Volkswagen R32 Review

Robert Farago
by Robert Farago

When the Volkswagen R32 first arrived stateside, enthusiasts gave the hot hatch a hero’s welcome. The all wheel-drive, VR6-powered Alpha rabbit made its pre-GTI siblings look like a bunch of ectomorphic accountants at a supermodel slumber party. The R32 was rare, fast, agile, sharp-looking and tighter than the Osmond family at Thanksgiving dinner. The latest version is all that, again, with the notable addition of the world’s best gearbox. And yet the R32’s suddenly become a deeply unloved (if not unlovable) automobile. So who shot JR?

If I had a life, I wouldn’t be writing this review; I would have walked straight past the R32. Other than 10-spoke alloy wheels and a chromed Billy the Big Mouth Bass snout mit R32 logo, there’s nothing to distinguish the top Golf from a flanking GTI. Oh sure, VW cultists will tell you the R32’s tail pipes sit center instead of flush left, it’s got blue brake calipers instead of red, etc. Anyone else would have an easier time choosing a date from a pair of identical twins than distinguishing between the two uber-Golfs.

So, aside from dangerously anal brand fans, status conscious drivers need not apply. Inside, same deal. The R32 is a GTI with all options ticked plus the letter “R” embossed on the leather headrests and Engine Spin trim. While it’s backwards-facing baseball caps off to VW for eschewing faux carbon fiber, Spin trim does my head in. I have enough trouble with grained wood that feels like plastic; the same tactile transmogrification on milled aluminum causes serious synaptic distress.

Otherwise and in any case, the R32/GTI’s cabin is immaculate. The front chairs’ total body embrace and the perfectly formed steering wheel are to ergonomic satisfaction what a baked potato is to a Texas T-Bone. The R32's switchgear performs with the requisite Old School snickery, and the gauges are models of electroluminescent lucidity. There’s plenty of room for four adults and a bit of kit. My only gripe: the steeply raked windscreen (with an odd lip at its base) combines with stout A-pillars to eliminate the old model’s widescreen visibility.

It’s no small point, given the potency of the overall package. Twist the key, blip the throttle and the R32’s twin pipes issue a raspy rattle that’s soon drowned-out by a basso profundo bellow. Slot the autobox into D, mash the gas and the 250-horse VR6 walks the talk. Did I say walk? An adrenal driver can no more amble about in the R32 than a toddler's parent can resist singing along with the Wiggles. The German hot hatch is a genuine license loser.

It’s not the R32’s prodigious grunt, which swells with orchestral intensity as the needle swings past 3000rpm; acceleration whose seamless nature propels its master forward with all the urgency of Wagner’s Ride of the Valkyries (I love the sound of a narrow-angle V6 in the morning). Nor is it the DSG paddleshift transmission: a pair of ridged batons that give the conductor total control over the six’ sick symphonies; a gearbox to end all gearboxes (especially manuals). No, it’s the R32’s ride quality that imperils your driving privileges.

The previous R32 was as hard-riding as a wooden roller coaster. I’m not saying G-force jockeys needed a mouth guard to cane the car, but Boniva buyers were not well served. VW did such a good job tuning the next gen’s front McPherson and rear multi-link suspension for comfort there's no longer any penalty (save criminal) for exploring the R32’s full forward-going capabilities. In other words, you find yourself going stupid speeds without any apparent effort.

Until, that is, you throw her into a series of tight bends. The R32’s newfound civility has given the naturally-aspirated Golf a tendency to nosedive under hard braking and a bad case of body roll. (It's an Audi family trait: lean and hold.) At seven tenths and above, the R32 requires a lot more care and attention than its completely neutral/flat predecessor. While the new car's limits are entirely predictable, the last gen’s ability to drift and pirouette has been replaced by all the understeer God can provide. VW’s replaced Safe! with safe.

But the R32's steering is the car's ultimate offense against the spirit of unbridled hoonery that's supposed to inform the top Golf's gestalt. The R32's rack is so lugubrious it renders the helm’s squashed crown design a cruel joke. All of which make the fractionally slower, significantly less expensive Golf GTI the more entertaining steer– in anything other than driving rain or snow. Seen in that light, it’s easy to understand why many (if not most) of the 5000 R32s imported into the US since August are languishing on dealer lots.

Despite talk of a 300-horse R36, the new R32 is what we got– two years after its Eurozone debut. No question: the new R32 arrived D.O.A. Its killer? The Golf GTI Mk V– which is a better driver's car, for a lot less money.

Robert Farago
Robert Farago

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  • Nozferatu Nozferatu on Jan 18, 2010

    By the way, my point regarding the SENTRA Spec V is that you can get a decent car for alot less money. Frankly the difference between the two reduces to zero when you consider the outrageous price for the R32. And the comparison between the R32 and the Sentra Spec V is incorrect as far as numbers go. The Spec V has 200HP and the R32 isn't 3200lbs. There are so many better cars than VW out there...perhaps we don't get them here but drooling over an R32 is silly IMO. I don't like cars that feel heavy, drive like tanks, and guzzle gas for no real reason. The R32 simply doesn't offer performance that warrants such poor mileage either.

  • Swarden Swarden on Feb 18, 2013

    The reaction people have to the Mk5 R32 is sometimes puzzling. Take the TTAC review here. Seems to like the car but can't help putting it down and nitpicking it. What's interesting/puzzling about that is the reaction this same TTAC reviewer had to the Mk4 R32. In that review the car was hailed as the next best thing to a Porsche for sheer driving enjoyment and experience. So why are people so down on this Mk5 R32? It baffles the mind because the Mk4 and Mk5 R32s are almost identical, and if anything the Mk5 is incrementally better than the Mk4 R32. it is more powerful, faster round a track, I prefer the styling, and it is a little easier to live with day to day. furthermore it retains all the magic of the Mk4 R32, the amazing exhaust note, the subtle exterior hints at something special under the hood, etc... Is the problem simply that the Mk5 GTI is just so much better than the Mk4 GTI? Just because the new GTI is so good how, does that make a car that, when it was in Mk4, was as much a delight to drive as a Porsche suddenly become...not worth it. The Mk5 R32 is a great car, and a joy to drive, and it does out perform a MK5 GTI hands down on the track. As far as driving experience goes, we'll the GTI is a different kind of car and offers a different experience, the R32's offering is something special. As far as modding the cars, ya a GTI can be modded to outperform the R32, but then the R32 can be chipped, and given forced induction as well to up the ante, so I do not think that argument really stands up. Both cars can be modded. The new 2012 Golf R will not have the VR6, and that is to bad, because the Mk4s and 5s with that lovely sounding and performing engine really are something special. We are entering an age where V6s are giving way to more economical turbo charged 4 cylinders. Nothing wrong with a great 1.8 or 2.0T, but I for one will miss that great exhaust note out of a Mk4 or 5 R32. This is a great car hands down, just as it was in 2003 when it was reviewed in Mk4 form. If you have one hold onto it and enjoy it, cars like these will not be made in the future.

  • ToolGuy First picture: I realize that opinions vary on the height of modern trucks, but that entry door on the building is 80 inches tall and hits just below the headlights. Does anyone really believe this is reasonable?Second picture: I do not believe that is a good parking spot to be able to access the bed storage. More specifically, how do you plan to unload topsoil with the truck parked like that? Maybe you kids are taller than me.
  • ToolGuy The other day I attempted to check the engine oil in one of my old embarrassing vehicles and I guess the red shop towel I used wasn't genuine Snap-on (lots of counterfeits floating around) plus my driveway isn't completely level and long story short, the engine seized 3 minutes later.No more used cars for me, and nothing but dealer service from here on in (the journalists were right).
  • Doughboy Wow, Merc knocks it out of the park with their naming convention… again. /s
  • Doughboy I’ve seen car bras before, but never car beards. ZZ Top would be proud.
  • Bkojote Allright, actual person who knows trucks here, the article gets it a bit wrong.First off, the Maverick is not at all comparable to a Tacoma just because they're both Hybrids. Or lemme be blunt, the butch-est non-hybrid Maverick Tremor is suitable for 2/10 difficulty trails, a Trailhunter is for about 5/10 or maybe 6/10, just about the upper end of any stock vehicle you're buying from the factory. Aside from a Sasquatch Bronco or Rubicon Jeep Wrangler you're looking at something you're towing back if you want more capability (or perhaps something you /wish/ you were towing back.)Now, where the real world difference should play out is on the trail, where a lot of low speed crawling usually saps efficiency, especially when loaded to the gills. Real world MPG from a 4Runner is about 12-13mpg, So if this loaded-with-overlander-catalog Trailhunter is still pulling in the 20's - or even 18-19, that's a massive improvement.