The 2022 VW Golf R is precise, balanced, and damn, it is blazingly quick

My week behind the wheel of the 2022 Volkswagen Golf R had me feeling particularly patriotic. As it turns out, we polite and pragmatic Canadians have a peculiar penchant for potent practicality. Canada is the #4 market in the world for Golf R — not per capita but actual raw volume. So while you’d think the our national sentiment might be something like, “Well jeez, eh, I’m not paying 50 grand for a friggin’ Golf,” in reality it’s more like “Hmmm, this understated all-wheel-drive hatchback goes like hell, sticks to the road like maple syrup, and will carry everything I need for a weekend at the cottage.”

The good news for new R customers (and perhaps not so good for current R owners) is the all-new Mk8 Golf R is better than the outgoing car. Volkswagen’s uber-Golf trades some of its stoic, Audi-in-disguise, I-do-everything-so-well-I’m-almost-boring hot hatch for a bit more playful hooliganism. V-Dub has cranked up the fun factor and this R wants to rock. And wiggle its arse. And do donuts.

So where did all this cheeky ebullience come from? Mostly from its butt. Or more specifically, the new electronically-controlled torque-vectoring rear drive unit that can apportion torque side to side. While the R’s AWD system can still only direct 50 per cent of the power rearward, 100 per cent of that can be sent to either wheel if needed. During the new R’s international media virtual reveal last year, Volkswagen development test driver Benjamin Leuchter enthusiastically declared it to be the “funniest” Golf R he had ever driven.

I concur. The new Drift Mode had me in hysterics while performing donuts in a gravel lot. But more importantly, this ability signals the R’s new-found dynamic attitude. And it really shows its stuff when selecting Nürburgring, a sub-setting of Race Mode.

But before we get there, let’s look at the hardware. The 2.0L turbocharged four-cylinder carries forward, getting boosted to 315 horsepower and 295 lb-ft of torque (280 lb-ft for the manual), up from 288 and 280 respectively. The seven-speed dual-clutch DSG transmission gets faster shift times, and a six-speed manual transmission remains on the menu — but only in North America. The previous take rate for the manual R on this side of the pond was about 40 per cent, so VW figured it was good business to appease us luddites. Danke schön.

Spring and anti-roll bar rates increase by 10 per cent, there’s more negative camber dialed in on the front wheels and steering gets recalibrated for better feedback. Visual clues include door sill extensions, standard 19-inch “Estoril” alloys, blue brake calipers with R logo, mirror caps in matt chrome, two-piece spoiler, gloss black diffuser, and twin dual exhausts. Brakes are bigger and aero is improved, with a reduction in both front and rear lift at speed.

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I’m also happy to report that the Golf R no longer suffers with that piped-in Subaru-esque moan. It now makes a meaningful snarl as the revs rise, and when in Race modes, it delights with real pops and barks on lift off.

The 2022 Golf R manual lists at $45,995, with the seven-speed DSG model at $46,395. A $1,250 sunroof is the only option. The car is fully kitted with Nappa leather, ventilated front seats, Harman Kardon audio, the expected driver aids and safety systems, head-up display, road sign recognition, heated steering wheel… well, you get the gist. With its supremely comfortable seats and adaptive damping, the Golf R plays the luxury cruiser card very nicely in Comfort mode. That said, you’ll never really get lulled into thinking you’re not driving a performance car. The ride is always sporty firm, the exhaust sound present, and with this six-speed manual car, the engine spins a busy 3,000 rpm at 120 km/h. Makes for some right-now passing power though. The DSG-equipped Golf R has longer legs on the highway.

This 2.0 iron-block turbo-four is a honey, showing a smooth and escalating power delivery that dishes out some serious pace. The 2022 Golf R really comes into its own when the aforementioned Nürburgring mode is selected. No marketing hoo-ha this. All systems switch to kill except for the dampers, which are at a softer setting to keep the car planted on rough surfaces. Perfect for Canada. The idle jumps up 500 rpm (just because) and the gauge graphics turn green in a nod to the Nordschleife’s “Green Hell” nickname. The exhaust gets more vocal too.

With the R’s new central control brain (Driving Dynamics Manager) managing throttle response, stability control, dampers, steering feel, and the rear clutch pack response, Volkswagen engineers have dialed in an intoxicating dynamic cocktail here with the Nürburgring mode that puts the previous R on the proverbial trailer. Dive into a fast second gear bend, squeeze the go pedal, and the R’s derriere will squirm delightfully as it puts the power down. This car is precise, balanced, and even on these 19-inch winter tires, a grippy, grinny hoot-fest. And damn, it is blazingly quick.

The six-speed manual is a good ‘un — not as rifle-bolt precise as the Honda Civic Type R’s — but quick and smooth, and the pedals are well positioned for heel and toe action. Good thing, because there’s no auto rev-matching.

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Yes, the 2022 Volkswagen Golf R is not perfect. The elephant in the cabin is VW’s new all digital interface that, in the style of the day, has banished every analogue button, dial, and switch (and whatever else a tactile human might find convenient) for haptic touch-points, sliders, and an obtuse touchscreen. I get it. We live in an iPhone-obsessed world, and think of the gazillions of dollars VW is saving by not manufacturing and installing old-timey buttons and dials that take up dash space and require pesky wiring. Much easier to slap on a piece of glass. However, this all-in approach might just come back and bite VW in the glass.

My inability to tune radio stations notwithstanding, I can’t be mad at the 2022 Golf R for long — it’s such a fabulous piece of hot hatch mastery. You want to talk about a car with band width? From worrying a Porsche Cayman on a back road to hauling an apartment’s worth of stuff from IKEA to carrying four adults in roomy comfort, the new R does it all with style, poise, refinement, and a new sense of fun.

Full disclosure: I’m a fan of the marque and over the years have owned a litany of hot VWs. This re-imagined Golf R hits me right where it hurts, and I want one. Nay, I need one. I need one like Boris Johnson needs a comb. That much.

I have offered Volkswagen my nearly mint, rust-free 2001 GTI in rare Matchstick Red (with a full tank of gas) in a straight trade because it’s … ahem, a highly desirable collector car. Or soon will be. Still waiting on an answer.

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