| First Drive | London - Newcastle | Volkswagen Golf R|
Ever since the third-generation Golf VR6 Volkswagen has knocked up part-luxury hot hatches with big cylinder counts that are supposed to be post-GTI flagships. Unfortunately, no 'R' has quite eclipsed the cheaper, less powerful and more famous hot hatch flag bearer. And
this generation's GTI is particularly sensational, so the Golf R needs to be something special just to justify a nominal price increase. However, it costs six grand more. They call that 'raising expectations'.
In the Metal
It's discrete. Most hot hatchbacks - nay, all of them - are discrete compared to the New King in Town, the
Ford Focus RS, but the R is fairly discrete even compared to other Golfs. Where the Golf GTI is distinguished by its trademark red grille addendum, flat-faced alloys and tartan seat cloth, the R gets black mirror caps, a deeper chin spoiler, distinctive LED rear light jewellery (an option elsewhere in the range), R badges and some unique alloy wheels. Oh, and a pair of wide bore central tailpipes. They're nice.
But the GTI's trinkets make it instantly recognisable, whereas the R could almost be a body-kitted TDI model; it's tasteful and beautifully done, yes, yet it's without the personality to truly set it aside as the ultimate incarnation of Golf.
That's not to say we don't love it. We really do. Lots. We just appreciate that, for a £30,000 hot hatch of such heritage and talent, some might find it a little anodyne to look at. Especially in the cabin, where there's little bar a couple of badges, blue instrument needles, some gloss black trim and a squared-off steering wheel (beautiful to hold) to separate it from any other Golf.
What you get for your Money
We've mentioned some of the aesthetic work, but your £30,000 buys into a little more: the front chairs are lifted from the GTI and re-upholstered with bits of Alcantara, the front wheels house black R-branded brake callipers, there's a set of front daytime LEDs, dual-zone air conditioning is standard and the pedals are fake aluminium.
You also get an old engine in the front. That'll be the old 2.0-litre four-cylinder block from the
MkV GTI. Why? Because, says VW, it's easier to get big power from that one than it is the more recent MkVI GTI engine. VW has extracted 266bhp from the hitherto 197bhp unit by changing the cylinder head, pistons, connecting rods and fuel injectors. Oh, and strapping a bigger turbo on, too.
Power from the most mentalist engine ever to propel an official Golf goes to all four wheels. That's as opposed to the Scirocco R, which sticks with front-wheel drive.
Driving it
It might not have the bragging rights of a six-cylinder, big-capacity engine anymore, but the R lacks absolutely nothing in performance. Actually, its delivery is relentless, with 258lb.ft making itself felt from the depths of the rev counter before the turbo properly kicks in about half way up, surging the car forward with brutal tenacity and a lovely four-cylinder fizz. Every high-rev gearchange is rewarded with a boom-like cough from the tailpipes too.
But when it comes to putting its power down, there's just so little drama. It's quicker than the Focus RS - and feels it too - yet where the Focus demands a gentle arm wrestle to wring the most from it, the R stays as straight and true as a National Geographic documentary, no matter how you mistreat the throttle. What's so exceptional about it, though, is that there's still a fluidity and poise about the way it changes direction. During second gear corners you can feel the four-wheel drive's brain directing traction to the wheels that need it, pulling the car around, yet it does that while allowing you the sense that you're still in control. It really is phenomenally rapid, but despite its unfussy power delivery and clinical four-wheel drive traction it's surprisingly interactive.
The trade-off for that involvement is a car that's slightly less comforting a day-to-day driver than the GTI. Where the GTI has a generously power assisted steering rack, the R's turn-in feels heavy at low speeds, and where the GTI's setup is indulgently supple, the R feels
just on the wrong side of firm. That's at both low speeds and high too; the post-Christmas pothole frenzy has caused its share of 'ouch' moments in the R, and on the motorway its tendency to bounce can grate. As can the mild-yet-constant boom from the engine when you just fancy some quiet.
Worth Noting
To qualify our misgivings about the R's day-to-day capabilities, we should say that our car was a manual six-speeder sitting on 19-inch wheels with standard sports springs (lowered by 25mm). Of that triumvirate, your respective alternatives are a six-speed, twin-clutch DSG transmission, standard 18-inch wheels and three-way active damping. We've tried the three-way switchable suspension in the
Scirocco TSI and the Golf, and it's a character-changing system that we reckon should be standard on a £30k car, and which would probably abate our ride misgivings in 'comfort' mode. The same applies to the 18-inch wheels, especially through the pothole gauntlet.
To be honest, we'd probably leave the DSG, as good as it is, because the R is such a compelling driver's car that a good manual - which VW's is - is fitting. Plus we wouldn't fancy adding any more to the price.
Summary
It's a shame the post-£30k list price is such a massive elephant sitting in the corner of the showroom, because pushing that aside, the Golf R is probably the most complete hot hatch on sale today. Subjectively it's a five-star car: it's beautifully made and hilariously rapid yet tractable with it and a tangible step up from the GTI. However, it just doesn't have the cheaper car's character, and compared to the Focus RS it's positively anodyne. Bring the price back into the equation and some might find the R difficult to justify. And that's a shame, because it really is brilliant. And it really does make the Focus RS - one of our favourite hatches ever, remember - look a bit of a show off.
