Volkswagen R32

Volkswagen R32

Not so much
>> Ho-hum colour options
>> Not a lot else

OVERVIEW
Shoehorning a high-performance 3.2-litre V6 engine, a six-speed gearbox and all-wheel drive into a hatchback goes beyond the simple concept of the hot hatch. VW's R32 does just that, and along with the likes of Mazda's 3MPS arguably creates a new niche... For want of a better term: the hyper-hot hatch?

Based on Golf Mk V, the new R32 is Volkswagen's second tilt at this segment -- in 2003, the similarly powered limited edition Mk4 R32 was over $10,000 more expensive and less suited to our local (read: bumpy roads).

The new car is recognisable as a step above its GTI stablemate thanks to its alloy grille surround, bespoke 18-inch alloys, and a bodykit that includes unique bumpers, subtle sills and a rooftop rear spoiler. Central twin tail-pipes rule out anything as crass as a towbar.

The motor makes 184kW (250hp in the old money) and that's good enough for an electronically limited 250km/h. Aided in no small part by the compact 15-dgree V6's 320Nm of torque, these stats make the R32 the most powerful production Golf ever built.

Needless to say, this MeisterGolf is fully equipped with sporting, handling and luxury features, as befits its $54,990 starting price. It's also pointing towards VW's stretgy for the future and offered in both three and five-door models -- opting for the five-door version ups the bill to $56,490. The excellent DSG sequential manual gearbox (with auto mode) adds another $2300.

Volkswagen has a long history of building and selling performance versions of its everyday People's Cars -- the original Golf GTi virtually invented the segment. More recently, the 147kW two-litre Turbo Golf was released in May 2005 and followed by a turbo 1.8-litre 110kW Polo six months later.

VW Australia expect to sell 300 R32s a year -- and claims to be sitting on almost year's worth of orders already, sight-unseen.

FEATURES
Outside, the R32 will come in four colours, none of which are likely to attract much attention -- Deep Pearl Blue is unique to the model, while United grey metallic and Reflex silver metallic are offered beside a Black Magic Pearl.

Inside, the leather is available in either beige or anthracite. With even Holden offering some pretty exciting leather colours these days, the R32's remarkably restrained. A hint perhaps to the market VW's targeting?

Luckily, the mechanicals provide more than enough excitement and the details mark the R32 as an everyday supercar.

Starting at the front, there are Bi-xenon headlamps and those 20-spoke 18 x 7.5-inch wheels mounting 225/40 Y-rated directional-tread tyres, protected by anti-theft bolts and fitted with low tyre pressure indicators.

The Y-rating is for speeds up to 300km/h and matches the speedo. Gulp.

The whole car rides 20mm lower than other Golfs and is 42mm longer. The body is galvanised before assembly and the R32 comes with a 12-year warranty against corrosion perforation -- so if it rusts right through in under 12 years, you get a new one. Honest!

The optional equipment list includes the DSG transmission, Recaro sports seats, a glass tilt and slide sunroof, rear park-distance sensors and satellite navigation with a 150mm colour screen.

The R32 also has climate control air-con, a six-CD, 10-speaker sound system, cruise control, onboard, brain, an auto-dipping mirror with rain sensor and comprehensive anti-theft and immobiliser alarm system.

A dust and pollen filter on the ventilation system keeps the cabin a pleasant place to be, and light-your-way lamps linger on after every activation of the remote central locking. This is two-stage and features programmable automatic locking after take-off -- a feature much in demand in crime-riven South Africa, where most right-hand-steer Golf Vs (but not the R32!) are built.

The front seats are heated and feature height and electric lumber support adjustment. The 60/40 split folding rear seat has a load-through facility to the boot, which gets a 12v socket, shopping bag hooks, a net and load retaining rings

Two cup holders front and rear, litre-bottle holders in the front doors and a built-in bottle-opener up the ante in the on-board beverage battle.

SAFETY
The 18-inch Zolder alloy wheels fail to hide the R32's big 345mm front discs and blue-painted calipers. The rear wheels get 310mm discs. Dinner-plates are smaller.

While ESP, traction control, all-wheel drive, electronic brake force distribution and ABS will hopefully make there use unlikely, there are front and side airbags, with head-protecting curtain 'bags front and rear.

Intrusion bars in the doors and the shell, plus front and rear crumple zones, make the Golf V's body the safest Golf yet.

Pre-tensioners and force limiters are fitted to the height-adjustable front belts, while there's a full three-point belt for all three rear seat passengers.

MECHANICAL
The R32's narrow-angle 15-degree V6 features an iron block and packs six cylinders into little more space than four normally need. The motor offers variable valve timing on all four overhead cams and each cylinder has an individual ignition coil.

Transmission is a choice of a six-speed manual or DSG, which will look after cog-swapping for you, or allow you to do it yourself via the steering wheel paddles or lever.

The DSG option is both faster and more economical than its three-pedal cousin: 6.2sec to 100km/h versus 6.5, and 9.8lt/100km versus 10.8. A similar two-clutch DSG gearbox system is fitted to the 750kW Bugatti Veyron and will soon grace the likes of Porsche's all-conquering Turbo.

Where the Golf breaks the mould of its siblings is, of course, in the 4Motion all-wheel-drive system, which uses a Haldex drive, which, unlike the dry Torsen differential, can be controlled entirely electronically.

Coupled with the ABS anti-lock brakes, ESP Stability Programme, Traction Control and Electronic Diff Lock -- all of which are standard fitment on the R32 -- the 4Motion system is quieter, less intrusive, reacts faster and is more precise than its predecssors.

Aiding precision in handling is the speed and steering input-sensing electro-mechanical steering system.

The R32's multi-link rear axle design was introduced on Golf V and was intended from the outset for use in front and all-wheel drive systems.

The Japanese pair of turbo-charged rally-refugees out-power, out-torque and out-price the R32; the BMW is up on power and price but underperforms the VW's torque by a modest 5Nm, while the Audi is lineball on outputs, but is $11,000 more expensive.

Not on VW's hit-list are Mazda's stunning 190kW but front-wheel drive only 3MPS and the upgraded but as-yet unreleased Audi S3.

The latest R32 couldn't be more different. Sure it's sporting in its oomph, body control and suspension tuning, but there's a much more grown up and refined air to this car.

The launch test loop took in one of CarPoint's favourite South Gippsland (Victoria) roads as well as a 'commute' across Melbourne and even a few laps of the Phillip Island Grand Prix Circuit. Few cars in this price range could have acquitted themselves as well across three such different missions.

On the freeway the R32 has little of the suspension jiggle that some of its go-fast brethren exhibit. The ride's not one of a limo but it's more than acceptable. Hit the winding backroads and the high-perfromance Golf was in its element.

Turn-in is precise and though there's little in the way of fine feedback through the thick-rimmed flat-bottom wheel, you're not in for any surprises. Kick back is well controlled with only the bumpiest stuff making its way back to your hands.

Balance is neutral at normal speeds with there's little in the way of chassis feedback to suggest you're driving anything other than a slightly faster, better damped GTI.

At higher levels of commitment and on the racetrack there's initial push (understeer) which can be tamed by a quick lift of the throttle. In such a situation, the ESP is unobtrusive unless you're hamfisted.

That's not the fastest way round though. The R32 has a trick up its sleeve its 2.0-litre turbocharged little brother can't match.

Go in fast get the front working and sink the right boot and you can feel a moment's more push and then a noticeable shift of drive to the rear as the car squats a touch and tracks around the corner. Good stuff.

All the time the DSG makes being in the right gear, right at this second, a fuss-free process. Purists may opt for the manual six-speeder, but the smart gearbox is faster in most real world conditions.

In auto mode it makes easier work of stop-start stuff than any other sequential system today -- BMW's SMG III included.

Noise levels are well controlled, in keeping with the civilised performance theme the R32 sets the scene the moment you step on board. It's quiet mechanically and dynamically -- there's little wind noise and only a hint of tyre roar. This will be a car in which you can do 1200km days. The last R32 got 'old' after 200km!

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