They say good things come to those who wait. In the case of the automotive industry, this is truly the case, and will remain so. First we had the Golf 6 GTI and now, after several months of anticipation, we have the replacement for the previous Golf R32, the new Golf R.
Volkswagen chose Kyalami racing circuit to launch this 188 kW/350 N.m hot hatch to the South African media. Fortunately we had the early morning session, so, not only was the air cool, but we were the first journalists to put the cars through its paces round the track.
Family roots
First the important features. The 2,0-litre turbocharged engine is based on the unit currently doing service in the Audi S3, which, in turn, traces its roots back to the Golf 5 GTI’s powerplant. Well-informed car enthusiasts will know that the Golf R produces closer to 200 kW in other countries. But, due to our relatively hot weather, countries such as Japan, South African and Australia get a version of the engine that features a stronger cooling system at the cost of some power. Better safe than sorry, we guess…
In four months time, South Africans will also be able to buy the Scirocco R. The main drivetrain difference between the Golf R and its Scirocco R stable-mate is that the latter will only be front-wheel drive while the Golf R uses an updated Haldex 4Motion system, which is now capable of sending as much as 100 per cent of the torque to the rear wheels. But, as usual, this will only occur in severe driving situations. During normal driving, most of the torque will be chanelled to the front wheels.
Those of us who still enjoy shifting gears ourselves, and having the extra pedal in the foot well, will be happy to know that the VW Group is offering both the six-speed manual and the six-speed DSG transmission on the local market.
On track
How does all of this translate into the driving experience? It goes without saying that there is a definite urge from the Golf R’s engine that a GTI lacks. Readers that have experienced the Audi S3 will immediately recognise this unit’s characteristics. Unlike, for instance, a Subaru WRX or WRX STI, the torque doesn’t arrive in a sudden burst, but rather in a more gradual, linear fashion. The engine is also happy to rev all the way past 6 000 r/min to around 6 500 r/min, although for better performance you might find it more beneficial to shift earlier. That is at least the feeling you get on track.
Kyalami is, in my opinion, one of the more exciting tracks in South Africa. Once you get the hang of it, you can comfortably start to push harder, lap on lap. Athough the surface on the circuit is fairly smooth, which doesn’t replicate some of our roads, there were still two corners that one could really get a feel for the car and the way in which it is set up. Going through the Esses, all the suspension compression is on the right-hand side of the car, but within metres, and at high speed, you swing to car to the right with all the compression to the left. The R coped well with almost no surprise of any unintended slides or loss of traction.
The second corner was going down Mineshaft, forcing you to defy the urge to stand on the anchorss and only touch the brakes at the bottom before the fast (around 150 km/h) left hander sweep before you are hard on the brakes. Personally this is the scariest corner for me, but once the Golf R leans towards the right, there is minimal body roll and you can keep the power going.
Yes, the R would normally understeer if you tackle the corner incorrectly, but if you just gently open up the steering angle, you can use the throttle to power the car out of the corner. Driving the track with the DSG model was interesting, as it frees you up to focus more on your line and braking point. The slick-shifting manual was definitely the more challenging transmission, as you try to do downshifts in as smooth a manner as possible whilst tackling the twists. Although both transmissions are well-executed, buyers will have to think long and hard about what they are going to use their car for before picking a gearbox.
Another aspect that is worth considering is that these cars were subjected to several hard laps at the launch. Our only concession to hard driving was that we cooled down the brakes after every third flying lap. Even so, the cars didn’t exhibit any brake-fade and felt reassuringly robust.
From the driver’s seat you also notice the deeper exhaust note, while the steering is also a touch beefier.
The car is already well equipped. This is why the option list is rather limited. Performance enthusiasts will appreciate the DCC (dynamic chassis control) and the bucket seats that not only hold you tighter, but give the interior also an even more performance orientated look. There will be no two-door variant as is offered abroad, though.
Look out for a full road test in CAR magazine in the near future.
Specifications:
Engine: 2,0-litre turbocharged petrol
Power: 188 kW at 6 000 r/min
Torque: 350 N.m between 2 500 and 5 000 r/min
0-100km/h: 5,5 seconds (with DSG)
Top speed: 250 km/h
Fuel consumption: 8,4 L/100 km
Warranty: 3 year/120 000 km
Service plan: 5 year/90 000 km