2015 Volkswagen Golf R
The MotorWeek Drivers’ Choice Award for best small car for 2015 was awarded to the new Volkswagen Golf family. Primarily because with the TSI, TDI, GTI, SportWagen, and even an e-Golf, they cover all of the bases like no other small car series. Well, it turns out they’re not done yet, as they’ve now unleashed Wolfsburg’s latest pocket rocket on the US, the Golf R.
Regular viewers of MotorWeek are no doubt a little weary of our incessant praise of the new Volkswagen Golf and GTI. If that’s the case, you might want to change the channel for about the next 5-minutes, as we’re about to go all “fan-boy” once again about this 2015 Volkswagen Golf R.
All-wheel-drive is part of the Golf R’s platform of course, a Haldex system that stays front-biased, but can send up to 50% of corner carving grip to the back tires. But, that extra hardware does push weight to a hefty 3,340-lbs.
Under hood, is a familiar VW and Audi mechanical; a 2.0-liter I4 turbo. And while that’s not a lot of motor in size, it cranks out a sizable 292-horsepower. Plus, a seemingly continuous delivery of 280 lb-ft. of torque throughout the rev band, makes it feel like even more.
This time around, just the DSG automatic transmission is available at launch, and a 6-speed manual won’t arrive until next year. But as you may already know, we’re very fond of the DSG. Driving Mode Selection gets a new Race mode, and you can further upgrade to optional Dynamic Chassis Control that lets you dial in an ultra-stiff ride, should you so choose.
Regardless, the Golf R is an absolute blast to drive. And really, it doesn’t feel much different than the GTI that we love so much until you go heavy on the throttle and let it spin up to glory.
The interior finish is great! This car looks and feel like it’s worth every penny you spend on it; think more Audi than base VW.
There’s plenty of room, a simple and effective layout, with logically placed controls. The upgraded sport seats are awesome at holding you tight, but comfortably so; in a Teutonic snuggle sort of way.
The GTI is certainly no slouch when it comes to the handling department, but here on the Shenandoah Circuit at Summit Point Motorsports Park near Charlestown, West Virginia, the Golf R hunkers down and scoots through corners even better than your wildest expectations.
Despite a soft overall feel, there’s plenty of grip to be had; as no matter how much throttle you’re carrying, this chassis, can put power in its place, and of course that’s on the pavement.
ESC can now be fully turned off, but Sport Mode is absolutely great, letting you have quite a bit of fun, before the electronics step in to keep you pointed where you should be.
As for complaints, this course’s tighter turns and many shifting opportunities had us wishing for bigger shift paddles, as with all of the constant shuffling they were sometimes hard to find.
But of course in a straight line, leaving the DSG in full auto is really where it’s at. Mash the gas, hold on, and 4.9-seconds later, we’re at 60 miles-per-hour.
The Golf R launches off the line smartly with its all-wheel-drive grip, with a snappy and raspy exhaust note all the way down the track for a quick quarter at 13.7–seconds at 103 miles-per-hour. While a short 115-feet is all it took to stop from 60 miles-per-hour.
On the street, the Golf R is even more impressive. It feels very substantial for its size, with a dialed-in solidity like no other small car. It’s agile and wanting to be thrown around, and is the very definition of confidence inspiring.
Government Fuel Economy Ratings are 23-City, 30-Highway, and 26–Combined; we averaged a very good 28.3 miles-per-gallon of Premium. The Energy Impact Score is 12.7-barrels of oil used and 5.7 tons of CO2 emitted yearly.
Alas, perfection never comes cheap. In this case it starts at $37,415, and is available in 4-door only. Those numbers may scare away a few, but in this world, it’s the unafraid that are truly rewarded.
So, don’t think of the 2015 Volkswagen Golf R as just a sportier GTI, think of it as everything you’d ever want a Golf to be and a bit more. And really everything you’d want in a sensible sport-hatch as well. If you’re perfectly happy with your GTI, do yourself a favor and don’t test drive the “R”, so you don’t know what you’re missing.
Specifications
- Engine: 2.0 liter
- Horsepower: 292
- Torque: 280 lb-ft.
- 0-60 mph: 4.9 seconds
- 1/4 mile: 13.7 seconds @ 103 mph
- EPA: 23 mpg city/ 30 mpg highway
- Energy Impact: 12.7 barrels of oil/yr
- CO2 Emissions: 5.7 tons/yr
2024 Acura TLX Type S
A Grown-Up Sport Sedan Looking To Do Boy Racer Things
While the recent and highly successful relaunch of the Acura Integra has been hogging most of the brand’s headlines, the Integra is not the only sporty car that Acura builds. In fact, it’s the all-wheel-drive TLX Type S that remains Acura’s quickest and best handling sport sedan. Add in numerous updates for 2024 and it clearly demands our attention once again.
We are indeed looking closer at this updated 2024 Acura TLX Type S sport sedan and noticing quite a few changes. For starters, it’s one very aggressive looking four-door. Most of that due to the Type S upgrades which include a front splitter, rear spoiler and diffuser, big quad exhaust tips, Brembo brakes, and 20-inch wheels, though all TLXs get updated front fascias and grillwork for ’24.
Inside the tech-heavy interior, things look and feel great with upscale materials and fine stitching. A new 12-inch Precision Cockpit Digital Instrument cluster, ELS Premium Audio, wireless phone charging, and ambient lighting are now standard on all TLXs.
The upgraded infotainment screen grows from 10- to 12-inches and features faster processing, though after spending a year with an Integra and its touchscreen, having to use the touchpad interface here in the TLX is a clear step back in terms of functionality. Updates specific to the Type S include a surround view camera and a 10.5-inch Head Up Display. And there’s no taking a back seat to luxury in the back seat of the TLX; plenty of comfort and space for adults, plus some new charging ports.
A 272-horsepower 2.0-liter I4 turbo comes in the standard TLX, but thankfully the Type S’s fire-breathing 3.0-liter turbo V6 is still under the hood here, putting out 355 horsepower and 354 lb-ft of torque. No changes for either engine, but we’ll take that as a great thing these days. And there may not be any additional power, but there is sharper throttle response in Sport+ mode than before, so it will give you the impression that you’re working with a little more. Transmission remains a 10-speed automatic with paddle shifters on the steering wheel. Super-Handling All-Wheel-Drive is standard with the Type S and A-Spec, only the base TLX remains front-wheel-drive only.
Spring maintenance was still in progress at our test track and things weren’t quite fully prepped for the season just yet, so the Type S’s all-wheel-drive traction was much appreciated; as it allowed us to pounce off the line and rip to 60 in just 5.0 seconds flat, a tenth quicker than the last Type S we tested in ’21. It ripped through first and second gears quickly, before settling down a bit as it worked its way to the end of the quarter-mile in 13.5 seconds at 104 mph.
And there may not be any additional power, but there is sharper throttle response in Sport+ mode than before, so it will give you the impression that you’re working with a little more.
While far from a noisy car, Acura has installed some thicker carpet to quell what little road noise was apparently seeping in. Thankfully, they didn’t do anything to dampen engine or exhaust noises, as they sound fantastic.
This TLX scooted through our cone course quite efficiently, behaving as if on the proverbial set of rails. Type S tuning includes additional bracing for the chassis, plus firmer settings for the adaptive dampers that are part of the double-wishbone front and multi-link rear suspension.
Acura’s SH-AWD has been torque-vectoring power between all four wheels since long before that was commonplace; and its technical heavy-handedness is evident, as while it was slicing through the exercise with precision, it wasn’t always obvious how it was all happening. The Brembo brakes felt great, and were fade-free, but at 125 feet from 60 mph, stops were closer to family sedan territory than the typical sport sedan.
But there’s no skimping on active safety here, with full Acura Watch features including Lane Keeping Assist, Collision Mitigation Braking, Road Departure Mitigation, and Advanced Pedestrian Detection standard on all TLXs.
Government Fuel Economy Ratings are 19-City, 25-Highway, and 21-Combined; we averaged a good 23.6 mpg of Premium. That’s a slightly below average Energy Impact Score; using 14.2-barrels of oil yearly, while emitting 6.9-tons of CO2.
A simplified pricing structure now leaves you with three TLX choices, Technology, A-Spec, and Type S; things start at $46,195; this Type S will set you back $58,195.
Is it worth it? Well, it all depends on what your priorities are. If you’re looking for a super comfy luxury commuter, then probably not. But, if you’re looking for a superior driver’s car, with the most performance you can get in an Acura sedan, and plan on putting it to good use, then the 2024 Acura TLX Type S is absolutely worth it.
Specifications
- Engine: 3.0-liter turbo V6
- Horsepower: 355
- 0-60 mph: 5.0 seconds
- 60-0 Braking: 125 feet (avg)
- MW Fuel Economy: 23.6 mpg (Premium)
- Transmission: 10-speed automatic
- Torque: 354 lb-ft.
- 1/4 Mile: 13.5 seconds at 104 mph
- EPA: 19 City | 25 Highway | 21 Combined