Volkswagen Golf 8 R test: at the top of its game

10 more. The Golf R exceeds for the first time in its young history the power of its cousin Audi S3, of just 10 small horses. What can we learn from this? Not much to tell the truth, except that the Volkswagen group now seems to abandon the race for power to focus on much more subtle mechanical changes but also to keep a significant gap between the S3 and the RS3 as well as between the Golf GTI Clubsport now developing 300 hp and its big sister R. Beautiful gymnastic exercise for range managers working for a range consistency, until then more or less preserved. Proof of this is also the title of my test of the Audi S3 facelift in 2017 “ For 10 more horses“, Which it has also lost again in 2019 with the arrival of DPFs on gasoline engines. In short, the puzzle is not new. What we can already say is that the changes made to this Golf 8 R go well beyond a slight optimization of the house 2.0 L TSI. Explanations.

 

Sports showcase

At a time when Volkswagen is starting a 90-degree turn towards full electric, the thermal sports range has never been as wide as in 2021. 3 cars under the GTI brand (Polo, Golf, Golf Clubsport) and not less than 7 vehicles bearing the new R logo: Golf, Golf Break, T-Roc , Arteon, Arteon Shooting Brake, Tiguan and Touareg.

The Golf 8 is the third generation of the brand's most widely distributed model around the world to wear the R associated in everyone's mind with the now characteristic Lapiz Blue shade, which will also be the only grain of madness possible in the world. configurator in France on the compact, the other two possible choices being limited to white or black. Between a preserved personality and advanced innovations, Volkswagen opts for neutrality by making an almost perfect copy in all respects, subtly juggling with an engine proven as possible and the technological novelties of the Golf 8. We thus find under the hood a 4 2.0 L TSI in-line cylinders peaking at 320 hp from 5500 to 6500 rpm and 420 Nm between 2100 and 5350 rpm. In a generation, the Golf R only available in DSG7 takes 46 kg on the scale, in part explained by the almost 3 cm longer in length and the many additional standard equipment among which we can mention the 4Motion transmission associated with a vector torque distribution allowing to send 100% of the power transmitted to the rear wheels (50% at most) on a single wheel, thus allowing beautiful drifts of the buttocks for those who will be able to disconnect all the electronic guardrails (it is not a small thing) case). Access to this novelty is facilitated by the appearance of a new “Drift” mode to which we will come back later. partly explained by the almost 3 cm longer in length and the many additional standard equipment among which we can cite the 4Motion transmission associated with a vector torque distribution making it possible to send 100% of the power transmitted to the rear wheels (50% maximum) on a single wheel, thus allowing beautiful drifts of the buttocks for those who will be able to disconnect all the electronic guardrails (this is not an easy task). Access to this novelty is facilitated by the appearance of a new “Drift” mode to which we will come back later. partly explained by the almost 3 cm longer in length and the many additional standard equipment among which we can cite the 4Motion transmission associated with a vector torque distribution making it possible to send 100% of the power transmitted to the rear wheels (50% maximum) on a single wheel, thus allowing beautiful drifts of the buttocks for those who will be able to disconnect all the electronic guardrails (this is not an easy task). Access to this novelty is facilitated by the appearance of a new “Drift” mode to which we will come back later. thus allowing beautiful drifts of the butt for those who will be able to disconnect all the electronic safeguards (this is not an easy task). Access to this novelty is facilitated by the appearance of a new “Drift” mode to which we will come back later. thus allowing beautiful drifts of the butt for those who will be able to disconnect all the electronic safeguards (this is not an easy task). Access to this novelty is facilitated by the appearance of a new “Drift” mode to which we will come back later.

Style: we do in the traditional

For once, Volkswagen remains measured among the exterior changes made to this sporty version of the Golf. We thus find as standard the excellent IQ Light technology associated with a light signature characterized by a light line between the two front optics, enough to have a small effect especially at night in the city. The front bumper widens and the lower boundary of the bumper is interspersed with two oblique ridges going straight up towards the logo, a stylistic touch that immediately reminds me of the front face of the Lamborghini Huracan Performante. On the profile, almost no change apart from the plastic additions to the side skirts, the blue brake callipers as well as the specific rims (here optional, 19-inch Estoril model in light alloy, included in the R-Performance pack). We also notice the rear spoiler in two parts, the addition in black plastic also part of the R-Performance pack. At the rear, we will unsurprisingly find the 4 characteristic tailpipes, here moreover from the Akrapovic exhaust system, invoiced as an option for € 4,060.

Interior: we innovate, but not only in good

This is often where the bottom hurts at Volkswagen, an irreparable finish and ergonomics but a big lack of fun in the choice of colors and materials under the guise of satisfying a conservative clientele. The Golf 8, however, takes the side of ergonomic choices sharply contrasting with its predecessor.

• Touch-sensitive climate control -> it's less practical than a dial that you just have to turn
• Disappearance of the gear lever in favor of a push button vaguely reminiscent of aviation -> why not
• Disappearance of the famous round light control comodo in favor of touch controls -> why not
• Disappearance of the driving modes button to a touch control on the central console -> it's less accessible than before

In short, yes for the change, but not by sacrificing ergonomics, the two big black spots being for me you will have understood the air conditioning control and that of the driving modes. Another note, all the physical buttons including on the steering wheel have been replaced by tactile controls with haptic feedback mimicking the feeling of pressing a button. I'm going to make my old cranky (and yet I'm only 25) but the feeling is totally different, and hardly suits me. Besides, the interior is rather successful. The one-piece semi-bucket seats provide good support for the thighs and shoulders and fairly good for the lower back. The design of the steering wheel is modern and sporty as is the rest of the dashboard. On the dashboard side, there is an updated version of the Digital Cockpit with 6 different display modes and whose side information can be configured as desired. It can be assisted by the head-up display, still a must-have in my opinion, especially in dynamic driving. We see in the photo below the default display of R mode with the ability to manage timing features in the center. I personally prefer the previous display with a needle tachometer (digital obviously) allowing an easier reading of the engine speed. The settings can be saved but I didn't take the time to look into them. always a must-have in my opinion, especially in dynamic driving. We see in the photo below the default display of R mode with the ability to manage timing features in the center. I personally prefer the previous display with a needle tachometer (digital obviously) allowing an easier reading of the engine speed. The settings can be saved but I didn't take the time to look into them. always a must-have in my opinion, especially in dynamic driving. We see in the photo below the default display of R mode with the ability to manage timing features in the center. I personally prefer the previous display with a needle tachometer (digital obviously) allowing an easier reading of the engine speed. The settings can be saved but I didn't take the time to look into them.

Driving: multifaceted God 

In the manner of the divinity of the faceless of Games Of Thrones, the Golf 8 R changes face as one changes shirt via a configuration to the envy of the driving modes. We thus find respectively Comfort, Sport, Race & Individual. Race mode offers two sub-menus, the famous Drift mentioned above and a mysterious Special mode. Under this somewhat pompous name actually hides an optimized mode for driving on the famous Nürburgring North Loop. We note, for example, a lighter steering than in Race mode and an indication of optimal gear change via an area identified in green on the tachometer. The logo with the layout of the German circuit also appears at the bottom left on the Digital Cockpit screen. The good old 2. 0 L optimized TSI turns out to be completely muffled in “Comfort” mode and requires severe pressure on the right pedal, almost on the floor, if you want to overtake a little more dynamic than the previous ones. Too bad that there is no happy medium between Comfort and Sport, you will have to go through the Individual box if you want a little response without toughening all the other commands. Once the engine is awake, the starts stopped or the sudden accelerations at low speed are absolutely daunting but we quickly find a very linear character in the behavior of the 2.0 L once the first 2 gears have passed which erases a little the sensations at a sustained pace, in particular due to a very wide maximum torque availability range (over 3000 rpm!). Nevertheless, no particular shortness of breath to note beyond 5500 rpm and up to the red zone, a good point. The 0 to 100 km / h is shot in 4.7 seconds, a tenth more than the Golf 7 R DSG7. Top speed is 250 km / h (270 with the R Performance package).

On the gearbox side, the gear shifting in manual mode of the DSG7 is carried out exclusively via the paddles, the gear “lever” having disappeared. We find paddles a little larger than on the Golf 7, welcome and rather pleasant to handle especially as they turn with the steering wheel. The kick-down is long overdue in Comfort mode, but once Sport or Race mode is selected, it's a whole different story. The robotic double-clutch gearbox demonstrates the full extent of its know-how through gear changes that are as canny as they are discreet when throwing up sensations. The speeds reached quickly exceed understanding if we indulge in the reports one by one. By downshifting, beautiful explosions are heard, generally between 3000 and 3500 rpm, going from a small “pop” to a monumental “BANG” (you will get your money's worth by checking the right box among the options). The effect seems more natural than the repeated cracklings, each more identical than the other, of a Mégane RS or an Alpine A110 for example. The chassis demonstrates on the secondary network the perfect versatility of the Golf 8 R. Despite a strengthening of the shock absorbers and springs at the 4 corners compared to the previous generation and 19-inch rims, the Golf is perfectly liveable even after several hours of driving. rolling. The asperities of the road in the steering wheel are completely nonexistent and barely perceptible in the lower back, masterful. The control of the roll seems largely sufficient to tackle a day of track-days without feeling seasick. A criticism, however, on the intervention of electronics even in Race mode. Traction control and traction control completely block your enthusiasm out of tight bends. This is partly to blame for the series tires with a resolutely road profile (Bridgestone Potenza S005) which are struggling to heat up on the road. Result: electronics take over. Finally, braking does not suffer from any criticism after two days of intensive testing. Strong and repeated braking, not the slightest fading, a pedal attack that deserves to be a little more consistent but a more than honorable longevity. The standard pads, also designed for road use, disintegrate a little quickly, leaving an irregular surface and producing some parasitic noises after a good dynamic driving session.

Mature product

For the third version of its short Golf R (I am not counting the Golf 4 & 5 R32), Volkswagen drives the point home and offers an almost flawless copy, perfectly in line with what is expected of it. Always more efficient, always more efficient, only the sensations do not seem to progress but it is a bad for a good. During a weekend where I was able to juggle two more or less close competitors, finding the cabin of the Golf 8 R each time proved to be a real pleasure. The pleasure of finding one's bearings for those who love the group's products, the pleasure of permanent peace of mind at the wheel, the pleasure of a character all of its own. The few ergonomic changes in the interior spoil the picture a bit for my taste,

Some numbers

 

Dimensions: 4290x1789x1458
Empty weight: 1476  kg Boot
volume: 352 L
Fuel tank volume: 40 L 
Advertised combined consumption (WLTP): 7.8 L / 100 kms (7.4 L observed in road use, 14.0 L in sports use)
Average CO2 rejection announced ( WLTP): 177 gCO2 / km
Displacement: 1984 cc
Max power: 320 hp from 5500 to 6500 rpm
Max torque: 420 Nm from 2100 to 5350 rpm
Max speed: 250 km / h (270 km / h with the pack R Performance)
0 to 100 km / h: 4.7 seconds