Golf Tournament: R v GTI
Comparison Review
Volkswagen Golf R
Price Guide (recommended price before statutory and delivery charges): $48,490
Options fitted to test car (not included in above price): Adaptive chassis control $1500; motorsport front seats $5300
Crash rating: 5 star NCAP (compromised by air-bagless racing seats)
Fuel: min 95RON PULP, 98 preferred
Claimed fuel economy (L/100km): 8.7 (combined cycle - down from R32's 10.9)
CO2 emissions (g/km): 199
Also consider: Audi S3, Subaru Impreza WRX STI, Mitsubishi Lancer Evolution, Ford Focus RS
Overall Rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0 (4.0 for 4-door with standard seats)
Safety: 2.5/5.0 (3.5 for standard seats with standard side bags)
Behind the wheel: 4.5/5.0
X-factor: 4.0/5.0
Volkswagen Golf GTI 4-door
Price Guide (recommended price before statutory and delivery charges): $40,490
Options fitted to test car (not included in above price): nil
Crash rating: 5 star NCAP
Fuel: min 95RON PULP, 98 preferred
Claimed fuel economy (L/100km): 7.6 (combined cycle)
CO2 emissions (g/km): 178
Also consider: Renault Sport Clio RS 200; Ford Focus XR5; Mazda3 MPS
Overall Rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.5/5.0
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0
About our ratings
Many lament the passing of R32, the last of the V6 hotrod Golfs. Some of the complainants have even driven its replacement, the 2.0-litre, four cylinder Golf R. Their chief grumble reportedly is the loss of the baritone growl that only those extra two pots can deliver.
In performance terms, however, the R happily is a more than worthy replacement. Its on-paper numbers are better -- more power, more torque, less fuel, lower emissions, palpably quicker to 100km/h. All that and it comes in around $9500 cheaper -- an all important consideration for Volkswagen.
So musical differences notwithstanding, the new halo Golf is a win-win.
Which is lucky because even with the price drop, it has its work cut out convincing hot hatch aficionados that it's worth the extra $10K or so over its Golf GTI sibling!
With the R32 stuck in big-buck outer space, the GTI has long been considered the king of the populous hot-hatch sector. The only front-wheelers in this part of the market that come close to it for handling are the MINI Cooper S and RenaultSport's Clio RS, but those cars don't match the GTI for work-life balance and user friendliness day to day... The MINI's too small and the Renault needs too many revs.
Our two-door R was optioned up with stuff that could only help accentuate the advantages that extra $10K buys over the stock GTI. Namely, a further $6800's worth of adaptive suspension and Recaro leather racing seats.
The latter are purposeful, hard-arsed buckets whose deep side bolstering is not just in the cushioning but in the moulded dish as well. Once you're in them, they cosset you like a cupped hand, but they're none too comfy on entry and exit. But unless you have track plans for your R, save your money -- the standard furniture is very comfy indeed and amply bolstered for activities extending well beyond the legal and sensible on public roads. And you get side airbags -- lamentably absent in the Recaros. If you want the leather, you can have it for $3300.
The programmable damping option for the McPherson strut front/multi-link rear suspension allows you to shift between normal, Comfort and Sport modes. In contrast to the flash buckets it's worth the relatively modest $1500 asking price.
Given the R's premium price and its obvious sporting demeanour, I find it odd that VW didn't include the adaptive system as standard (and keep it as optional on the GTI). Its operating ambit is fairly narrow, predictably skewed overall towards the hard. This is a car built for going round corners at speed, so even in Comfort mode it attacks the tightest bends with extraordinary composure. There are cars with much softer Comfort modes, but there are also cars with tougher Sport modes that don't pivot with the R's flatness and absolute composure. It's extraordinary.
Much of the R's agility can be sheeted home to what VW's done with the 4-Motion all-wheel-drive system. For the R, VW has given it enough extra flexibility to rock power distribution from front wheels to rear wheels alone, via any point along the sliding scale between, as it senses the need. It uses what it's got. Take off hard and you'll notice it doesn't use wheelspin up front to wake up the rear.
Even with the stability control off it gobbles up snaky roads with an enthusiasm that gives you the distinct impression its limits still lie well over the horizon. Steering is near neutral; no matter what you throw it into.
Are there cars that grip tar like it this side of $100K? Yes -- the Clio RS and the Lotus Elise, both of which demand compromises of their owners not asked by the Golf. Mind you, our two-door R closed the gap a little here, with big heavy doors reminding us of the inconvenience of two-door cars, and the Recaros rendering the rear seat near inaccessible and claustrophobic.
After a week in the R, the GTI seems an altogether softer, gentler proposition. The engine note is less rorty, the kilowatts down from 188 to 155, and Newton-metres from 330 to 280. These are still generous numbers, made more so by a weight advantage of around 150kg and a lower peak torque threshold -- the GTI reaches peak at just 1700rpm, against the R's 2400.
That said, the GTI's not as fast as the R -- zero to 100 in 6.9 against 5.9 seconds.
Both engines have broad torque bands, maintaining peak till well over 5000rpm, making them a good enough marriage with the six-speed manuals we tested that this driver wouldn't consider the optional twin-clutch DSG transmission for either. They're tractable enough not to need it, each with a nice Goldilocks clutch action -- not too heavy, not too light -- that makes them easy to get friendly with and hard to stall.
The R is palpably revvier than the GTI, with a slightly higher redline (6500 v 6200 rpm), although they're on par in gearing terms at 2200 rpm at 100 km/h in sixth. The R has extra shove through the rev range but the GTI feels a touch more lively when cornering. With a hint of understeer it highlights the R's exceptional neutrality.
If I had the money and the opportunity to use it regularly enough, a four-door R with standard seats and the adaptive chassis makes a very tempting proposition for around $51,490 plus on-roads. That extra $10K can translate into a leasing cost difference of less than $100 a month over the GTI -- very tempting indeed.
The options list kills the joy a bit. Over and above the GTI you get a bit of extra gear -- bi-xenons that look round corners, LED daytime runners and smart double-L taillight treatment that's very effective in elevating it aesthetically. But satnav $2500? Bluetooth $495 plus whatever the dealer wants to fit it? When it's factory-standard on many models costing less than half this? C'mon VW!
The bottom line still is that the GTI's the pick. Even though VW has narrowed the price gap between the two, it's hard to go past the GTI. It balances out angel-on-Sunday-morning with devil-on-Saturday-night like few other cars.
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