.
Yes, you read that right - they're using the engine utilised in the GTI from a generation ago. The newer unit used in the Mk6 GTI, code named EA888, is still relatively new and hasn't been developed enough to prove its worth in the highly demanding Golf R.
But of course we saw this shift to a much cleaner, more economical and smaller displacement engine with forced induction didn't we. They call it intelligent downsizing.
With 256bhp (the units on sale in Singapore have been detuned by 14bhp) on tap and an impressive peak torque of 330Nm twisting in from 2,400rpm and maintaining it through to 5,200rpm, it leaves you with no room for complaints when you realise the R, on top of being more powerful than the model it replaces, is much less thirsty at the pumps as well.
From the lights, you get a good sense of how linear and strong the power delivery is when the car mashes your head to the head restraints when you've got the pedal to the metal. But before you're treated to the sensation of being manhandled, the car's stuck in the awkward zone most of us know as turbo lag for almost a second or two before it quickly snaps out of it and shovels all that power through the slick six-speed dual-clutch gearbox.
Coming from the contained aggressiveness of the exterior, the interior of the Golf R was a bit of a disappointment in setting the cabin apart between this and the GTI.
Unassuming black plastics and even the blue needles within the gauges (which are gorgeous) can only do so much to remind owners of exactly what car they're getting behind the wheel off. There's no sense of celebration to speak off and suddenly you start wondering where that premium you're paying over the GTI has gone to.
Driving Impressions
I know it's hard to stomach when I tell you that a good portion of what you're paying for is a smaller engine albeit, paired up with the brand's new 4MOTION system.
With the R32 employing a massively delightful 3.2-litre VR6, the Golf R reached into the communal parts bin and fished out the ever reliable EA113 2.0-litre turbocharged unit that had seen duty in the Mk5 Golf GTI and the Audi S3.
Yes, you read that right - they're using the engine utilised in the GTI from a generation ago. The newer unit used in the Mk6 GTI, code named EA888, is still relatively new and hasn't been developed enough to prove its worth in the highly demanding Golf R.
But of course we saw this shift to a much cleaner, more economical and smaller displacement engine with forced induction didn't we. They call it intelligent downsizing.
With 256bhp (the units on sale in Singapore have been detuned by 14bhp) on tap and an impressive peak torque of 330Nm twisting in from 2,400rpm and maintaining it through to 5,200rpm, it leaves you with no room for complaints when you realise the R, on top of being more powerful than the model it replaces, is much less thirsty at the pumps as well.
From the lights, you get a good sense of how linear and strong the power delivery is when the car mashes your head to the head restraints when you've got the pedal to the metal. But before you're treated to the sensation of being manhandled, the car's stuck in the awkward zone most of us know as turbo lag for almost a second or two before it quickly snaps out of it and shovels all that power through the slick six-speed dual-clutch gearbox.
|
With all that power, the Golf R comes with VW's reworked 4MOTION system that sees an updated haldex system being employed to keep things leveled and tight in and out corners by nullifying the lack of grip - regulating power between the front and rear wheels.
That being said though, driving the Golf R into and out of corners hard remained the highlight of the short time I had with the car.
The plump steering wheel, the impressive feedbacks and the retuned spring, damper and stabalisers all work together in giving the car such a balanced feel in and out of corners.
Like in the GTI, you've got VW's Dynamic Chassis Control (DCC) system which lets you choose between three self-explanatory settings, Comfort, Normal and Sport.
While you probably get the best driving experience in Sport mode through the deactivation of the ESP button, the hardest and most hardcore setting, I found it annoying that in Normal drive, the settings didn't change to suit my driving style. So I found myself running up the gears in a sprint even though I had my foot planted on the floor in an effort to overtake the traffic in front of me.
There's really nothing wrong in saving me some extra dollars at the pump with the early shifts, but you'd expect a more performance-oriented car like the Golf R to respond much more naturally to the driver's inputs.
That being said though, driving the Golf R into and out of corners hard remained the highlight of the short time I had with the car.
The plump steering wheel, the impressive feedbacks and the retuned spring, damper and stabalisers all work together in giving the car such a balanced feel in and out of corners.
Like in the GTI, you've got VW's Dynamic Chassis Control (DCC) system which lets you choose between three self-explanatory settings, Comfort, Normal and Sport.
While you probably get the best driving experience in Sport mode through the deactivation of the ESP button, the hardest and most hardcore setting, I found it annoying that in Normal drive, the settings didn't change to suit my driving style. So I found myself running up the gears in a sprint even though I had my foot planted on the floor in an effort to overtake the traffic in front of me.
There's really nothing wrong in saving me some extra dollars at the pump with the early shifts, but you'd expect a more performance-oriented car like the Golf R to respond much more naturally to the driver's inputs.
Should you buy it?
Sure it's the fastest Golf ever made and has a torque-rich four potter punting the four-wheel drive bullet around, but somehow, for those who have driven its predecessor, it doesn't feel like the same intoxicating package the 'R' badge once stood for.
For one, that unmistakable, naturally-endowed throaty burble from the VR6 is gone and has been replaced by a similar engine note from the GTI, but made more bassy via dual sound-optimised pipes at the rear that just cannot compare to the seductive note of the previous one.
Then the interior doesn't do much of a job to convey the exclusivity of your purchase.
I had the pleasure of driving an R32 before, and even though the car felt nose-heavy when taking turns, the aural and sensual pleasure you got from driving it made you feel so much more special than any modified GTI ever could.
It's when those different elements come together that you realise you're driving something that's truly worth every cent you spent on it, even if it robs you at the pump. That's what I think makes a great driver's car.
On the flip side though, the Volkswagen Golf R, at $158,800 (as of 22 Apr 2010), could be the car some of you might have been waiting for.
It's extremely quick, has a chassis and engine that has made many people around the world happy, is more kind to the environment, saves you a lot of cash both at the pumps and when you're paying your road tax, and can pack you, your parents, your grandmother into it and bring them for a ride they'll never forget - with your luggage in tow.
Sure it's the fastest Golf ever made and has a torque-rich four potter punting the four-wheel drive bullet around, but somehow, for those who have driven its predecessor, it doesn't feel like the same intoxicating package the 'R' badge once stood for.
For one, that unmistakable, naturally-endowed throaty burble from the VR6 is gone and has been replaced by a similar engine note from the GTI, but made more bassy via dual sound-optimised pipes at the rear that just cannot compare to the seductive note of the previous one.
Then the interior doesn't do much of a job to convey the exclusivity of your purchase.
I had the pleasure of driving an R32 before, and even though the car felt nose-heavy when taking turns, the aural and sensual pleasure you got from driving it made you feel so much more special than any modified GTI ever could.
It's when those different elements come together that you realise you're driving something that's truly worth every cent you spent on it, even if it robs you at the pump. That's what I think makes a great driver's car.
On the flip side though, the Volkswagen Golf R, at $158,800 (as of 22 Apr 2010), could be the car some of you might have been waiting for.
It's extremely quick, has a chassis and engine that has made many people around the world happy, is more kind to the environment, saves you a lot of cash both at the pumps and when you're paying your road tax, and can pack you, your parents, your grandmother into it and bring them for a ride they'll never forget - with your luggage in tow.
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Car Information
Volkswagen Golf R 2.0 DSG 5dr (A)
CAT B|Petrol|11.8km/L
Horsepower
191kW (256 bhp)
Torque
330 Nm
Acceleration
5.7sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Volkswagen Golf R
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