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2004 Volkswagen R32. In its latest life, the VR6 displaces 3.2 liters, and generates 240 hp (@ 6,250 rpm) and 236 lb. ft. of torque (@2,800-3,200 rpm).
2004 Volkswagen R32. VW's 4Motion system is primarily a front wheel driver, with the capacity to shift up to 50% of available power to the back wheels.
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2004 Volkswagen R32. Up front, a big, triple opening front valance funnels more air to the VR6.
2004 Volkswagen R32. The R32's interior is nicely appointed. The sport seats are among the best in recent memory.
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2004 Volkswagen R32. In back, the bumper wraps around twin, 3½" exhaust outlets while a new spoiler adds down-force.
2004 Volkswagen R32. A set of darkened taillights frame an R32 badge on the deck lid.
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Always popular with street tuners, pocket rockets and hot hatches have of late become hotter with manufacturers, too. Rather than leaving the hop-up work (and profits from same) to the aftermarket, automakers have decided to market their own. And so, the segment added, among others, the Focus SVT (now a lame duck) and the Dodge SRT-4 in the budget category; the Subaru WRX STi and Mitsubishi's Lancer Evolution on the higher end. Fast, small sedans have populated Japanese streets for a number of years, and Evo and STi variants have duked it out many times in World Rally Championships, so bringing these cars to the U.S. market was less about making new stuff than it was importing existing stuff. Now, Volkswagen has joined the fray, with a new, limited build, one year only model designated R32. Like STi and Evolution, the R32 is an import ringer - a model already produced elsewhere. Actually, the car was never destined to cross the pond, until a pitch from VW USA to the home office fell on sympathetic ears. Once some buff book guys wrapped their driving gloves around the wheel of a Euro-spec R32, the lobbying began. Soon after, the car was sent scrambling for its visa.
R32 builds off of VW's perennial hatch-rod, the GTI, supplemented by a trip to the company's well stocked performance parts bin. Notable among the hardware is the VR6 engine. The VR6 was first seen in the '92 Corrado. The car is gone but the motor lived on, thanks to its ability to generate big torque from a small footprint.
In its latest life, the VR6 displaces 3.2 liters, and generates 240 hp (@ 6,250 rpm) and 236 lb. ft. of torque (@2,800-3,200 rpm). This is the base engine in the European version of VW's luxury sedan, Phaeton. Here, the VR6 is 40 hp, 41 lb. ft. of torque better than the current GTI 2.8 VR6, thanks largely to a redesigned intake system that boosts air flow capacity. A six speed manual transmission does the honors for gear exchanges; no automatic is offered. The dual exhaust dumps into 3½" tips and has been tuned for tone as well as increased engine performance. The pipes have a nice note. Most small cars with performance exhaust systems either sound blatty or like an angry kitchen appliance. However, this short block six sings pretty, and backing off the gas results in a throaty burble - ear candy for sports car buffs.
The powertrain connects to the pavement via an all wheel drive chassis. VW's 4Motion system is primarily a front wheel driver, with the capacity to shift up to 50% of available power to the back wheels. 4Motion uses hydraulics and electronics to assess grip and powertrain performance and determine how much power to push rearward. It combines with VW's Electronic Stabilization Program and Anti-Slip Regulation to manage your grip. Suspension is MacPherson struts & wishbones up front, independent multi-link with trailing arms in back. Anti-roll bars front and back are stouter spec than GTI issue and shock/spring rates are tuned more aggressively. The R32 is slammed slightly; the running gear sits about 1" lower than the GTI VR6. Brakes have been beefed up for this application; ventilated discs at all four corners, with bright blue, four piston calipers peeking out from between the wheel spokes.
The R32's interior is nicely appointed. The sport seats are among the best in recent memory. Typical of most VW buckets, it takes a few minutes to dial in all the manual adjustments required for proper fit. That done, you're good to go, with wide bolsters that hold you firmly in place but do not restrict movement. Cloth with leatherette trim is standard, leather is optional - the only option offered on R32. Metal trim is prominent, with thin rings around the dash gauges, shifter knob and pedals (including a fine, flat footed dead pedal). Other interior highlights include a phat, fat, three spoke sport steering wheel, and a full complement of bells and whistles. Standard are air conditioning, a moon roof, an eight speaker Monsoon sound system with CD, rain sensing windshield wipers, an alarm/remote entry system, heated seats and side mirrors, and power steering, brakes and windows. Technically, the R32 seats five, though space is limited in back, more friendly towards parcels than adult-sized people. As a stuff hauler, a hatchback body style is very useful. You've got 14 cubic feet of space available through the lift back door, expandable to 38.8 cu. ft., with rear seats folded forward.
Style-wise, R32's mix show and go. Up front, a big, triple opening front valance funnels more air to the VR6. In back, the bumper wraps around twin, 3½" exhaust outlets while a new spoiler adds down-force. A set of darkened taillights frame an R32 badge on the deck lid. Along side, the sills are extended downward - mini ground effects - and the view is dominated by a set of great looking, thin spoke 18" wheels packing the fender wells. The rolling stock is stouter than Euro-spec cars - the sidewalls reinforced to better withstand our All-American potholes. The 225/40 series, Y-rated tires are summer specialists. Those who'd like to take advantage of R32's AWD to drive year 'round in snow belt states will need to do what the Europeans do - buy a set of four snows. Also on the topic of tires, there is no spare. The addition of 4Motion in back left little room underneath for a conventional tire and rim, so your on-board solution for a tire contusion is factory supplied sealant and a compressor.
Most of our test time was spent on the track, where the R32 proved to be a well balanced performer. The best recorded time we've seen posted for 0-60 was 6.4 seconds, and top end is limited to 130 (as compared to 148 in European versions). So, straight line speed is quick, if not the fastest of the hot small cars. Handling and balance are first rate, and the rack and pinion steering has a just-right boost. The electronic traction aids work as advertised, stepping in, to keep nose and tail in their proper perspective. Snow belt drivers will certainly appreciate the feature, but the system is also defeatable for those interested in some spirited driving on drier pavement. Switched off, you can slide nicely into corners, and the car has a forgiving nature. Braking feels especially strong. The ventilated discs are aided by an alphabet soup of electronic accomplices (ABS, EBD, ESP and BA), and they combine to scrub off speed quickly and uneventfully. Even after repeated runs through an autocross course, panic braking and other binder stressing maneuvers, they remained fade-free. The R32's six speed gearbox has a short, positive throw and clutch effort is easy on the leg.
R32 is the final evolution of the Rabbit/Golf's fourth generation. The cars will be built in Bratislava, Slovakia, in the same plant where VW's Touareg is assembled. Production will be limited to 5,000 units here, and that's a hard cap, because VW has already started retooling for the next generation Golf (due in Spring '06, preceded by GTI in Fall, '05).
R32 serves many purposes. It boosts late lifecycle interest in the brand, while also serving as a place holder for the new Golf. It's practical enough to serve as a four season, daily driver, yet enough fun to hold the interest of enthusiast drivers. Agile and exclusive, it provides a Teutonic twist on the pricey, pocket rocket segment; an interesting alternative to the aggressive, Asian competition.
2004 Volkswagen R32 Reviewer's Notes
MSRP: $29,100
Showroom appeal: Limited production Uber hatch
Plus: Torquey, VR-6 motor, grippy seats, sticky all wheel drive platform
Minus: Straight line slower than WRX & Evolution; passenger challenged back seat
The Competition: Subaru WRX STi, Mitsubishi Lancer Evolution
---Story by Dan Lyons
---Photos by Dan Lyons
© 2004, Dan Lyons, All Rights Reserved.
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