2012 VW Golf R
11/12/2012
Shahed Hussain
Among Volkswagen's best-selling models globally, the Golf doesn't make much of a dent in VW's sales numbers in the USA. Positioned above the sporty GTI, the all-wheel drive Golf R is a limited production model aimed at the most dedicated and affluent VW enthusiasts. The Golf R replaces the previous R32 as the top model in the lineup.
Like the GTI, the Golf R is available in 2-door and 4-door hatchback models, but in only two variants. Our test vehicle was the upper model, a 2012 Golf R 2-door with Sunroof and Navigation ($35,490); adding the $770 destination charge totaled up to $36,260. A base 2013 Golf R 2-door is priced at $33,990 or the practical 4-door for an additional $600.
Volkswagen considers the Subaru WRX, Mitsubishi Lancer Evo, BMW 128i and Mini Cooper S John Cooper Works as competition for the Golf R. A 2012 WRX ($25,795) is much less expensive, and both the BMW and Mini cost a few thousand less than the VW. Only the Lancer Evo GSR is comparably priced at $35,290. Although the Japanese duo surpasses the VW in horsepower and torque, the Golf R is not a focused rally racer, but the logical step above the GTI.
Casual observers will likely miss the minor styling differences between a GTI and a Golf R, but closer examination reveals unique front and rear fascias with center dual outlet exhausts. The Golf R has 18-inch split-spoke alloy wheels not shared with the GTI. A subtle "R" on the left side of the rear hatch and the front grille denote the quickest Golf. Door sill plates are also marked with "R" logos.
Inside the Golf R are heavily bolstered front seats with "R" logos stitched on the headrests. Both front seats have manual adjustments for reach, rake, and height, but the driver does get power lumbar support. Front headroom is ample for 6-ft. tall occupants, even with the standard moonroof. Rear passengers get decent legroom and supportive seats, but as with most 2-door cars, access is awkward. The split rear seats fold down, but not completely flat. A rear pass-through allows skis or other long objects to fit inside without folding the seats. Cargo space with the rear seats up is 14.8 cu. ft. Total passenger volume is 93.5 cu. ft. for the 2-door Golf R.
On the flat-bottomed steering wheel is another "R" logo to remind the driver that this is no GTI. Next to the 8,000 RPM tachometer is an optimistic 200-MPH speedometer. Coolant temperature and fuel level gauges are inset within the tachometer and speedometer, respectively. A multi-function trip computer display also provides vehicle status information. An arrow illuminates on the display to suggest upshifts for optimal fuel economy. Audio, phone, and trip computer functions are controlled via buttons on the leather-wrapped steering wheel. The satellite navigation system lacks the sophisticated graphics of current portable GPS units, but the touchscreen interface is refreshingly straightforward. The Dynaudio AM/FM/CD audio system required digging into the menus just to adjust bass and treble settings. An auxiliary audio input is located just below the LCD touchscreen, or you can use the proprietary Apple cable and interface in the center console storage bin to connect an iPod. The uncomplicated climate control system consists of dual temperature settings knobs and clearly marked buttons. Cupholders in the center console are complemented by a cupholder in each door.
VW replaced the 3.2L VR6 powerplant in the previous R32 with a 2.0L inline-4 intercooled turbo. The EA113 direct-injected powerplant is not shared with the GTI, which has the EA888 2.0L turbo, although both have cast-iron blocks and DOHC aluminum heads. The EA113 benefits from a reinforced block, stronger connecting rods, and a BorgWarner K04 turbo that pressurizes the intake charge up to 17 PSI. Power output is rated at 256-bhp @ 6,000 RPM and maximum torque of 243 lb.-ft. is available from 2,400 to 5,200 RPM. The 0-60 MPH sprint takes only 5.6 seconds, according to VW. As with many turbocharged powerplants, unleaded premium is required. The Golf R gets a 19/27 city/highway rating from the EPA. In our mostly highway driving we achieved 25 MPG, so the EPA highway numbers seem reasonable.
Haldex supplies the 4Motion(R) all-wheel drive system for the Golf R. A clutch-pack engages to transmit power to the rear via the center differential when front wheel slip is detected. Up to 100% of engine torque can be sent to the rear wheels when needed. Volkswagen's adopted an "on-demand" AWD system to optimize fuel efficiency, but the Golf R cannot match the 31 MPG highway rating of the GTI.
Although GTI customers can choose between a 6-speed manual and DSG dual-clutch automatic, the Golf R is only available with a manual transmission. The old R32 was available only with the DSG. Interestingly, the manual gearbox has two final drive ratios (4.24:1 and 3.27:1); the taller 3.27:1 gearing is apparently meshed with the fifth and sixth ratios. We applaud VW for offering a manual transmission, but an automatic option is available from BMW, Mini, and the Japanese.
Despite sharing the same suspension geometry with other Golfs, VW optimized tuning specifically for the Golf R. At the front are MacPherson struts, coil springs, lower control arms, and tubular anti-roll bar. In the rear is a subframe-mounted multi-link setup with coil springs, dampers, and anti-roll bar. All-season 225/40R18 Pirelli PZero Nero tires on 18-inch alloy wheels are standard. Both front and rear disc brakes have vented rotors, and include 3-channel ABS with Electronic Stability Control (ESC). The electro-mechanical steering compensates for crosswinds and heavily crowned roads. The variable assist rack-and-pinion system has a 15.6:1 ratio with 3.01 turns lock-to-lock.
Launching the AWD Golf from a stop requires revving to 1,500-2,000 RPM, gently easing off the clutch and then pressing the gas pedal to keep the engine above 2,000 RPM. The 6-speed gearbox is a delight, with low clutch effort and progressive engagement. Torque below 1,500 RPM is predictably unimpressive, but as the tachometer sweeps past 3,000 RPM, the turbo boosts throttle response. Partly responsible for the lackluster low speed acceleration is the Golf's 3325 lbs. curb weight, nearly 300 lbs. more than the GTI.
As expected from Volkswagen, the Golf R is supremely stable on the interstates, tracking straight at far beyond legal speeds. The short 0.91:1 sixth gear keeps engine revs around 3,000 RPM at 70 MPH, but executing a quick pass on the highway requires dropping down to fifth or fourth gear. On winding roads, the Golf R turns-in crisply, with minimal understeer. Steering feel via the Pirellis and the electrically-assisted rack is adequate, but effort does not rise with additional steering angle. The tightly damped suspension keeps the Golf planted on well-maintained asphalt and concrete, absorbing larger bumps and potholes without upsetting the chassis. Over pitted surfaces, the ride deteriorates as the suspension struggles to maintain contact with the road. There are limits to suspension tuning for a tall hatchback, so the Golf R cannot approach the handling limits of the WRX and Lancer Evo, especially since the all-season PZeros are no match for sticky performance tires. .
The Golf R is a Volkswagen with essentially no real competition. At first, the Lancer Evo and Impreza WRX would appear to be obvious alternatives, but the VW is not a street-legal rally racer like the Japanese duo. A BMW 128i may be in the same price range, but this RWD coupe is a vastly different car than the Golf R. The most sporting Volkswagen is likely to appeal to current or potential GTI owners who have extra disposable income, and crave the exclusivity that only Golf enthusiasts can truly appreciate.
