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2012 VW Golf R

Vehicle: 2012 VW Golf R 5-doors
Price as tested: CDN$39675

Handling: We Canadian have missed out both Mk4 and Mk5 Golf R32. Thankfully, VW Canada is bringing us a Mk6 Golf R as a compensation. :)

Every great hot hatch has to come with a great dynamic equation. Golf R certainly up to the task for that requirement. Compare to a more mainstay Golf GTI, VW has recalibrated its suspension geometry, while stiffening up the chassis and adding Haldex AWD to the party. The desired result is nothing less than astounishing. The suspension is both supple and firm enough for enthuisastic driving, on the other hand, its comfortably compliant enough for daily driving. Unlike many of those sports cars, which tend to beaten you up like crazy on patholes and washboard pavements. R has eaten those up with ease. The XDS is another electronic aids which given the power to the outside wheel. It’s work ethics is similar to Torque Vectoring, for the most parts. As its gives most power to the outside wheel = less steering input = less understeer = smoother way out of the corner. On paper, it looks impressive. In real life situation, it works like champ when combined with the effectiveness of Haldex AWD system. That means R has minimal understeer when pushed through corners, although it does surface to give driver some needed attention. Its electro-mechanical steering provides sharp and responsive feedback without feeling abrupt. Its both calm and deliver the right amount of feedback to what driver needs it most. ESP doesn’t step in unnecessarily added to the fun of driving a hot hatch.

Performance: VW has messaged their venerable EA888 2.0T engine series for R’s performance aspect. That means its 265 stallion and 243 lb/ft of torque at driver’s right foot. As we all expect from this world-leading turbocharged 4-cylinder engine, its level of refinement and NVH are nothing but amazing. VW has taken it a notch by upping the horsepower to 265, which means its even more capable than ever. That’s especially true when revving it pass middle and upper rev ranges. Thanks to remap ECU, along with all sorts of variable valve timing and electronic throttle as hosts. All have done without the annoying turbo lag one associates with small turbocharged motor. The R only comes with a well-designed 6-speed manual gearbox. In the past, I wasn’t fond of VW’s manual gearbox with its rubbery gates. R’s application has to be their best effort. As the gates are well-defined, gear ratios are nicely set and clutch, well, its light and progressive with the proper feedback.

Brakes: Here comes along the braking system, one that’s well worthy of the R badge. If you expect large 4-wheel discs and standard ABS to provide admirably well, you are extremely correct. As it provides short stopping distance, with brake pedal that is fade-free after a couple of harsh stops. The pedal always feels firm and well-modulated. ABS doesn’t kick in abruptly is a given.

Interior: Most sports cars come with compromises when it comes to luggage space, Golf R isn’t. With the rear seats up, it has 14.6 cubin feet of cargo space. When its fold completely flat into the floor, it quickly expanded to 45.9 cubin feet of usable luggage space. As per VW standard, everything else has been nicely carperted and box in. There are low liftover with minimal side instrusions.

Up front, the biggest highlight are those awesomely supportive sports bucket seats and flat-bottom steering wheel. The dash materials continue to be impressive, so does the initutiveness of its auto climate control. Finding driving position is a-piece-of-cake with tilt/telescopic steering column and multi-adjustable driver’s seat.

Conclusion: There are sports cars which handle like a digging but with lots of compromise. Then there are plain jean family car which is practical but boring as hell to drive. Golf R, however, is the happy compromise of both counts. Its a hoot to drive, efficient, effective and practical. All does so with a price that is easy to swallow. No wonder Golf R continues to be one of Directshift garage’s most desirable to own members.

Competitions:
Audi A3 Quattro
BMW 328i
Subaru Impreza WRX
Mitsubishi Lancer Evolution

OVERALL VERDICT FOR 2012 VW Golf R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 5/5

2011 VW Golf R

Vehicle: 2011 VW Golf R 5-doors with DCC
Price as tested: CDN$42800 (Estimated)

Performance: Golf R32 has always been our favourite hot hatch. Will the new Golf R continue this trend? We will tell you after this test drive.

As VW VR6 engine series has started to age, both in terms of refinement and emission standards. VW needs another engine that is able to step up the plate in their halo R-series of performance cars. Instead of using the newly developed EE888 in latest GTI, VW decided to use the proven EA311 in their halo car. That’s because EA311 offers the same kind of refinement, smoothness with better take on horses and torque. The result is 270hp and 258 lb/ft of torque going through all wheels. All have done without those annoying turbo lags with those tuned turbocharged engines. The smooth delivery of power from all rpm, right from the low of the rev range to the redline, have shown the way to go for a turbo-4 is a right decision. Mated with this engine is VW’s delightful 6-speed DSG. The reason for going for 6 instead of 7-speed is because it is able to handle 258 lb/ft of torque with proven reliability. As usual, this DSG is the godsent in the automotive industry. It shifts quicker than any manual gearbox while offering paddle shifters for any enthuisasts. What makes it so good is the paddle shifters are able to drop the cone at whenever gear you are in. The gear ratios are just damn perfect for R’s sporty character.

Handling: Thanks to R’s transformation from a 6 to turbo-4, the front heaviness of previous R32 have been seriously addressed. What makes the R feels so much sharper to drive than any of its forebears is the optional DCC, or what VW called Dynamic Chassis Control. Press the “sport” button on the center console, it really have transformed a great hot hatch into an astounishing one. Both the steering, suspension and even sports seats are all tightened up for true enthuisastic driving. All have done without losing the compliant through the exceptionally well-calibrated suspension. Then add to the fact that Haldex AWD is one of the best AWD systems in the world, despite of its “detect then grip” characteristics, while ESP acts as a second line of defence, Its really hard to get R out of line even when pushed hard into any corner. The steering is sharp and precise, with great feel and feedback. There are minimal understeer and body rolls. All of these add up to the truly entertaining package that is second-to-none. Oh, all the smiles. :D

Brakes: With 4-wheel discs and standard ABS, R stops like its on a dime. The stopping distance is short, while pedal feels sharp and well-modulated. Even after a couple of hard stops, it remains fade-free. An unintervened ABS rounds out the overall nice package.

Interior: When fold down the rear seats, R has continued to score well with fold down rear seats. Add to the low liftover and minimal wheel instrusions, it can basically say you can have both performance and practicality all in one attractive package.

The biggest highlights to R’s superb interior are its great sports seats and touch-screen stereo system. Former offers wonderful thigh and shoulder supports, while latter is initutive and user-friendly.

Conclusion: As a response to the question I posted on the top. R will continue to be our favourite hot hatch. When you consider the fact that R offers top dog performance, handles like a dream and a superb interior; its an icing-on-the-cake for being our favourite.

Competitions:
BMW 135i
Subaru Impreza WRX STi
Mitsubishi Lancer Evolution

OVERALL VERDICT FOR 2011 VW Golf R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 5/5

2010 VW Golf 2.5

Vehicle: 2010 VW Golf 5-doors 2.5 Highline with 6-speed Tiptronic, Multimedia Pkg, ESP, rear side airbags and sunroof
Price as tested: CDN$28940

Performance: After a 3 year hitaus of the legendary Golf, its coming back for 2010. As with the previous Rabbit a.k.a Golf in the rest of the world, the new version is powered by the same 2.5 liter 20-valve DOHC in-line 5-cylinder engine. While some might not like the interesting engine note of an in-line 5-cylinder, I find it sounds pretty damn good. The engine note actually sounds much smoother and silkier than the early version when it first launched with Jetta in 2005. With 170hp and a nice 177 lb/ft of torque at driver’s disposal, this engine has plenty of low-end torque at driver’s right foot. 177 lb/ft of torque just arrives at 4250rpm is simply a driver’s delight especially when mated with the optional 6-speed manumatic gearbox. The shifts are crisp, it have the right ratio to match this 5-cylinder’s engine characteristics. Although the Tiptonic has manumatic mode, its lack of paddle shifters on the steering wheel would make manual shifting redundant. Perhaps most Golf buyers would put it in “D” and drive forever for best fuel economy.

Handling: The Mk5 chassis was faultless when it was introduced. Its solid, sound and completely free of flex even when mated with uplevel R32. When its time to revised the Mk5 chassis, VW only needs to stiffen up the floorpan while recalibrate the suspension for a more compliant ride. The result is a Golf that is even more capable than ever before. With the introduction of the Mk6, VW remains refused to put ESP standard across the board in all Golf hatchback regardless of flagship Highline or base Trendline. However, it comes as standard in GTI and Golf Wagon. Given most Golf buyers are those seeking for a safe yet fun hatchback, without the need to fill up premium fuel per GTI. They should make ESP standard across the board. What a pity. As for the rest of the car, it handles exceptionally well for a family hatchback. The steering is sharp and precise, with excellent precision and track to the path nicely. Suspension is comfortably compliant which absorb all the bumps and roughness with ease. Once equipped with ESP, it remains an uninstrusive type which is a godsent for enthuisastic drivers. Both body rolls and understeer are extremely well-mannered in Golf’s case.

Brakes: With 4-wheel discs and standard ABS, Golf has one of the best brake pedal I have ever felt in the compact segment. The stopping distance is short while pedal feels lively when drop the anchor. ABS doesn’t step in unnecessarily which is an added bonus.

Interior: Over the years, VW has earned the reputation of building some of the best interiors in the industry. With the latest Mk6, it feels even more luxury-car like than ever before. There are plenty of soft-touch plastic on the dashboard, center console and door panels. All the controls are logically layout. The leather seats are comfortable, with both excellent back and side support.

There are plenty of head and legrooms for both passengers at the back of the Golf.

In terms of cargo space, the split fold-down rear seats with a low liftover at the back makes Golf a very practical car. The best aspect is the squared cut-off in the cargo space. You can basically put anything else as big as a refrigator inside without breaking a sweat.

Conclusion: Its really hard to improve a breed, especially when that car is a VW Golf. The latest revision has done it successfully without losing any of the character that defined this legendary VW hatchback. If you love the previous generation, you will love the new one even more.

OVERALL VERDICT FOR 2010 VW Golf 2.5
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4/5

Overall rating: 4.5/5

Long-term wrap up: 2009 VW Jetta TDI Wagon

Vehicle: 2009 VW Jetta Wagon 2.0TDI Highline with 6-speed DSG, rear side airbags, ESP and Sirius Satelite radio
Price as tested: CDN$33035
Mileage since picked up: 19000km
Regular maintenance: 0
Unscheduled repairs: 0

Diesel used to stand for noisy, rough and isn’t particularly refined. Not anymore. As proven by our long-term Jetta TDI wagon, its more torquery than the equivalent 2.0T silibing with significant advantage when it comes to fuel economy. Our test average of 6 liters per 100km has proven its worth. The 6-speed Direct Shift Gearbox has mated with the TDI as a perfect partner. Not only does it shifts quicker than any race driver, its also remarkably efficient. The paddle shifters on the steering wheel have added to the fun of using the maximum torque and efficiency of this 140hp 2.0TDI.

Jetta wagon’s practicality starts with a large cargo space with squared cut-off for ease of loading. It also has the only pet peeve we have through the entire long-term test. That’s the privacy cover doesn’t have anywhere to store when its time to fold down the rear seats.

The Jetta wagon, which has changed to Golf wagon, is the perfect example of what makes a wagon a true “Sport Utility Vehicle”. Its sporty flair with plenty of utility wrap in a stylish Teutonic package.

Long-term update: 2009 VW Jetta TDI Wagon

Vehicle: 2009 VW Jetta Wagon 2.0TDI Highline with 6-speed DSG, rear side airbags, ESP and Sirius Satelite radio
Price as tested: CDN$33035
Mileage since picked up: 15200km
Regular maintenance: 0
Unscheduled repairs: 0

On our last update, we were quest to find out whether TDI makes any difference when it comes to cold weather fuel economy. The result is simply a delightful surprise, as it only makes a slight difference when it comes to fuel consumption. There is only less than 1 liter difference per 100km between the cold and warm weather. While the engine takes longer to reach its ambient tempeature, which means harsher to the engine load because of the cold starting. TDI hangs on itself beautifully through both fall and winter.

On our final update, we will wrap up this fuel miser.

Long-term update: 2009 VW Jetta TDI Wagon

Vehicle: 2009 VW Jetta Wagon 2.0TDI Highline with 6-speed DSG, rear side airbags, ESP and Sirius Satelite radio
Price as tested: CDN$33035
Mileage since picked up: 8600km
Regular maintenance: 0
Unscheduled repairs: 0

As you have seen in our earlier review, VW Canada has revised the Jetta wagon to Golf wagon for 2010. The most significant change to the overall package is the interior. The chassis has been stiffened and suspension reclibrated for better ride comfort while yielding for sharper driving dynamics. Best of all, even the base Trendline can be opt with ESP. On a contrary, VWoA will keep the Jetta wagon through the revision. As American have a better name recognition with the Jetta nameplate than Golf nameplate. Due to the Jetta is a sedan and Golf is a hatchback.

After 2 generations of Jetta wagon in Canadian market, will the change to Golf wagon a change for the better or worse. Time will tell. :)

2010 VW Golf TDI Wagon

Vehicle: 2010 VW Golf Wagon 2.0TDI Highline with 6-speed DSG
Price as tested: CDN$31840

Performance: Is it a Jetta or is it a Golf? Subject to this edition of test drive, we are going to review the Mk6 iteration of the compact VW wagon. Instead of naming it Jetta wagon as South of the border, VW Canada has aligned its latest offering as Golf wagon.

There aren’t any compact wagon as suitable with a diesel powertrain as Golf does. As the latest generation features VW’s new Clean Diesel. What makes this Clean Diesel so special is that it can run on low-sulphur diesel recently available on our shore, which already been available in European nations for ages. This 2.0 liter TDI is good for 140hp. What makes it amazing is that it has 236 lb/ft of torque available at 1750rpm. It has more torque than any of its 6-cylinder competitions without losing anything, when it comes to fuel economy and refinement. Compared with the 1.9TDI used to be reside in VW of old, this new Clean Diesel is cleaner, quieter and, most important of all, much cleaner. All have done without the annoying turbo lag once associates with small displacement turbodiesel engine. Our Highline tester comes with optional 6-speed DSG gearbox. What this gearbox does is to have twin-clutches. One for the odd numbers of gears and another for even numbers. It makes up and downshifts much quicker than any manual gearbox, without using the clutch by the left foot. On the other hand, it returns an impressive 6 liters per 100km an average during our test drive.

Handling: With the Mk6 platform, VW has upgraded Mk5 platform with higher chassis rigidty and stiffness. Combined with the recalibrated suspension and spring rates. The Golf Wagon handles as good as anything else when it comes to carving corners. The electric power steering is precise with plenty of feel and feedback. The suspension is comfortably compliant, which absorbs all the roughness and patholes with ease. The single biggest improvement to the Mk6 is VW finally makes ESP standard across the board, right from Trendline to Highline. Not only ESP works as an active safety feature for both unskilled drivers, as well as in poor weather conditions. It also proved to be a life-saving feature in front of all those airbags and side curtains. When it comes to handle over and understeer, the ESP acts uninstrusively without stepping in unnecessarily. There is a slight amount of body rolls and terminal understeer, as one expects from a family sedan. But this Golf Wagon is a family wagon with a sense of sporty intentions.

Brakes: With 4-wheel discs and standard ABS, the Golf Wagon stops on a dime. The stopping distance is short and pedal feel is lively. The brake pedal actually has some lives to it on its travel. The ABS only steps in at the right time at the right place.

Interior: If you thought the interior of the Mk5 is nice, the Mk6 has taken it into another level. There are even softer plastic materials inside the cabin. All the plastic and aluminum trim are nicely put together, with a sense of German functionality and style. The leather seats are comfortable without feeling confining. If you go with the Highline, the Panoramic roof has opened up the rather drab all-black interior nicely.

With the rear seats folded down, the Golf Wagon has 66.9 cubin feet of cargo space. It has plenty of cubbyholes for storage and a privacy cover for security sake. The only drawback is there is no place to put privacy cover anywhere inside, when the rear seats folded down. At the back of the Golf Wagon, the rear wiper actually covers up most of the rear screen. Best of all, there is a tailgate handle. Thanks, VW. :D

Conclusion: The new Golf Wagon is a practical roundabout that is very hard to overlooked. It got plenty of power, handles exceptionally well and an interior to die for. The most impressive is the fuel economy, an average of 6 liters per 100km is nothing short of astounishing.

OVERALL VERDICT FOR 2010 VW Golf TDI Wagon
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4.5/5

Overall rating: 4.5/5

2008 VW Golf GT

Vehicle: 2008 VW Golf GT Sport with DSG
Price as tested: HK$249000

Performance: There aren’t many carmakers that have produced twinchargers successfully. Both Lancia and Nissan have invested into technologies that combined both turbo and supercharge together about two decades ago, unfortunately, both executed unsuccessfully.

Its time for German to show off their engineering prowess through twincharger technology. This time is from Volkswagen. What twincharger is basically combining super and turbocharger, however, these two chargers spool up at different rpm to boost the low-end torque and higher revving characteristics. The instant throttle reponse. Since our tester is a GT Sport, so it came with a more powerful 170hp of the TSI unit. The less powerful TSI came with a 140hp. The transition between chargers are seamless. It improves the bottom range which usually lacks in low engine displacement. In VW’s guise, its a 1.4 liter DOHC with FSI direct injection technology. The transition between lower supercharger kicks in and upper end’s turbocharger steps in are truly delightful. Both are free of turbo and supercharger lags thanks to the smart German engineering. You won’t feel there is any transformation from super to turbochargers thoroughout the entire rev range. What it really feels is the smooth delivery of power at at rpm. Not to mention 195 lb/ft of torque right from 1750 to 5k rpm is simply astounishing. Without a proper gearbox, all those twincharger technologies are a waste. Nothing better than show out their engineering prowess through the use of the wonderful 6-speed DSG. As we have experienced before, its simply a marvelous sequential gearbox that shifts quicker than any race driver with a clutch and a manual shifter. Its shifting speed and smoothness continue to impress us. Its simply a delightful icing in the cake. Its faster than a 1.6FSI, more flexible than a 2.0FSI and much more refined than the 2.5 liter I-5. What’s not to like?

Handling: Even if our GT comes with sports suspension, it remains a softer alternative to the edgier GTI. I have never driven a current generation of Golf that I dislike. Everything from a base 1.6FSI to the R32 rocketship are true driver’s cars, even with different suspension and chassis calibrations. As with the GT, its sportier than the 1.6FSI with standard suspension. Its more civilized daily driver than a GTI because it doesn’t ride as firmly as its sporty silibing. On the other hand, its electric power steering remains sharp and precise.

Brakes: With 4-wheel discs and standard ABS, GT’s braking performance continues to perform up to VW’s usual high standards. The stopping distance is short while pedal modulation is excellent.

Interior: Inside the GT, its basically everything else you expect from a Golf. The interior is well-made with exceptional quality use of plastic and leather materials. All the power items are ergonomic-friendly.

Conclusion: Last but not least, its the fuel economy we generated for the twincharger. We had an average of 7 liter per 100km through 70% city/30% highway driving. That’s nothing less than astounishing for a 1320kg hatchback with a 1.4 liter engine. Its like having a cake and eat it too!

OVERALL VERDICT FOR 2008 VW Golf GT
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.75/5

2005 VW Golf 2.0FSI

Vehicle: 2005 VW Golf 2.0FSI Sportline with 6-speed Tiptronic
Price as tested: HK$238000

Handling: With the advent of the new independent rear suspension and a much stiffer chassis, the new Golf is anything but. VW has addressed the criticism of Mk4 chassis as being overly softly sprung by giving Mk5 a firmer spring. On the other hand, the firmer springs and shocks don’t sacifice the excellent ride quality that’s been exhibited in this new Golf. The ride comfort has a luxurious feel to it as it reminds me of a more expensive Audi A6 and Mercedes E-Class. The sports suspension standard on our Sportline tester has given out enough stiffness for aggressive driving while providing a sublime ride comfort. Dynamically speaking, the independent rear suspension has given Mk5 a swifter feel through corners. While the German still refused to dial-in the off-throttle oversteer as French does, it does provide a bit of fun by letting the tail out a bit if you pushed hard through corners. There are minimal body rolls and understeer in the twisties. As for steering feel, Golf’s electric power steering provides decent feedback and responsive. It has to be considered as one of the best electric power system I have ever driven, although it still exhibits some artifical feel as with other similar systems.

Performance: Thanks to VW’s direct injection in this 2.0L 16-valver DOHC engine, it produces a healthy 150 horses and 175 lb/ft of torque. While it doesn’t look particularly fast on paper, it feels exceptional in real-life driving. There are plenty of low-end torque when pushing through the mountainside of HK. On the other hand, the 6-speed Tiptronic is responsive and smart to move. It never hunts for gears as it stays on the right gear all the time. The refinement of this engine is excellent as its VW has eliminates most NVH from the engine compartment. Just like the ride quality, this engine has made new Golf feels like a luxury car wrapped in a sporty package.

Brakes: With standard 4-wheel discs and ABS, new Golf’s pedal feel is top-notch. The pedal modulation and control are wonderful, while the stopping distance is short and straight. The ABS system doesn’t kick in until absolutely necessary.

Interior: Inside the new Golf is everything you expect from VW. The instrumentation gauges are clear and analog. VW has addressed the criticism of Mk4′s Climatronic as too complicated, so they have given Mk5 a simpler system that’s more user-friendly. The leather seats are comfortable. They are also made of soft and supple leather which is wonderful, in terms of touch and feel. The driving position is easily found as Sportline is standard with 8-way power driver’s seat and tilt/telescope steering wheel. The stereo is placed higher on the dashboard as VW addressed Mk4′s unit placed way too low down the bottom. Not to mentioned the interior materials are still right up there with the best of luxury brands.

There are plenty of leg and headroom for backseat passengers. It also scores well with a nice center armrest with cupholders. The cramped legroom of Mk4 has gone for good.

Although the hatch has a slightly high liftover, its generally very well-executed. It got 60/40 split fold-down rear seats with plenty of cargo space. VW has to give the nod by giving customers full-size spare tire instead of those mickey mouse dount.

Conclusion: The new Golf is indeed the best one yet. It has an intriguing combination of performance, handling dynamics, refinement, style and quality. If the Mk5 generation can’t revealled the struggling VW sales in North America, nothing else does.

OVERALL VERDICT FOR 2005 VW GOLF 2.0FSI
=================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 5/5

2003 VW Golf CL

Short review of 2003 VW Golf CL
=======================

Golf CL is basically a decontented GL. It shares the same proven 2.0 115hp engine as the GL. The major difference between GL and CL are the color choices and optional moonroof. Driving exprerience remains typical Mk4. It got the usual Teutonic driving feel but stuck with Mk4′s softly sprung character. That means plenty of rolls and understeer through corners. As usual, the 2.0 is adequate to say the lease. The cloth material feels more durable than GLS’s mouse flr velour which is a lint magnet. All the materials used inside are first-rate although build quality remains a concern for Brazilian-made Mk4. The introduction of a CL has made the line between GL more blurry. For those who don’t need moonroof and can choose colors between red, black and white. CL is a better buy.

Overall rating: 3/5