Ramping up the wattage
Where the old Mk6 R used a tuned version of the EA113
engine, the Mk7 moves to the newer EA888 IL4, now in its third generation. This
is also used in the GTI but the R receives an upgraded cylinder head with new
exhaust valves, valve seats, and springs, pistons, higher-pressure injectors,
and a bigger turbo running up to 1.2 bar of boost pressure. There’s variable
valve timing on the intake and exhaust sides along with a two-stage
exhaust-valve lift which helps breathing for better performance and lower
emissions. A dual injection system with direct and port injection helps with
emissions as does a fully-electronic coolant system which helps reduce the
warm-up phase. Water-cooled exhaust gas channels running through the cylinder
head to the turbocharger are said to reduce consumption under full-load
running.
2014 VW Golf R Rear Fascia
VW has further honed the chassis of the AWD R which is set
stiffer and 5mm lower than the GTI. With 18-inch alloys and 225/40 series
rubber, the ride is sporty, managing to highlight most of the bumps. It’s not
so hard as to upset the balance, but your progress gets bumpier as speeds rise.
A $2,000 option is VW’s adaptive damping with each shocker having the ability
to react individually through both rebound and compression movements. Our
experience with these on the GTI would have us ticking this box as we reckon
they’d improve both the low speed ride, and help flatten the bumps at speed
given each corner can respond individually. The bumpy ride was our main gripe
with the car but otherwise, the R impresses with just how easy it is to drive
without scaring yourself. Yes, there are more involving drives out there, but
this will suit if you’re after a rapid all-rounder that excites but doesn’t
wear you out.
2014 Volkswagen Golf R Seats
The R has VW’s Progressive Steering with its quick, 2.1
turns lock-to-lock action making it more direct and faster acting in bends (it
reduces arm movements in the parking lot too). Though any explicit feedback has
been censored, you still get a decent idea of what’s happening beneath. The
handling is aided by VW’s XDS+ system, an advanced ESP setting which brakes individual
wheels to stave off under steer. You can drive the R hard through a bend and
the system will sort your arc through the curve. You can definitely feel the
system at work, but it’s not intrusive. A better technique is to take a
slightly more conservative approach into the curve, let the XDS+ aid your mid
corner line, and then utilise the AWD for an aggressive exit strategy. The R
can really punch hard out of the bend, much more quickly than the GTI despite
its 125kg weight disadvantage. Just remember that those brakes are getting a
work out both into and out of the bend, so they can get a little warm if you’re
too eager for too long. The ESC is a two-mode system which allows you to fully
disengage the safety net, something other Golf’s won’t. But you shouldn’t need
to however; it’s well tuned and the intermediate Sport mode allows you to
discover just how well the XDS+ system is at avoiding under steer. Translation,
you’ll be better off with it fully armed. A minor thing to note, if you’re a
left foot braker, the ESC will have a fit if you have both pedals ‘engaged’ at
the same time, which can prove annoying.
2014 VW Golf R Front Grill
The R has torque in reserve, pulling well from just about
any engine speed, and spins to 6700rpm. For an IL4, the sound is something
else. It may be enhanced, but it can sing like a raspy boxer, or even a
powerful six, with both an interesting induction and exhaust note. The
twin-clutch is particularly able with slick shifts, though works better with a
manual approach when you’re up it.
