It sends drive to all four wheels through a seven-speed dual-clutch automatic gearbox, while there’s the option to add the same clever torque-vectoring rear differential as the hatchback to boost agility further still. Used Volkswagen Golf SV (Mk7, 2014-2020) review.Used Volkswagen Golf (Mk8, 2020-date) review.New Volkswagen Golf R 20 Years 2022 review.New Volkswagen Golf Alltrack 2023 review.Peugeot 308 vs Kia Ceed vs Volkswagen Golf: 2022 group test review.Vauxhall Astra vs Ford Focus vs Volkswagen Golf: 2022 group test review.Honda Civic Type R vs Volkswagen Golf R 20 Years: 2023 twin test review.Volkswagen Golf vs Skoda Octavia: 2023 twin test review.If you want to define an all-rounder, the Golf R Estate could well be one of the closest cars to personifying this trait on sale today. Priced from £43,175, in budget terms it sits between the hot T-Roc and Tiguan it offers 20bhp more than the former and just four litres less boot space than the latter, yet it costs £4,035 less. But with the rise in popularity of the performance SUV niche giving birth to these two cars, does the brand’s Golf R Estate still have what it takes to tick the aforementioned boxes? There’s the VW T-Roc R, for example, or the larger but also pricier Tiguan R if you need more space. If you want a fast family-focused Volkswagen that combines pace and practicality, in 2022 you have lots of choice. It’s a strong continuation of the Golf R Estate lineage. It’s not without fault, and is a pricey machine these days, but dynamically few can match it, while it offers the performance, image and all-round ability to back up its price tag. Manual shifter took about a thousand miles to flow and not stick, at five thousand miles now almost as good as best ones I've used.No VW in the brand’s line-up quite nails the performance/practicality brief as well as the estate version of its core R model, the Golf. Other functions acceptable but few hiccups present, not expected in price range: engine hood rubber dampener flying out of position every fifty miles or so wireless phone charger overheats so much that the phone dies and base of stick shifter heats up mirror not turning down on reverse though setting "on" system not flagging low tire pressure repeatedly and on all wheels (as low as 29 psi from recommended 45). That's what held me back from buying electric, all those i tried had the plasma screen in the middle and touch GUI, did not see it coming that decent German engineering would give me same on 300hp stick driven hot hatch. Graphic touch-based user interface with layered menus for a fast and hard driving mechanical construct where user is in unstable position. Like a teen on meth playing DJ for their fix. And the fake/virtual display changed with that (different looks asigned to different driving modes). So now you are out of your drive setting. Holding both hands on in standard position but riding hard can make either right thumb base touch the wheel-heating touch-button (doesn't toggle on/off, have to cycle through four settings, same with seat heating, btw), or left thumb base touch and trigger driving mode change. Then the wheel, omg, purified disgrace of engineering and design. Other half the time your finger lands just so that you touch … something else (add time to get menu back) or en route your hand waved by another sensor, so by time finger reached screen it meets another menu, not one you wanted. And likely even then involving at least ten seconds of distraction from driving itself. Touch screen, full one second latency mixed with rigid suspension means fifty-fifty chance of changing temp, air flow, media source or playlist etc on first try. Good car but user experience destroyed by touch/swipe/wave controls.
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