2003 Volkswagen Golf R32 Review

Within the first 10 yards, it's clear the R32 is a very different creature from any other Golf. There's immediacy to its responses and a level of grip that's new. Around town, the floating sloppiness that characterizes the standard hatchback has given place to a taut, controlled ride quality that, at times, borders on lumpy and harsh.

The basics of the suspension-struts at the front, double wishbones at the rear-are lifted from the Audi TT, but springs, dampers and anti-roll bars have all been specially tuned. Any fears VW might have taken a half-hearted approach to the R32's setup are immediately eradicated. This car is serious.

Its normally aspirated 3.2-liter VR6, lifted from the base, European-market Phaeton luxury sedan, makes a factory claimed 237 hp and 236 lb-ft of torque. HKS' all-wheel-drive Dynojet says 202 hp and 209 lb-ft. In the land of Dynojet, that's about 10 hp more than a Subaru WRX.

Volkswagen puts that thrust to the road through the TT's all-wheel-drive system that uses a Haldex multi-plate wet clutch that sits in the rear differential, sending torque to the rear wheels whenever the computer deems. Coupled with chunky, 225/40ZR-18 Michelin Pilot Sports, it has little difficulty transferring the power to the road. This Golf simply grips and goes.

VW also dressed the R32 in a butch body kit, with a bold front apron that mimics that of the Porsche 911 Turbo, flared wheel arches, prominent side skirts and a deep, single piece rear bumper that frames a pair of bulbous exhaust pipes. Handsome, 18-inch cross-spoke alloys comfortably fill the wheel arches, and the car sits 20mm closer to the ground than a standard Golf. The overall effect is hunched and purposeful.

Stepping inside offers a continuation of the theme. 'R' monikers litter the kickplates, pedals, clutch rest, steering wheel and seat backs.

The seats look dramatic and aluminum fascia inserts on the dash and door panels offset the yards of leather. It's impossible to deny the quality is a cut above the opposition.

The cabin is also packed with luxury equipment, including electronic climate control, cruise control, six airbags and rain-sensing wipers. Such features are necessary to help justify the R32's pricetag. In the UK, it costs 22,340 ($35,807), which is 2,345 ($3,760) more than a turbocharged Focus RS, which we reported on in the February 2003 issue.

If and when it comes to America, we expect it to be cheaper. VW will leave the navigation system out of the package and price this car around $28,000, which seems reasonable, but it's still $4,000 more than a Subaru WRX, and nearly a wash with Mitsubishi's EVO.

With the first turn of the chunky key-fob, however, the R32 almost justifies its price. The 3189cc V6 has a deep, cultured throb. There's nothing particularly sophisticated about the engine; its only trick feature is the continuously variable inlet and exhaust timing, but it reaffirms the old adage that there's no substitute for cubic centimeters.