Overview

As Volkswagen prepares to introduce the facelifted Mk 8.5 Golf to these shores in 2025, we take a look back at the R performance flagship of the outgoing Mk 8.

Its Mk 7.5 predecessor was – slightly bland dynamics notwithstanding – a do-everything masterpiece worthy of a 9-out-of-10 score, possibly 9.5 for the wagon.

Pricing has blown out to $70,590 before on-road costs for the latest Golf R, about $15K higher than its predecessor, in return for what turned into a technological tour-de-force.

Apart from higher engine outputs – not that the Mk 7.5 wasn’t ample – some trick all-wheel drive magic from the wild (and wildly expensive) Audi RS3 delivered a new Drift Mode and genuine torque vectoring capability while the engine (more than a little similar to that of the Audi S3 that costs at least 10 per cent more than a Golf R) gained 22kW and 40Nm.

Standard spec is also high, with six drive modes, adaptive dampers, sports exhaust, Matrix LED headlights, Nappa leather upholstery, heated and ventilated front seats with driver’s side electric adjustment and memory, tri-zone climate control, ambient interior lighting, keyless entry and start, adaptive cruise control, lane centring assist and semi-autonomous parking.

It also comes with a 10.25-inch digital instrument cluster providing access to R-specific data and display modes, and a 10.0-inch infotainment array with wireless Apple CarPlay and wireless Android Auto connectivity, satellite navigation, and DAB+ digital radio reception.

But it’s a lot of coin for a Golf. So it had better be good. Really good.

Our Opinion

Whereas the Mk 7.5 Golf flagship was a bit of a Q car, especially in subtle colours, the now-familiar Golf 8 silhouette gets flared wheel arches, large rear spoiler and quad exhaust tips in R trim. It’s lairy, if not quite Civic Type R levels of lairy.

Stepping inside, the cabin similarly loses previous R cars’ theme of blending practicality with premium touches. It’s simply not as pleasantly appointed or comfortable.

The sports seats are wrapped in high-quality leather and feature ventilation, a welcome addition for those living in warmer climates but are rather gaudily trimmed in ways that drew criticism in a Ford Focus RS.

In fact, it’s as though Volkswagen wanted to emulate the fast Ford that was the subject of much controversy at launch over its inclusion of a Drift Mode.

Where the 7.5 version’s seating would remain comfy for hundreds of kilometres at a time – I once drove one from Cooktown to Sydney – the 8 got uncomfortable after less than an hour behind the wheel.

The 10-inch touchscreen infotainment system dominates the dashboard, offering comprehensive connectivity and functionality. But it’s not a huge leap over what went before.

Well-document ergonomic niggles include the touch-sensitive controls on the steering wheel. While sleek in appearance, they don't provide the same intuitive feel as physical buttons while driving and are too easily activated by accident.

And while the large screen is visually impressive, it feels a little lost in the expansive dashboard, not as neatly integrated as some rival systems and infuriatingly forces you to operate controls that would have previously been physical buttons and dials. Not to mention the lack of illumination for the touch-sensitive aircon shortcuts for fan speed and temperature.

A familiar 2.0-litre turbocharged four-cylinder lurks behind the disinterested-looking ‘face’ of this Golf. A healthy 235kW and 400Nm should register at least a smirk, surely?

Mashing the throttle unleashes a surge of acceleration, the dual-clutch automatic transmission swapping cogs with the expected urgency of a performance car.

VW says the 0-100km/h sprint is dispatched in 4.8 seconds, putting the Golf R firmly in elite hatch territory, and the claim feels legit. What's most impressive, though, is the engine's refinement – and its relentless urge through the rev range.

Even when worked hard, vibrations and noise intrusion into the cabin are remarkably well suppressed, giving this car a remarkably civilised demeanour.

Perhaps a bit too civilised and way quieter than the four fat exhaust tips would suggest. It certainly lacks a sense of occasion and, worryingly in speed trap-obsessed Australia, a true feel of how fast you are going without referring to the big digital dashboard.

Fuel economy during my time with the car averaged around 8.0L/100km, which is very respectable given the performance on tap. It seems Volkswagen has struck a nice balance between outright pace and everyday usability on that front. It likes the expensive 98 RON stuff though.

Where the Golf R has split opinion is in the handling department. Engaging the 'Sport' drive mode transforms the car into a corner carver, the clever all-wheel drive system, adaptive suspension and precise, well-weighted steering work in harmony to deliver a more exciting and involving steer than its highly capable but rather numb predecessors.

Body control is exemplary, with the adaptive dampers keeping the chassis composed and settled even when really pushing on. The brakes are powerful and progressive, inspiring confidence when gathering speed between corners.

The handling feels balanced and – new for a Golf R – predictable right up to the limits of adhesion, at which point the all-wheel-drive system’s torque vectoring and well-calibrated stability control subtly give you options to adjust your line with pedal inputs (again, quite new for a Golf R).

I found myself preferring to leave the dampers in the 'Comfort' setting and just select 'Sport' for the powertrain and steering. This provided a nice balance between the Golf R's performance capabilities and a supple, absorbent ride quality over rougher surfaces.

Firmer damping modes caused the car to skitter about on the uneven surfaces typically found on country roads where owners are likely to take their Golf R for a blast.

Beyond its dynamic abilities and serious thrust, the Golf R retains the everyday usability that has long been a hallmark of the nameplate. It has enough bandwidth to shame a Portuguese internet service provider.

The large boot, practical hatchback body and comfortable ride quality mean it can double as a refined and comfortable daily driver when not being thrashed on a winding road.

Rear seat space is reasonable, though taller passengers may find it a little tighter than regular Golfs due to the protrusion of R-specific thick-bolstered front sports seats.

Cabin storage is also very generous, with thoughtful touches like phone pockets in the front seats.

At more than $70,000, the Mk 8 Golf R demands a significant premium over its predecessors. It does gain meaningful performance and technology upgrades but this iteration feels flawed compared to the oh-so-slick Mk 7.5 and doesn’t feel or sound as fruity on the public road as its lairy styling suggests.

Some will appreciate the juxtaposition of those looks and what is a refined, well-rounded performance package and be willing to pay for the privilege of a practical daily driver with genuine performance credentials.

But would we upgrade from a Golf R 7.5?

That car was a masterpiece and Volkswagen failed to follow it up convincingly. It’s the iPhone 6 of the car world.

Hopefully, VW doesn’t take as long as Apple did to get things right again. Bring on Golf R 8.5!