By Jack Baruth
Monday, Aug 29th, 2011 @ 11:45 am

Volkswagen’s brought over another taste of its forbidden-fruit Golf R, and this one promises to be the purest version yet. Does the ultimate European Golf work on this side of the Atlantic?

American visitors to Japan are often stunned to see the number of television and print advertisements for Japanese products which feature Western entertainers and celebrities. Bruce Willis appeared in a number of Subaru ads, while Sean Connery has lent his Bondian presence to seemingly everything from liquor to Hello Kitty backpacks. It’s common for these endorsements to be governed by an ironclad contract that guarantees they won’t be seen outside Japan. Some things are apparently best kept away from inquisitive Americans, lest they be “misunderstood.”

The MkIV and MkV generations of the Golf R were both originally intended to be Europe-only products, but pressure from enthusiastic American Volkswagen fans ensured that they each ended up making a Stateside appearance. The original R32 was well-liked for its luxurious interior trim and characterful VR6, even if the all-wheel-drive system fitted to the car was a bit of a Band-Aid approach to controlling torque steer. Good examples are still worth silly money today, particularly if they haven’t suffered the indignity of aftermarket turbochargers or NASA-compliant rollcages.

The MkV R32, by contrast, was generally acknowledged to have been a bit of a Bruce Willis Subaru ad. It was sold only as a three-door hatch with DSG twin-clutch transmission. The weight was up, but the power stayed the same. Premium pricing brought it into direct competition with Japanese-brand AWD powerhouses like the Lancer Evolution, which simply slaughtered the R32 in every possible performance measure. Worst of all, the car simply wasn’t “special” enough inside or out when compared to its GTI cousin.

With the new Golf R. VW has faced those criticisms head-on and addressed them. You want five doors? Done, and the three-door is available as well. The transmission is now the familiar six-speed manual, with DSG banished from the options list. Big brakes, special headlights, an aggressive stance, and bespoke interior appointments all shout “I’m special!”

The engine, on the other hand, is somewhat less special; it’s a 256-horsepower variant of the 2.0 FSI turbo found all over the VW/ Audi lineup. Think of it as a GTI-plus, or an Audi TTS-minus. Either way, it doesn’t have the character of the old VR6 – and it’s down on power compared to the STi and Evolution.

Leftlane was offered a chance to drive a Euro-spec Golf R on American soil, a chance we eagerly accepted. Our first impressions were all positive. This is a special-looking Golf, with aggressive bodywork front and rear. The center-exit exhaust from the previous R32 makes another appearance. Aggressive split-spoke 18-inch wheels (which will have all-season tires fitted on U.S.-market models) cover dinner-plate sliding-caliper brakes that look to be sourced from a larger VAG product like the Phaeton or A8. Xenon headlamps feature spiffy LED running lamps. Of course, you can get LED running lamps in a Kia now, along with a more powerful turbo engine. Still, this is a good-looking car and it is obviously not a run-of-the-mill Golf.

The R upgrades are more subtle on the inside. The contrast stitching which distinguishes a GTI from the base model isn’t present. Instead, there are expensive-looking, supportive “R Leather” seats, an optional navigation system, and a very somber set of black trim. The overall effect is upscale, not overtly sporting.

It’s worth noting that “upscale, not overtly sporting” has always been the Golf R’s mission. This isn’t supposed to be a pumped-up GTI – it’s intended to compete with BMW and Mercedes for entry-luxury dollars in the German market. The special VR6 engine featured in the first two generations was a big part of that pitch, but no longer.

All-wheel-drive, however, is still part of the equation, and it still defines the R’s character. On the road, this mega-Golf never feels truly fast. First and second gear are remarkably high, and the turbo is in no hurry to spool up. Don’t bother to race your neighbor from a dig unless he’s pulling a trailer. Torque steer is absent, primarily because there isn’t enough torque to make it happen. The moment the boost starts, the AWD system kicks drive to the rear wheels and it’s time to make solid, smooth, and not terribly exciting progress.

Compared to a GTI, this Golf R can be braked later into a corner, as the increased curb weight doesn’t quite overwhelm the much larger calipers. Midcorner speed is below that of the GTI in most cases, and steering feel is artificially heavy. Playful adjustments with throttle and/or left-foot braking simply aren’t part of the equation here. It’s a serious car, you know?

It’s only at corner exit that the R shines. Full throttle can be applied early and without reservation. As long as you’re doing above fifty or sixty miles per hour, the boost will deliver on time and you will simply rocket out. The STi you were chasing is long gone, but who cares when you have such a solid-feeling interior, such fantastic noise isolation, and such a nice stereo?

Leftlane’s bottom line
The VW Golf R is a limited-production vehicle with limited appeal. It provides a true premium-VW experience at what is likely to be a premium price.

Drivers with an autobahn heart will appreciate it, but backroad warriors should look at a GTI instead.

Words and photos by Jack Baruth.

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