Volkswagen Golf R32 DSG 2009 Review

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.5/5.0
Behind the wheel: 4.5/5.0
X-factor: 4.0/5.0

Volkswagen's current-generation Golf R32 doesn't seem to have been around all that long (in fact it hasn't; it came here in mid 2006), which makes it all the more surprising to note how much the world has changed around it.

When the all-wheel drive, V6 power-pack Golf came to market in 2006 it faced a number of six-cylinder Euro competitors: Alfa Romeo's feisty 3.2-litre 147 GTA, Audi's A3 quattro 3.2 hatch, and BMW's five-door 130i Sport. Now, all but the VW and BMW have gone -- the Alfa altogether, and the Audi replaced by the seriously punchy four-cylinder turbo S3 quattro.

The bottom line is that the Golf R32 retains all its credentials but is less the outstanding hyper hatch it was three years ago; less the value proposition and overshadowed in outright performance -- and fuel economy -- by the 188kW/330Nm Audi S3.

Even Ford, with its five-cylinder XR5 Turbo, and Volvo with its identically-engined all-wheel drive S40 T5, are sniffing around the edges. And let's not forget the upcoming reworked Mazda3 MPS.

The R32 isn't going to be around forever. There's now a new Golf 6 and no word of a six-cylinder version, indicating the current top-shelf model could be well be living on borrowed time.

All this considered, the all-wheel drive V6 Golf remains a deliciously aural, tied-down and focussed luxury sports hatch. If this is the combination you are hankering for, maybe the R32 is your last chance...

With its compact, naturally aspirated narrow-angle V6 summoning up 184kW and a decent 320Nm of torque, the R32 is never going to be reluctant to deliver, especially when optioned up with the slickly efficient twin-clutch DSG transmission. Zero to 100km/h in a whisker over six seconds is not exactly tardy, and the six-speed DSG is always on hand to seek out the appropriate ratio should the driver feel the need to dig deep into the power band.

And the dropped, tightened suspension riding on 18-inch Zolder alloy wheels with 225/40R18 tyres never lets you forget that this is the ultimate performance Golf. If you reckon the suspension is too hard, you're probably not the type to be driving a small hi-po hatch.

The same could probably be said for the dual-clutch transmission. In the test car, the twin-clutch sequential-manual gearbox had its good and bad points: the actual shifts were invariably super-smooth, but that couldn't always be said of low-speed stop-starts, or reversing, when clutch engagement could at times to aggressively abrupt.

That's not always a feature of DSG transmissions so we can either assume the clutch take-up has been set up for more purposeful engagement in the R32, or that the test car was simply out of whack. That said, the decisive nature of the drivetrain wasn't out of place given the character of the car.

Needless to say, the rubbered-up Golf points and clings well. With its 4Motion on-demand all-wheel-drive system, it combats the vicissitudes of Australian road surfaces with surety and aplomb.

The hydro-electric steering needs three turns to go from lock to lock, but offers no vices to complain about and the driver gets to choose between swapping gears manually via the floor shift, or by steering wheel paddles (up changes on the right, down changes on the left).

If you're shifting via lever, the R32 downshifts by pulling back, and upshifts by pushing forward, which is what some consider to be the "wrong" configuration and less instinctive than the other way around. The writer doesn't think wrongs or rights exist in this argument.

With the constant rumble of the V6 always lurking, the R32 is eager to go, yet the exhaust soundtrack is such that even low speeds are music to the ear. Power delivery from the get-go is impressive on part throttle, suggesting exciting things will happen as rpm climbs.

But the R32 isn't quite like that -- the build-up is gradual yet relentless as the tacho climbs towards its red line. The torque maximum comes in a quite narrow band, thankfully beginning early for an atmo engine at 2500rpm. After 3000rpm the revs take over, with maximum power coming in at 6300rpm even though the tacho is redlined at 6000rpm.

With six gears to play with, and the knowledge that you're not likely to be dusted off by a manual-transmission R32, it is difficult not to be happy with the DSG. Only the abovementioned low-speed clunkiness intrudes on the otherwise calm, smooth and highly efficient performance.

For a hard-performing car, the claimed average fuel figure of 9.8L/100km isn't bad either, and country trips will bring that down lower again provided the driving is sensible.

But the R32 does ask for 95 RON-plus unleaded fuel and the four-cylinder turbo Audi S3 is still better at the end of the day with a claimed 8.5L/100km average.

While bigger would be better, the R32's 60-litre fuel tank is five litres more capacious than other Golfs and way more appropriate than the piddling 53 litres offered in the BMW 130i. A cruising range of 500-plus km is a reasonable expectation in the VW.

Visually, the Golf R32 isn't blatant, but it's no shrinking violet either: the 18-inch wheels with blue brake callipers peeking through the spokes, showy chrome-laden grille flanked by bi-xenon headlights, roof spoiler, widened door sills, hunkered-down stance and unmistakable dual exhausts protruding from the centre of the rear apron assure it's always going to say "Race Me".

The look continues inside too, where R32-inscribed bolstered sports seats designed with assistance from Recaro (full Recaros are available as an option), a flat-bottomed leather-clad steering wheel, alloy pedals and eerily fluorescent white/blue instruments set it apart from other Golfs.

No problems with the dash layout: the centre stack with its climate control aircon and generally logical audio system layout avoids confusion and there are the usual satellite volume/station selection switches on the steering wheel spokes. Some will find it difficult coming to terms with the manual front seats at this price, but at least they are heated and have power-adjustable lumbar support, as well as the degree of lateral grip appropriate in a car of this type.

The practical aspects of the Golf 5 body show the R32 in a good light. Interior space -- legroom, shoulder room and headroom -- are pretty good for a small car and there's the 60-40 split-fold rear seat to make best use of the hatchback configuration.

The ANCAP five-star Golf is well kitted out with the usual array of airbags -- dual front and front side, dual full-length curtain -- and the usual array of electronic aids including ESP stability control and ASR traction control.

The R32 also brings standard climate-control air-conditioning, cruise control, trip computer, rain-sensor wipers and an eight-channel, 250W eight-speaker audio with a six-disc MP3 compatible CD stacker. Parking sensors, sat-nav, sunroof and front seats that are powered and/or leather-trimmed are optional.

It is gratifying that the Golf R32 price hasn't crept up too dramatically since the 2006 launch. Originally available in either three or five-door form, the R32 is now strictly a five-door and it is still possible to buy one equipped with DSG, before registration costs, for a fraction less than $60,000 -- if you're happy with the standard gear. The manual version is tagged with an RRP of $56,990.

The R32's value-for-money aspect continues to add up: The five-door, manual transmission only Audi S3 Sportback is tagged more than $8000 above the DSG R32 at $68,390, while the repositioned BMW 130i Sport, which dropped more than five grand off its RRP in 2008, is still at least a couple of thousand above R32 Golf manual or DSG equivalents.