2022 Volkswagen Golf R Estate| Complet Review For Uk!
2022 Volkswagen Golf R Estate – Overview
Volkswagen Golf R is capable of performing all tasks. It’s quick. It’s entertaining. It is capable of handling. It’s a four-seater for adults that’s also easy to park.
It can be used with a four-wheel drive. Despite this, it’s not so performance-oriented that you’d hesitate to use it regularly.
It’s even appealing, albeit a touch subtle with it. If you know where to look, it’s unique on the ear and the eye, but it’s also capable of avoiding unwanted attention when you want it.
VW accomplished it for the Golf mk VI and VII models and has just done it for the Golf mk VIII.
Engine Specs, Brakes & Suspension
The mechanical makeup of the automobile only changes in minor ways when it is converted from hatchback to wagon.
The R Estate boasts the same 315bhp 2.0-liter turbo engine and the hydraulically controlled four-wheel-drive system as the conventional Golf R, as well as upgraded suspension and braking hardware that made the hatchback significantly wider-tracked, firmer-sprung, and sharper-handling than the previous version.
In addition, because the estate is more extended, it has a somewhat more even weight distribution.
It hence has its suspension settings, which are just marginally different from the five- doors.
The torque-vectoring active rear differential is standard (but the car’s special ‘drift’ driving mode is only available if you add the £2095 R Performance package).
DCC adjustable dampers are optional, as are 19in wheels with semi-slick track day tyres.
A ‘progressive’ steering system is standard, with gearing that quickens as you add a lock, and 19in wheels with semi-slick track day tyres are also optional (although if you stick with the standard 18s, VW will supply the car on winter tyres instead if you prefer).
This time around, VW has done a better job with the R Estate’s look, but it’s still not perfect.
At the very least, the odd proportions of the mk VII Golf R wagon have been eliminated.
The mk VIII, unlike its predecessor, has a wider wheelbase and longer rear side doors than its hatchback counterpart.
Thus, its enlarged rear overhang isn’t as noticeable as the previous version’s.
The Golf’s stubby, high bonnet means it’ll never appear classically lovely; but, the main issue is that VW’s current Golf design language is just a little too shapeless and derivative, in this tester’s opinion, to conjure much visual identity or kerbside appeal for the R.
The inside has a more convincing appearance. Suppose you don’t get the optional panoramic sunroof.
In that case, there should be enough leg and headroom for adults in both rows, as well as a genuinely useful-sized boot with some under-floor stowage and a relatively spacious load bay area above it that seems easily big enough to swallow bulky stuff.
The driving position, like the primary control layout, is mostly good.
Although some dashboard moldings are rougher and plainer than VW’s historical standards for such things might lead you to hope, the perceived cabin quality is pretty high.
The R, like other Golfs, puts a lot of emphasis on digital technology, with programmable digital instruments and a central touchscreen infotainment system that, whether you like it or not, you can’t stop interacting with when changing drive modes or toggling active safety features.
Is it worth buying it?
The Golf R is essentially the same multi-talented all-rounder as it was previously.
The firmer suspension rates and 19-inch wheels add a little more scream and thump to the car’s ride than Golf R fans are used to, but not enough to detract from the car’s defining strength: flexibility.
When the optional adaptive dampers are adjusted for those priorities, it may be absorbent, pleasant, and easy-going; yet, it’s a lot meatier, meaner, tauter-feeling client in’ Race’ mode.
Outright grip, agility, and driver engagement aren’t quite as good as they are in the fast Megane or Civic Type R, but they’re not far off.
The Golf R makes a somewhat artificial five-cylinder-style imitation engine noise in its harsher drive modes, but this can be turned off by configuring your steering, suspension, and powertrain preferences in the ‘Individual’ drive mode.
However, this tester would have loved a more innovative, integrated system for swapping and saving favorite settings than the Golf R provides.
As it is, the car’s ESC and gearbox modes must be handled independently of the ‘Individual’ driving mode configuration, which makes juggling between settings as the road changes ahead of you a little more complicated. On this subject, VW may yet learn a thing or two from BMW’s M Division.
The price is the only item that has changed, which may be problematic for some.
VW reprinted the mk VII R Estate in 2019 at the cost of £6000 less than the new model’s £43k asking price due to changes in WLTP emissions requirements.
So today, you can obtain a Golf R wagon with a slightly more dynamic purpose than the previous model, but not with more sheer performance.
And you’re being asked to pay what may be considered BMW 330i M Sport Touring money by lovers of premium-branded German driver’s cars when your last Golf R wagon might have been yours for the price of a 318i.
Isn’t it a giant leap? Of course, you may blame it on the emergence of premium automobile companies among the hot hatchback ranks. Still, it means that one of the most enticing real-world driver’s cars of recent times has become a little less of a go-to recommendation.