New generation of VW packs a punch, chances
The new R32 is built on Volkswagen's fifth-generation (Mk V) Golf chassis, introduced in North America in 2006 as the Volkswagen Rabbit. Like the previous model, the new R32 shares several major components with the Audi TT, including the full-time four-wheel-drive system. Although VW calls it 4Motion instead of quattro, both systems use a computer-controlled clutch pack made by Haldex as a center differential, allowing almost infinitely variable front/rear torque split over a wide variety of conditions. It's programmed to send torque to the wheels with the most traction, which avoids uselessly spinning the front wheels during hard acceleration. Combined with the Electronic Stabilization Program (ESP), 4Motion also greatly enhances the car's handling capabilities. It does however contribute almost 300 pounds to the car's 3547-pound curb weight, and it probably has a lot to do with reducing the gas mileage to 18/23 mpg, putting it in the lower 20
A major part of the car's appeal is the smooth six-cylinder engine. The VR6 (which stands for V-Reihen, or V-inline) is the latest iteration of Volkswagen's first six-cylinder engine, introduced in the 1992 Corrado with a displacement of 2.8 liters and sequential port-fuel injection. Even though it's a narrow-V engine with only 15 degrees between cylinder banks, it still needs two camshafts. The earlier engine uses one camshaft per cylinder bank to operate one intake valve and one exhaust valve per cylinder. For the 3.2, the cylinder head was redesigned with longer camshafts and a different rocker arm arrangement. Each camshaft still has only two cam lobes per cylinder, but now it's long enough for twelve lobes, so one camshaft operates all of the intake valves and one camshaft operates all of the exhaust valves, making this a true dual-cam four-valves-per-cylinder engine. More importantly, it also allows variable camshaft timing, which improves an engine's breathing over a wide rpm range.
The 3.2-liter engine generates 250 horsepower and 236 ft-lbs of torque, and 90 percent of that torque is available between 2500 and 4500 rpm, making this a terrifically flexible engine.
The software controlling the Direct Sequential Gearbox (DSG) transmission takes full advantage of that flexibility. When placed in 'Drive,' it shifts early to conserve fuel, and although it tends to hunt for the right gear in some situations, the engine never feels bogged down. Upon releasing the brake pedal, the clutch engages just enough to make the car creep as though it has a real automatic transmission, and the uninitiated won't notice anything different. Those accustomed to operating the clutch themselves will have no complaints with this computer-controlled clutch; the launch is perfect under all throttle demands. Manual shifts, using either the steering-wheel mounted paddles or the console-mounted stick, are lightning quick and the revs are always perfectly matched whether shifting up or down. Many people in this car's target market prefer a standard stick shift, which is not available here in the 'States, but the R32's DSG is intuitive and truly a joy to use.
The huge brakes on this car are supplied by Brembo, and from any speed they get the job done without drama or fade, time after time. The Electric Power Steering is quick and precise, but the feedback is not what we expected in a car like this. Also, the car's weight is always apparent. Still, its handling is typically German; the faster you drive, the better it feels.
Other cars in the R32's market segment may outperform it on the track, but this car is meant for daily life and long-haul driving and is comparable to other cars that are more expensive. The interior is subdued and feels very refined, and the seats are among the best in any car I've driven. The controls are intuitive and perfectly placed, especially the steering wheel controls for the trip computer.
The optional navigation system is, in my opinion, the car's only real flaw. It's not as fast or capable as an aftermarket Magellan, and also not as flexible because it frequently instructs the driver to make a U-turn. The screen is too bright at night, and there is no 'dark' button to turn the screen off without turning off the sound system. Even worse, this system is installed in place of the standard CD player. All in all, we would save the $1800 and use road maps.
The aftermarket for the Mark V R32 is a good news/bad news situation. The bad news is that VW plans to import only 5,000 of them this year. The good news is that there's a large aftermarket for all things Volkswagen, and much of what is produced for other models based on the Mark V platform, which includes the new GTI, may apply to this car too. Without going into detail, the stereo system leaves much to be desired, especially considering this car's target market. Those buyers may also appreciate gauge packages and interior appearance items too.
As for performance items, there are performance kits for the Haldex coupling, several suspension kits and a huge selection of aftermarket wheels and tires. The exhaust system is already dual from the engine back to the muffler, so true dual-exhaust for any VW with the 3.2L engine is a possibility. There's a lot of untapped potential in that engine, but the DSG transmission's limited torque capability will limit engine upgrades for a while.
More determined owners with a larger budget may opt to import a standard 6-speed transmission that's optional on these cars in Europe, or wait until a stronger DSG is (eventually) offered by the aftermarket. Even so, special engine management software is already being developed, and a cold air intake kit available now. Judging by history, even if the aftermarket for the R32 itself is limited, the aftermarket for the Mk V platform it's built on should be brisk indeed.
