(Autocar - Volkswagen Golf GT)
"É em estrada que esta motorização mais impressiona ... tem força desde início "148lb ft" desde os 1250rpm, resposta pronta, flexível e linear bem para cima das 2400 rpm"
"Supera o naturalente aspirado 2.0 FSI, consumindo menos"
"As motorizações diesel já poderão ter atingido o seu pico"
(Autoexpress - Volkswagen Golf R32)
"Ninguém pára o grupo VW, introduziu novos standards nos super-desportivos com o Bugatti Veyron, e agora está a fazer o mesmo no mercado dos hot hatch, levando a níveis inimagináveis"
"A Volkswagen diz que a velocidade máxima é de 155mph(~250 Km/h), mas na pista de testes conseguimos 168 mph(~270 Km/h)"
"A solidez do carro encoraja a tirar partir do impressionante motor."
"No papel parece caro mas proporcina sensações que podem entreter aqueles que conduzem coupés do segmento superior"
(4car - Volkswagen Golf R32)
O sistema Haldex permite 100 % seja ás rodas de trás ou da frente consoante as condições, ESP ligado ou desligado, no piso molhado ou seco, escorregar das rodas é muito raro, torquesteer é inexistente"
[:0]"O último carro que conduzimos com este comportamento foi o Porsche 911 C4S"
"Curva como um Porsche" [img]uploaded/ssmnp/2005930155328__gr32.JPG[/img]
(Autocar - Volkswagen Golf R32)
"Dando a volta à chave ouvimos um 3,2 V6 com um carácter ausente de vibrações reminiscente dos 6 cilindros em linha da BMW"
O scan em PDF: http://www.peterhope.plus.com/gti/r32.pdf
[img]uploaded/ssmnp/200593016043__gr32_2.JPG[/img]
"É em estrada que esta motorização mais impressiona ... tem força desde início "148lb ft" desde os 1250rpm, resposta pronta, flexível e linear bem para cima das 2400 rpm"
"Supera o naturalente aspirado 2.0 FSI, consumindo menos"
"As motorizações diesel já poderão ter atingido o seu pico"
citação:Downsizing is the new buzz word at Volkswagen. But its not that existing models are getting smaller – it’s engines. Driven by spiralling fuel prices and ever-stringent emissions regulations, the push is on to introduce a range of small-capacity units with low fuel consumption and small CO2 emissions, but big power.
It’s a tough task, but if the first of VW’s new engines, the Twincharger unit driven here, is anything to go by VW could be on to something big. Fitted to the new Golf GT, the 16-valve 1.4-litre unit utilises both a supercharger and turbocharger. The supercharger, which operates at a maximum of 1.8bar, boosts low-end response and flattens the torque curve, while the turbocharger, which hits 2.5bar, strengthens the top end. Added to this is VW’s FSI direct-injection petrol technology, delivering fuel at high pressure for added combustion efficiency.
The new engine develops 168bhp at 6000rpm and 177lb ft of torque from 1750rpm to 4500rpm, 20bhp and 30lb ft more than the naturally aspirated 2.0-litre FSI unit. But it’s the way the new engine performs out on the road that impresses the most. There’s serious pull from the off, with 148lb ft available from 1250rpm, while it is also responsive, flexible and linear well beyond 2400rpm, where the supercharger begins to disengage.
At this point, the turbocharger is already providing a decent boost, having entered proceedings at 1500rpm, so you’re unaware of any change in character. With a specific output of 120bhp per litre, in fact, it feels positively sporting.
VW puts the Golf GT’s 0-62mph time at 7.9sec, down from 8.8sec in the 2.0-litre FSI. A better reflection of the engine’s nature, however, is the fifth gear 50-75mph time, which is reduced by a whole second to just 8.0sec. Top speed is up 6mph to 136mph.
Amazingly, it does this while using less fuel than the 2.0-litre, averaging 39.2mpg against 37.2mpg on the combined cycle. CO2 emissions are reduced to 173g/km from 182g/km, while VW also claims lower noise levels throughout the rev range; it whistles and grinds like an Impreza, but always sounds smooth.
If this is the future for the petrol engine, the trend towards diesel powerplants could already have hit its peak. The Twincharger really is that good.
It’s a tough task, but if the first of VW’s new engines, the Twincharger unit driven here, is anything to go by VW could be on to something big. Fitted to the new Golf GT, the 16-valve 1.4-litre unit utilises both a supercharger and turbocharger. The supercharger, which operates at a maximum of 1.8bar, boosts low-end response and flattens the torque curve, while the turbocharger, which hits 2.5bar, strengthens the top end. Added to this is VW’s FSI direct-injection petrol technology, delivering fuel at high pressure for added combustion efficiency.
The new engine develops 168bhp at 6000rpm and 177lb ft of torque from 1750rpm to 4500rpm, 20bhp and 30lb ft more than the naturally aspirated 2.0-litre FSI unit. But it’s the way the new engine performs out on the road that impresses the most. There’s serious pull from the off, with 148lb ft available from 1250rpm, while it is also responsive, flexible and linear well beyond 2400rpm, where the supercharger begins to disengage.
At this point, the turbocharger is already providing a decent boost, having entered proceedings at 1500rpm, so you’re unaware of any change in character. With a specific output of 120bhp per litre, in fact, it feels positively sporting.
VW puts the Golf GT’s 0-62mph time at 7.9sec, down from 8.8sec in the 2.0-litre FSI. A better reflection of the engine’s nature, however, is the fifth gear 50-75mph time, which is reduced by a whole second to just 8.0sec. Top speed is up 6mph to 136mph.
Amazingly, it does this while using less fuel than the 2.0-litre, averaging 39.2mpg against 37.2mpg on the combined cycle. CO2 emissions are reduced to 173g/km from 182g/km, while VW also claims lower noise levels throughout the rev range; it whistles and grinds like an Impreza, but always sounds smooth.
If this is the future for the petrol engine, the trend towards diesel powerplants could already have hit its peak. The Twincharger really is that good.
(Autoexpress - Volkswagen Golf R32)
"Ninguém pára o grupo VW, introduziu novos standards nos super-desportivos com o Bugatti Veyron, e agora está a fazer o mesmo no mercado dos hot hatch, levando a níveis inimagináveis"
"A Volkswagen diz que a velocidade máxima é de 155mph(~250 Km/h), mas na pista de testes conseguimos 168 mph(~270 Km/h)"
"A solidez do carro encoraja a tirar partir do impressionante motor."
"No papel parece caro mas proporcina sensações que podem entreter aqueles que conduzem coupés do segmento superior"
citação:
Volkswagen Golf R32
There's no stopping the VW Group. It has set new standards in the supercar class with the Bugatti Veyron, driven in issue 876, and now it's doing the same in the hot hatch market, raising the pace to once unimaginable levels.
Heavy hitters in the shape of the firm's own Golf GTI and Vauxhall's Astra VXR had seemingly pushed previously mild-mannered family cars to the limit. But now, the most potent of them all has arrived - the Golf R32.
With the benefit of four-wheel drive, the new range-topper has a V6 engine and serious performance courtesy of its 247bhp. Yet can it match the thrills of its front-drive GTI stablemate? While the previous-generation Golf R32 wore a muscular bodykit, its successor is less garish. A silver grille finish, unique 18-inch alloys and central exhausts set it apart from the GTI. However, designers have gone for a largely understated look.
Climb inside and the R32's sporting intentions are plain to see. Race-inspired, yet immensely supportive bucket seats are standard fit, along with plenty of aluminium trim and unique dials.
Turn the key and a faint rumble filters into the cabin, sounding more menacing than any Volkswagen V6 before it. The new model offers 9bhp more than the previous-generation R32, and is available with a choice of conventional six-speed manual or hi-tech DSG sequential gearboxes.
Our model was fitted with a manual transmission, which takes the edge off the straight-line performance. Even so, we were still blown away by the R32's pace. The 6.5-second 0-62mph time is impressive enough, but real-world in-gear acceleration is immense thanks to the V6's plentiful low-down torque and perfectly selected gear ratios. VW claims a limited top speed of 155mph, yet on a test track we managed to record a supercar-slaying maximum of 168mph.
But getting a V6 hatch to perform in a straight line is nothing new. Where the R32 is really set apart is on a twisty road. The outgoing car felt numb and uninvolving; this is sharp and agile.
The direct steering loses none of the GTI's feedback or feel, and the 4MOTION all-wheel drive keeps the Golf planted in fast corners. Lift-off mid-bend and the rear will still step out of line, but it is easy to control and rarely calls for the ESP stability system to save the day. What's more, there's a superb compromise between refinement and involvement. The R32 is stiffly sprung but the ride is rarely uncomfortable, while the engine noise is always audible yet never intrusive. The car's solid feel encourages you to make the most of the motor's impressive power output.
At £23,745, the flagship three-door Golf costs £3,250 more than its GTI stablemate, with the five-door seen here priced at £24,245. R32 buyers are unlikely to want for much in terms of standard equipment, with climate control, bi-xenon headlamps and a 10-speaker sound system all fitted as standard.
On paper, the R32 might seem over- priced. However, in reality the newcomer provides exactly the kind of thrills that could entertain drivers of coupés from the class above.
Volkswagen Golf R32
There's no stopping the VW Group. It has set new standards in the supercar class with the Bugatti Veyron, driven in issue 876, and now it's doing the same in the hot hatch market, raising the pace to once unimaginable levels.
Heavy hitters in the shape of the firm's own Golf GTI and Vauxhall's Astra VXR had seemingly pushed previously mild-mannered family cars to the limit. But now, the most potent of them all has arrived - the Golf R32.
With the benefit of four-wheel drive, the new range-topper has a V6 engine and serious performance courtesy of its 247bhp. Yet can it match the thrills of its front-drive GTI stablemate? While the previous-generation Golf R32 wore a muscular bodykit, its successor is less garish. A silver grille finish, unique 18-inch alloys and central exhausts set it apart from the GTI. However, designers have gone for a largely understated look.
Climb inside and the R32's sporting intentions are plain to see. Race-inspired, yet immensely supportive bucket seats are standard fit, along with plenty of aluminium trim and unique dials.
Turn the key and a faint rumble filters into the cabin, sounding more menacing than any Volkswagen V6 before it. The new model offers 9bhp more than the previous-generation R32, and is available with a choice of conventional six-speed manual or hi-tech DSG sequential gearboxes.
Our model was fitted with a manual transmission, which takes the edge off the straight-line performance. Even so, we were still blown away by the R32's pace. The 6.5-second 0-62mph time is impressive enough, but real-world in-gear acceleration is immense thanks to the V6's plentiful low-down torque and perfectly selected gear ratios. VW claims a limited top speed of 155mph, yet on a test track we managed to record a supercar-slaying maximum of 168mph.
But getting a V6 hatch to perform in a straight line is nothing new. Where the R32 is really set apart is on a twisty road. The outgoing car felt numb and uninvolving; this is sharp and agile.
The direct steering loses none of the GTI's feedback or feel, and the 4MOTION all-wheel drive keeps the Golf planted in fast corners. Lift-off mid-bend and the rear will still step out of line, but it is easy to control and rarely calls for the ESP stability system to save the day. What's more, there's a superb compromise between refinement and involvement. The R32 is stiffly sprung but the ride is rarely uncomfortable, while the engine noise is always audible yet never intrusive. The car's solid feel encourages you to make the most of the motor's impressive power output.
At £23,745, the flagship three-door Golf costs £3,250 more than its GTI stablemate, with the five-door seen here priced at £24,245. R32 buyers are unlikely to want for much in terms of standard equipment, with climate control, bi-xenon headlamps and a 10-speaker sound system all fitted as standard.
On paper, the R32 might seem over- priced. However, in reality the newcomer provides exactly the kind of thrills that could entertain drivers of coupés from the class above.
(4car - Volkswagen Golf R32)
O sistema Haldex permite 100 % seja ás rodas de trás ou da frente consoante as condições, ESP ligado ou desligado, no piso molhado ou seco, escorregar das rodas é muito raro, torquesteer é inexistente"
[:0]"O último carro que conduzimos com este comportamento foi o Porsche 911 C4S"
"Curva como um Porsche" [img]uploaded/ssmnp/2005930155328__gr32.JPG[/img]
citação:
So where does that leave the keen drivers? In a state of mild euphoria if my day behind the wheel is anything to go by.
The Mk5 Golf is a vastly superior platform from which to launch a performance version, and the R32's narrow-angle V6 easily outclasses the GTi's 2.0 FSI turbo. It's the same 3.2-litre unit fitted to the previous version, but with an extra 10bhp courtesy of a reworked inlet manifold. Maximum power is now 247bhp at 6,300rpm; torque is unchanged at 236lb ft, but comes in 300rpm lower down the rev range.
The R32 is quick: Direct Shift Gearbox-equipped (DSG) models will dispatch the benchmark 0-62mph sprint in 6.2 seconds - six-speed manual versions are three tenths slower (6.5sec) - making it over half a second quicker than the GTi. However, this gap becomes a chasm once the speedo approaches triple figures.
On a derestricted stretch of autobahn near the launch site in Hanover, Germany, the R32 powered from 80mph to 130mph with a vigour that makes the front-drive version feel asthmatic. Only above 145mph did the limitations of that hatchback body begin to take effect, causing the car to labour up to its 154mph limit. If anyone feels the need to travel faster than this in a compact family car, I suggest they seek professional help.
Professional help certainly isn't required to extract the full potential from this fastest-ever Golf - the 4Motion all-wheel-drive system sees to that. The Haldex-designed, multi-plate clutch can apportion up to 100% of the available torque to either the front or rear wheels, depending on conditions. DSC on or off, wet roads or dry, wheelspin is rarely an issue and torquesteer is non-existent.
Quick cornering in the GTi, like most front-drive cars, is all about carrying speed into the bend, counteracting understeer with a lift of the throttle and then balancing engine revs as the front wheels scrabble for grip. The R32 is different. There's more weight to the steering, for one, and the turn-in feels more deliberate. Squeezing the throttle doesn't cause the nose to push on, as you might expect from a car with a hefty V6 over its front axle. Instead the 225/40-profile tyres - set 20mm lower than the GTi's on stiffened suspension - dig even deeper into the bend, drifting into a gentle four-wheel slide if really provoked. The last car I drove with a cornering attitude like this was the Porsche 911 C4S. If only the VW had a fraction of the Porker's steering feel...
The car's ability to power so smoothly out of bends has a lot do with the character of the engine. Where the GTi's acceleration builds with a sustained rush from 1,800rpm, the R32's V6 builds in steady increments, the sequential manual gearbox instantly slotting in the next ratio (nominally 7,000rpm, but actually 6,600rpm on the DSG) without so much as a polite cough.
The throaty, bassy thrum of the engine at idle disappears as the revs climb, only to be replaced by a delicious growl that builds into a howl at high revs. Its full, multi-layered glory can only really be appreciated with the windows down or, better still, from behind. The metallic rasp from the twin pipes will give you goosebumps.
The insulated cabin pays off on the motorway. Combined with an expertly spaced set of gear ratios - longer than the GTi's, especially sixth - and a pair of seriously supportive front seats, it adds up to effortless cruising ability. The suspension also plays its part here, providing a taut, rigid ride that retains enough damping ability to suppress most surface imperfections. Even at three-figure speeds it feels surefooted and thoroughly connected to the road.
So where does that leave the keen drivers? In a state of mild euphoria if my day behind the wheel is anything to go by.
The Mk5 Golf is a vastly superior platform from which to launch a performance version, and the R32's narrow-angle V6 easily outclasses the GTi's 2.0 FSI turbo. It's the same 3.2-litre unit fitted to the previous version, but with an extra 10bhp courtesy of a reworked inlet manifold. Maximum power is now 247bhp at 6,300rpm; torque is unchanged at 236lb ft, but comes in 300rpm lower down the rev range.
The R32 is quick: Direct Shift Gearbox-equipped (DSG) models will dispatch the benchmark 0-62mph sprint in 6.2 seconds - six-speed manual versions are three tenths slower (6.5sec) - making it over half a second quicker than the GTi. However, this gap becomes a chasm once the speedo approaches triple figures.
On a derestricted stretch of autobahn near the launch site in Hanover, Germany, the R32 powered from 80mph to 130mph with a vigour that makes the front-drive version feel asthmatic. Only above 145mph did the limitations of that hatchback body begin to take effect, causing the car to labour up to its 154mph limit. If anyone feels the need to travel faster than this in a compact family car, I suggest they seek professional help.
Professional help certainly isn't required to extract the full potential from this fastest-ever Golf - the 4Motion all-wheel-drive system sees to that. The Haldex-designed, multi-plate clutch can apportion up to 100% of the available torque to either the front or rear wheels, depending on conditions. DSC on or off, wet roads or dry, wheelspin is rarely an issue and torquesteer is non-existent.
Quick cornering in the GTi, like most front-drive cars, is all about carrying speed into the bend, counteracting understeer with a lift of the throttle and then balancing engine revs as the front wheels scrabble for grip. The R32 is different. There's more weight to the steering, for one, and the turn-in feels more deliberate. Squeezing the throttle doesn't cause the nose to push on, as you might expect from a car with a hefty V6 over its front axle. Instead the 225/40-profile tyres - set 20mm lower than the GTi's on stiffened suspension - dig even deeper into the bend, drifting into a gentle four-wheel slide if really provoked. The last car I drove with a cornering attitude like this was the Porsche 911 C4S. If only the VW had a fraction of the Porker's steering feel...
The car's ability to power so smoothly out of bends has a lot do with the character of the engine. Where the GTi's acceleration builds with a sustained rush from 1,800rpm, the R32's V6 builds in steady increments, the sequential manual gearbox instantly slotting in the next ratio (nominally 7,000rpm, but actually 6,600rpm on the DSG) without so much as a polite cough.
The throaty, bassy thrum of the engine at idle disappears as the revs climb, only to be replaced by a delicious growl that builds into a howl at high revs. Its full, multi-layered glory can only really be appreciated with the windows down or, better still, from behind. The metallic rasp from the twin pipes will give you goosebumps.
The insulated cabin pays off on the motorway. Combined with an expertly spaced set of gear ratios - longer than the GTi's, especially sixth - and a pair of seriously supportive front seats, it adds up to effortless cruising ability. The suspension also plays its part here, providing a taut, rigid ride that retains enough damping ability to suppress most surface imperfections. Even at three-figure speeds it feels surefooted and thoroughly connected to the road.
(Autocar - Volkswagen Golf R32)
"Dando a volta à chave ouvimos um 3,2 V6 com um carácter ausente de vibrações reminiscente dos 6 cilindros em linha da BMW"
citação:
...a more complete car than it's predecessor. It's faster - if only fractionally - more comfortable, better looking and better equipped. It also delivers a level of driveline sophistication that the GTI can't match. In short: great...
...Better than the old R32, as much fun to drive as the GTI, and even quicker...
...a more complete car than it's predecessor. It's faster - if only fractionally - more comfortable, better looking and better equipped. It also delivers a level of driveline sophistication that the GTI can't match. In short: great...
...Better than the old R32, as much fun to drive as the GTI, and even quicker...
[img]uploaded/ssmnp/200593016043__gr32_2.JPG[/img]
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