If it weren’t such a well-established model, the Volkswagen Golf R might seem like a German joke. "How far can we take our small, sensible family car?" The answer is very far, and since the very first R32 in 2003, the Golf R has carved out a nice niche for itself. But, like the rest of the Golf lineup, the R took a sideways step for the Mk8.
I already covered this story in my GTI review, so I’ll be brief here; VW’s heavy penalties for diesel-emissions cheating forced the company to cut costs. So it took a superb car, the Mk7 Golf, and turned it into something that, while decent by other standards, fell way short of enthusiasts’ lofty expectations. This new Mk8.5 version addresses many of the livability complaints of the previous-generation Golf, and for the R, gets a very healthy performance boost.
| Quick Specs | 2025 Volkswagen Golf R |
| Engine | Turbocharged 2.0-Liter Four-Cylinder |
| Output | 328 Horsepower / 295 Pound-Feet |
| Transmission | Seven-Speed Dual-Clutch |
| Weight | 3,450 Pounds |
| Efficiency | 22 City / 31 Highway / 25 Combined |
| Base Price | $48,325 |
To get a more powerful sport compact, you’ll need either a Mercedes-AMG CLA 45 or an Audi RS3 (which rides on the same platform as the Golf). The 2026 Golf R makes 328 horsepower and 295 pound-feet of torque from its turbocharged 2.0-liter four-cylinder engine. Outmuscling the Honda Civic Type R and Toyota GR Corolla, this is the most powerful hot hatch you can buy in America today.
It feels it. The Golf R is quick in a straight line, but more than ever, it’s a car that gets from A to B at a crazy rate, no matter what’s in between. That’s something of a problem, given VW launched the Mk8.5 just outside its US headquarters in Virginia, a place where there’s hell to pay for going five over. This is one of those cars where you only really notice how fast you’re going when you look down at the speedometer. Inevitably, the number is always bigger than you thought. West Virginia provides a welcome respite.
Unfortunately, the Golf R no longer offers a manual transmission. While the six-speed was popular here in America, it wasn’t popular enough globally for VW to keep it in production, so you only get a seven-speed dual-clutch. As consolation prizes go, this one is fantastic. The DSG shifts crisply during spirited driving, and feels smoother than ever driving around town. Plus, the powertrain calibration does a good job of hiding turbo lag from what is a very boosty engine.
Pros: Fast, Great Ride & Handling, Easy to Live With
With the optional Euro Style Package, the Golf R even sounds good. This is more of a performance package than the name suggests, with an Akrapovic titanium exhaust, sunroof delete, and manual cloth seats in place of the standard power leather chairs. Volkswagen claims weight savings of 80 pounds, and your wallet will be lighter to the tune of $3,795. Honestly, it’s worth it. An Akrapovic exhaust is a serious piece of hardware, and it gives the Golf R a pleasing, but not obnoxious snarl, though there is a notable resonance around 1,800 rpm.
Mechanically, there’s not a ton different with the Mk8.5 Golf R compared with the Mk8, which means you get all-wheel drive and a rear differential that can apportion all the torque the engine sends backwards to either rear wheel. On the road, and especially on Summit Point’s Jefferson circuit, you appreciate the fancy diff for the way it provides more options for how to get around a corner. Get on power early, and it’ll rotate the car, and it even changes things under braking, again, helping you get down to the apex.
VW’s Dynamic Chassis Control adaptive dampers are also standard, and while there’s a somewhat bewildering 15 stiffness settings available in the Custom drive mode, you can ignore all of them. Instead, switch to “Special” mode, which is a calibration made specifically for the bumpy Nurburgring Nordschleife.
Essentially, you get more aggressive settings for everything, but the suspension, which is set more softly. For spirited driving on the road and at Summit Point, it’s perfect. Typical of modern fast Golf models, there’s not a ton of suspension travel, and the car feels fairly firm, but the damping rounds off the edges of any bumps or undulations. It’s astounding how much better this car is in Nurburgring mode than the too-stiff Race mode.
Cons: Pricey, Still Has Haptic Steering Wheel Controls, Infotainment Is Confusing
VW did recalibrate the steering on the Golf R, and now, there’s finally real feel and weight buildup off-center. New standard forged 19-inch wheels probably also help out, too, and they look pretty snazzy to boot. The Golf R’s larger brakes are also a highlight, with nice, firm pedal feel and seamless ABS engagement on the track.
For all its performance bonafides, the Golf R remains the nicest of all the super hatches to live with (though the Acura Integra Type S gets close). VW’s latest infotainment system is confusing to wrap your head around, at least at first, but it’s so much better than the laggy mess that was in the Mk8.
The interior feels solid, too, though the R retains the much-hated capacitive touch controls on the steering wheel, unlike the GTI. It’s because VW wanted a dedicated “R” button for drive modes on the wheel, but with a separate drive mode button a few inches away in the center console, why is this necessary?
But then, there is the fundamental Golf-ness of the R. The tidy dimensions, the sharp-yet-understated styling, the excellent seats, and the sense of refinement you get with a car that’s been evolving for nearly half a century. It’s very appealing.
The biggest problem with the R is not the steering-wheel controls or the lack of a manual, but just as before, price. At $48,325, the Golf R is only a few hundred more than last year’s model, but it’s still a lot. For a lot less, you can have a GTI. Dynamically, the front-drive GTI isn’t as capable as an R, but when you’re just driving it like a normal car—which you will do most of the time—it feels almost identical. Plus, the GTI’s 267-pound lighter curb weight pays its own dividends.
Or, for a few thousand more, you could get the Golf R’s twin, the excellent Audi S3. It got the same power upgrade as the Golf R, and for the first time, it gets the same rear differential, too. Without driving them back to back on the same roads, I can’t say exactly how the S3 fares against the Golf R, but the Audi is simply a superb car. You’ll have to spend around $55,000 to get a similarly equipped S3, but for that, you get a car that drives at least just as well and has a far nicer interior.
Still, I get the appeal of the R. It’s not supposed to be for everyone. If you’re into your Volkswagens, it’s the ultimate, and if you just want something discreet, practical, and every day usable that also hauls ass, it’s a wonderful choice.
Competitors
Gallery: 2025 Volkswagen Golf R First Drive Review
2025 Volkswagen Golf R
