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2025 Volkswagen Golf R review
Volkswagen Golf Pros Volkswagen Golf Cons The Volkswagen Golf R is more than just a fast hatchback; it's a trailblazing legacy that goes back decades. Since the first-generation Golf R32 debuted back in 2002, the R-badged Golf popularised a new class of compact performance car above that of its GTI hot hatch stablemate, challenging properly fast nameplates for straight-line pace. From the singing six-cylinder originals to the thumping turbocharged fours of more recent iterations, the flagship badge in the Golf lineup has become synonymous with being the consummate high-performance hatch, transcending traditional mainstream and premium segments in terms of both performance and all-round useability. The Golf R embodies this as much as ever in its latest Mk8.5 generation, with performance and technology that rivals vehicles from the Audi S, BMW M Performance and Mercedes-AMG stables at a much more attainable price point. It's hardly cheap at $70,000 before on-road costs, and it's now much closer in price to said premium performance alternatives these days, but it's decked out with all of the latest and greatest creature comforts the German auto giant has to offer, too. From later this year you'll also be able to deck out the Golf R with lightweight factory performance options for the first time on the regular variant – including an Akrapovic titanium exhaust, lightweight forged alloy wheels, and genuine carbon-fibre inlays. So is this still the benchmark hardcore hot hatch for performance enthusiasts? We joined the recent Australian media launch in New South Wales to find out… Base pricing for the updated Golf R has only risen by $400 compared to the last of the Mk8 generation, starting from $70,990 before on-road costs. The Black Edition adds another $1500. That's not all that far off the related Audi S3 (from $78,000) these days, and the latest BMW M135 xDrive (from $83,600) is also within reach. Less so is the Mercedes-AMG A35 (from $89,700), but you get the picture. From the mainstream brands, a Toyota GR Corolla (from $67,990) offers similar turbocharged all-wheel drive performance in an arguably less liveable rally-bred package, while the Honda Civic Type R ($74,100 D/A) is currently out of stock and channels similar grunt to only its front wheels – and is noticeably more track-focused. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool We've covered the recent launches of the Mk8.5 Golf and Golf GTI, so there's not much new to report here. Perhaps the biggest difference between them and the R is the fact it doesn't revert to physical multifunction switchgear on the steering wheel – the pesky haptic touch-sensitive buttons remain. They can still be a little fiddly at times, and during more spirited driving stints including on track, I managed to mis-press the heated steering wheel button, as well as the skip track button when cornering. Beyond that it's much the same as the rest of the upgraded Golf range; there are different trims and colours, with distinctive blue highlights scattered throughout the cabin, including on the fine Nappa leather seat upholstery, steering wheel accents or the flutters of blue throughout the in-car displays. The seats themselves are similar to those in the GTI and R-Line, save for the Nappa hide, and the steering wheel is the perforated leather-trimmed sports unit from the GTI with said blue accents and touch controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique R customisation like a racy line-bar tacho with shift lights. Later this year you'll be able to opt for genuine carbon-fibre trim accents as part of the Warmenau package. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID-branded electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as operate the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me, though forward visibility past the chunky sports bucket seats might be a challenge for nausea-prone passengers. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-lined door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's a decent 341 litres of cargo capacity with the rear seats in play, expanding to 1197 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and the space-saver spare of other Golf variants has been swapped out for a tyre mobility kit. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new Golf R gets the same 'EA888' 2.0-litre turbocharged four-cylinder petrol engine, but compared to the old Australian-spec model it now makes 245kW of power (+10kW) and 420Nm of torque (+20Nm). This aligns our latest Golf R with European specifications, after the previous model was down 20Nm on the global version due to a lack of a petrol particulate filter (PPF). The new model picks up the exhaust filtration system like the European model and therefore gets the full-fat tune. It's also worth noting the new R is now compatible with 95 RON premium unleaded, rather than being restricted to 98-octane fuel like the old car. Further, Volkswagen's 0-100km/h acceleration claim of 4.6 seconds is down 0.2 seconds on the previous model, while the standard R Performance Package fitted to the Australian specification means the Golf R is capable of hitting a top speed of 270km/h. Our observed indicated fuel economy of 10.4-10.7L/100km was achieved on day one of the launch with a mix of B-roads and country highways, including spirited stints. On the following day after a 71km transit leg from the Blue Mountains to Sydney Motorsport Park on mostly highway and freeway, we saw a far more impressive 5.8L/100km. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Let's get to the fun part, shall we? Our drive of the new Golf R and Golf R Black Edition started in Orange, NSW, taking us through the high country to the Blue Mountains for an overnight stay, then to SMP in western Sydney the following morning. Day one was very wet and gloomy, which made for a good test of the Golf R's 4Motion AWD traction on the high-speed roads on our lengthy drive route. As you'd expect, the fast little Volksie was nothing short of excellent. Driving through what can only be described as a torrential downpour for much of the day, the Golf R was unflappable in the wet, even on winding country B-roads with mixed road surface quality accompanied by signed speed limits generally in the realm of 80-100km/h. Even in tighter bends there was little to no understeer or scrabbling for traction when pushed – within reasonable limits given the conditions, of course – giving you the confidence to still drive with intent without feeling like you were anywhere near the limit. We had a few hours behind the wheel of the Golf R Black Edition on day one, providing plenty of time to test out the different modes. Personally, I chose to cycle between Special (Nurburgring) and Comfort during the extended route. Special is basically Race with the chassis softened off a touch to suit the lumpy-bumpy Nordschleife, and in reality a lot of Australia's spaghetti-like regional roads suit this exact mode given there's a layer of added compliance needed to iron out some sharper hits and high-frequency imperfections to avoid upsetting the balance of the vehicle. In this mode the drivetrain is also put into S+, which basically dials up everything to 11. It revs right out to the redline in each gear and downshifts early with plenty of aural theatre – helped by the augmented engine sound via the speakers – and if you flick it into the manual M+ mode the Golf R will refuse to shift even if you hit the limiter. The new turbocharger preload system works its magic in this mode, maintaining boost for better response. You basically get no turbo lag, and it almost feels naturally aspirated in the way it responds so quickly and revs out so linearly. Adaptive chassis tech and variable-ratio steering mean you can dial up the feel and firmness when you want it for spirited stints, and then dial it back when you're tootling around the 'burbs or cruising on the highway. As its predecessors have done for generations, the Golf R remains a superb all-rounder. As with the GTI, I found that the steering weight felt a tad artificial and not as communicative as something like a Civic Type R, but it has a nicely fluid and accurate rack that suits the Jekyll and Hyde personalities of the Golf R quite well. I'd just like a bit more of a natural and weighted feel. I didn't find the engine's soundtrack to be overly contrived or artificial like the old Mk7's, and in its most aggressive mode the Golf R has an aggressive, high-pitched and raspy tone that sounds a little like the free-revving Mercedes-AMG 2.0-litre turbo four. You get subtle cracks or 'farts' on upshifts, a nice burbly idle, and a bit of overrun when you lift off the throttle between 3000 and 5000rpm. It certainly sounds purposeful, and is a little more raucous than the Audi S3 which shares the same drivetrain and much of the running gear underneath. At SMP we got to trial Drift mode on the skid pan before taking both the R and Black Edition out for some instructed laps on the long circuit. It's fascinating how much the different modes change the car's vibe. You can genuinely hold slides quite easily with the throttle (in a controlled environment when conditions permit), yet the Golf R also remains a sharp corner-carver on the racetrack. We started in Comfort mode and gradually worked or way up to Race and Special, really getting a good feel for the Golf R's circuit capabilities. The mix of sweeping bends and hairpins was a good test for the 4Motion AWD system as well as the brakes, and there was minimal fade from the latter after successive laps. There's good response from all driver controls at the limit, and it took a lot to induce any understeer – if anything ,the rear differential does a great job of sending torque to the outside rear wheel the bring the bum around. Volkswagen R's development driver, Benjamin 'Benny' Leuchter, even took us for a couple of hot laps at what felt like 10/10ths, included a lap in both the Special and Drift modes. As you can imagine, it was the latter that really generated the widest eyes and loudest gasps from all three journalists onboard… Mr Leuchter confirmed the Golf R Black Edition lapped the famed Nurburgring Nordschleife in seven minutes and 47 seconds, which is around three seconds off the Civic Type R's pace but quicker than the Mercedes-AMG A45 S. Not bad. Rounding out the on-road assessment, we did find there was a bit of tyre roar finding its way into the cabin from the 235/35 Bridgestone Potenza tyres, but that's not unusual for this type of car. The R's driver assistance suite is also excellent, as you'd expect. Travel Assist remains one of the benchmark semi-autonomous functions, and the standard Area View surround camera means you shouldn't have an excuse for gutter-rashed rims – though the quality of the camera feed could be better. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking, the R features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in lower Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The standard R is bolstered by the Black Edition, which is limited to 300 units in Australia. Volkswagen's local arm says around half of our market's Black Edition allocation is already spoken for. 2025 Volkswagen Golf R equipment highlights: Golf R Black Edition adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R will be available with an optional Warmenau Package for model year 2026 and it's available to order now, while both the MY25 Golf R and Black Edition are both available with a panoramic sunroof. Warmenau Package: $6500 (MY26 R only) Single-item options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R, like the wider Golf range, is covered by a five-year, unlimited-kilometre warranty in Australia To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Put simply, this is an R-mazing little car. Volkswagen has been polishing away at the Golf R formula for over two decades and it shows. Perhaps other than the related Audi S3, no other vehicle at this size or price point offers the same kind of all-round capability and useability. It's feels at home both in the city and on the racetrack, and while it's not necessarily the quickest or fastest hot hatch on sale, it arguably strikes the best balance. The level of adjustability in the chassis and drivetrain allows you to finetune it to just about any driving situation, and of course it's a Golf so the fundamentals are generally excellent anyway. It also is packed with just about everything the latest Golf portfolio has to offer, much of which isn't available in lower grades in Australia. Gripes? The fiddly steering wheel controls can get annoying when driving hard, and $70,000 is a lot of money for a Golf, even one as fast and as capable as this. Indeed it's not all that much cheaper than an Audi S3 with the same running gear. It's also a shame the Golf R Wagon remains off the menu for Australians. The more practical body had a cult, if niche, following Down Under, and offered a point of difference alongside all of its peers at this end of the market. Volkswagen Group subsidiary Cupra will fill the gap somewhat later this year with the Leon Sportstourer, though I imagine many would still prefer a Golf. All told though, the updated Mk8.5 Golf R is a fine compact performance car. It's the Swiss army knife of hot hatches, perhaps even more so these days than the also excellent new Golf GTI. It's as hardcore and racy as ever, without skimping on the creature comforts and daily driveability the nameplate is lauded for. The Black Edition in Grenadilla Black looks pretty mean, though I'd personally be holding out for an MY26 Lapiz Blue example with the optional Warmenau package. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons The Volkswagen Golf R is more than just a fast hatchback; it's a trailblazing legacy that goes back decades. Since the first-generation Golf R32 debuted back in 2002, the R-badged Golf popularised a new class of compact performance car above that of its GTI hot hatch stablemate, challenging properly fast nameplates for straight-line pace. From the singing six-cylinder originals to the thumping turbocharged fours of more recent iterations, the flagship badge in the Golf lineup has become synonymous with being the consummate high-performance hatch, transcending traditional mainstream and premium segments in terms of both performance and all-round useability. The Golf R embodies this as much as ever in its latest Mk8.5 generation, with performance and technology that rivals vehicles from the Audi S, BMW M Performance and Mercedes-AMG stables at a much more attainable price point. It's hardly cheap at $70,000 before on-road costs, and it's now much closer in price to said premium performance alternatives these days, but it's decked out with all of the latest and greatest creature comforts the German auto giant has to offer, too. From later this year you'll also be able to deck out the Golf R with lightweight factory performance options for the first time on the regular variant – including an Akrapovic titanium exhaust, lightweight forged alloy wheels, and genuine carbon-fibre inlays. So is this still the benchmark hardcore hot hatch for performance enthusiasts? We joined the recent Australian media launch in New South Wales to find out… Base pricing for the updated Golf R has only risen by $400 compared to the last of the Mk8 generation, starting from $70,990 before on-road costs. The Black Edition adds another $1500. That's not all that far off the related Audi S3 (from $78,000) these days, and the latest BMW M135 xDrive (from $83,600) is also within reach. Less so is the Mercedes-AMG A35 (from $89,700), but you get the picture. From the mainstream brands, a Toyota GR Corolla (from $67,990) offers similar turbocharged all-wheel drive performance in an arguably less liveable rally-bred package, while the Honda Civic Type R ($74,100 D/A) is currently out of stock and channels similar grunt to only its front wheels – and is noticeably more track-focused. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool We've covered the recent launches of the Mk8.5 Golf and Golf GTI, so there's not much new to report here. Perhaps the biggest difference between them and the R is the fact it doesn't revert to physical multifunction switchgear on the steering wheel – the pesky haptic touch-sensitive buttons remain. They can still be a little fiddly at times, and during more spirited driving stints including on track, I managed to mis-press the heated steering wheel button, as well as the skip track button when cornering. Beyond that it's much the same as the rest of the upgraded Golf range; there are different trims and colours, with distinctive blue highlights scattered throughout the cabin, including on the fine Nappa leather seat upholstery, steering wheel accents or the flutters of blue throughout the in-car displays. The seats themselves are similar to those in the GTI and R-Line, save for the Nappa hide, and the steering wheel is the perforated leather-trimmed sports unit from the GTI with said blue accents and touch controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique R customisation like a racy line-bar tacho with shift lights. Later this year you'll be able to opt for genuine carbon-fibre trim accents as part of the Warmenau package. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID-branded electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as operate the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me, though forward visibility past the chunky sports bucket seats might be a challenge for nausea-prone passengers. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-lined door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's a decent 341 litres of cargo capacity with the rear seats in play, expanding to 1197 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and the space-saver spare of other Golf variants has been swapped out for a tyre mobility kit. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new Golf R gets the same 'EA888' 2.0-litre turbocharged four-cylinder petrol engine, but compared to the old Australian-spec model it now makes 245kW of power (+10kW) and 420Nm of torque (+20Nm). This aligns our latest Golf R with European specifications, after the previous model was down 20Nm on the global version due to a lack of a petrol particulate filter (PPF). The new model picks up the exhaust filtration system like the European model and therefore gets the full-fat tune. It's also worth noting the new R is now compatible with 95 RON premium unleaded, rather than being restricted to 98-octane fuel like the old car. Further, Volkswagen's 0-100km/h acceleration claim of 4.6 seconds is down 0.2 seconds on the previous model, while the standard R Performance Package fitted to the Australian specification means the Golf R is capable of hitting a top speed of 270km/h. Our observed indicated fuel economy of 10.4-10.7L/100km was achieved on day one of the launch with a mix of B-roads and country highways, including spirited stints. On the following day after a 71km transit leg from the Blue Mountains to Sydney Motorsport Park on mostly highway and freeway, we saw a far more impressive 5.8L/100km. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Let's get to the fun part, shall we? Our drive of the new Golf R and Golf R Black Edition started in Orange, NSW, taking us through the high country to the Blue Mountains for an overnight stay, then to SMP in western Sydney the following morning. Day one was very wet and gloomy, which made for a good test of the Golf R's 4Motion AWD traction on the high-speed roads on our lengthy drive route. As you'd expect, the fast little Volksie was nothing short of excellent. Driving through what can only be described as a torrential downpour for much of the day, the Golf R was unflappable in the wet, even on winding country B-roads with mixed road surface quality accompanied by signed speed limits generally in the realm of 80-100km/h. Even in tighter bends there was little to no understeer or scrabbling for traction when pushed – within reasonable limits given the conditions, of course – giving you the confidence to still drive with intent without feeling like you were anywhere near the limit. We had a few hours behind the wheel of the Golf R Black Edition on day one, providing plenty of time to test out the different modes. Personally, I chose to cycle between Special (Nurburgring) and Comfort during the extended route. Special is basically Race with the chassis softened off a touch to suit the lumpy-bumpy Nordschleife, and in reality a lot of Australia's spaghetti-like regional roads suit this exact mode given there's a layer of added compliance needed to iron out some sharper hits and high-frequency imperfections to avoid upsetting the balance of the vehicle. In this mode the drivetrain is also put into S+, which basically dials up everything to 11. It revs right out to the redline in each gear and downshifts early with plenty of aural theatre – helped by the augmented engine sound via the speakers – and if you flick it into the manual M+ mode the Golf R will refuse to shift even if you hit the limiter. The new turbocharger preload system works its magic in this mode, maintaining boost for better response. You basically get no turbo lag, and it almost feels naturally aspirated in the way it responds so quickly and revs out so linearly. Adaptive chassis tech and variable-ratio steering mean you can dial up the feel and firmness when you want it for spirited stints, and then dial it back when you're tootling around the 'burbs or cruising on the highway. As its predecessors have done for generations, the Golf R remains a superb all-rounder. As with the GTI, I found that the steering weight felt a tad artificial and not as communicative as something like a Civic Type R, but it has a nicely fluid and accurate rack that suits the Jekyll and Hyde personalities of the Golf R quite well. I'd just like a bit more of a natural and weighted feel. I didn't find the engine's soundtrack to be overly contrived or artificial like the old Mk7's, and in its most aggressive mode the Golf R has an aggressive, high-pitched and raspy tone that sounds a little like the free-revving Mercedes-AMG 2.0-litre turbo four. You get subtle cracks or 'farts' on upshifts, a nice burbly idle, and a bit of overrun when you lift off the throttle between 3000 and 5000rpm. It certainly sounds purposeful, and is a little more raucous than the Audi S3 which shares the same drivetrain and much of the running gear underneath. At SMP we got to trial Drift mode on the skid pan before taking both the R and Black Edition out for some instructed laps on the long circuit. It's fascinating how much the different modes change the car's vibe. You can genuinely hold slides quite easily with the throttle (in a controlled environment when conditions permit), yet the Golf R also remains a sharp corner-carver on the racetrack. We started in Comfort mode and gradually worked or way up to Race and Special, really getting a good feel for the Golf R's circuit capabilities. The mix of sweeping bends and hairpins was a good test for the 4Motion AWD system as well as the brakes, and there was minimal fade from the latter after successive laps. There's good response from all driver controls at the limit, and it took a lot to induce any understeer – if anything ,the rear differential does a great job of sending torque to the outside rear wheel the bring the bum around. Volkswagen R's development driver, Benjamin 'Benny' Leuchter, even took us for a couple of hot laps at what felt like 10/10ths, included a lap in both the Special and Drift modes. As you can imagine, it was the latter that really generated the widest eyes and loudest gasps from all three journalists onboard… Mr Leuchter confirmed the Golf R Black Edition lapped the famed Nurburgring Nordschleife in seven minutes and 47 seconds, which is around three seconds off the Civic Type R's pace but quicker than the Mercedes-AMG A45 S. Not bad. Rounding out the on-road assessment, we did find there was a bit of tyre roar finding its way into the cabin from the 235/35 Bridgestone Potenza tyres, but that's not unusual for this type of car. The R's driver assistance suite is also excellent, as you'd expect. Travel Assist remains one of the benchmark semi-autonomous functions, and the standard Area View surround camera means you shouldn't have an excuse for gutter-rashed rims – though the quality of the camera feed could be better. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking, the R features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in lower Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The standard R is bolstered by the Black Edition, which is limited to 300 units in Australia. Volkswagen's local arm says around half of our market's Black Edition allocation is already spoken for. 2025 Volkswagen Golf R equipment highlights: Golf R Black Edition adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R will be available with an optional Warmenau Package for model year 2026 and it's available to order now, while both the MY25 Golf R and Black Edition are both available with a panoramic sunroof. Warmenau Package: $6500 (MY26 R only) Single-item options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R, like the wider Golf range, is covered by a five-year, unlimited-kilometre warranty in Australia To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Put simply, this is an R-mazing little car. Volkswagen has been polishing away at the Golf R formula for over two decades and it shows. Perhaps other than the related Audi S3, no other vehicle at this size or price point offers the same kind of all-round capability and useability. It's feels at home both in the city and on the racetrack, and while it's not necessarily the quickest or fastest hot hatch on sale, it arguably strikes the best balance. The level of adjustability in the chassis and drivetrain allows you to finetune it to just about any driving situation, and of course it's a Golf so the fundamentals are generally excellent anyway. It also is packed with just about everything the latest Golf portfolio has to offer, much of which isn't available in lower grades in Australia. Gripes? The fiddly steering wheel controls can get annoying when driving hard, and $70,000 is a lot of money for a Golf, even one as fast and as capable as this. Indeed it's not all that much cheaper than an Audi S3 with the same running gear. It's also a shame the Golf R Wagon remains off the menu for Australians. The more practical body had a cult, if niche, following Down Under, and offered a point of difference alongside all of its peers at this end of the market. Volkswagen Group subsidiary Cupra will fill the gap somewhat later this year with the Leon Sportstourer, though I imagine many would still prefer a Golf. All told though, the updated Mk8.5 Golf R is a fine compact performance car. It's the Swiss army knife of hot hatches, perhaps even more so these days than the also excellent new Golf GTI. It's as hardcore and racy as ever, without skimping on the creature comforts and daily driveability the nameplate is lauded for. The Black Edition in Grenadilla Black looks pretty mean, though I'd personally be holding out for an MY26 Lapiz Blue example with the optional Warmenau package. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons The Volkswagen Golf R is more than just a fast hatchback; it's a trailblazing legacy that goes back decades. Since the first-generation Golf R32 debuted back in 2002, the R-badged Golf popularised a new class of compact performance car above that of its GTI hot hatch stablemate, challenging properly fast nameplates for straight-line pace. From the singing six-cylinder originals to the thumping turbocharged fours of more recent iterations, the flagship badge in the Golf lineup has become synonymous with being the consummate high-performance hatch, transcending traditional mainstream and premium segments in terms of both performance and all-round useability. The Golf R embodies this as much as ever in its latest Mk8.5 generation, with performance and technology that rivals vehicles from the Audi S, BMW M Performance and Mercedes-AMG stables at a much more attainable price point. It's hardly cheap at $70,000 before on-road costs, and it's now much closer in price to said premium performance alternatives these days, but it's decked out with all of the latest and greatest creature comforts the German auto giant has to offer, too. From later this year you'll also be able to deck out the Golf R with lightweight factory performance options for the first time on the regular variant – including an Akrapovic titanium exhaust, lightweight forged alloy wheels, and genuine carbon-fibre inlays. So is this still the benchmark hardcore hot hatch for performance enthusiasts? We joined the recent Australian media launch in New South Wales to find out… Base pricing for the updated Golf R has only risen by $400 compared to the last of the Mk8 generation, starting from $70,990 before on-road costs. The Black Edition adds another $1500. That's not all that far off the related Audi S3 (from $78,000) these days, and the latest BMW M135 xDrive (from $83,600) is also within reach. Less so is the Mercedes-AMG A35 (from $89,700), but you get the picture. From the mainstream brands, a Toyota GR Corolla (from $67,990) offers similar turbocharged all-wheel drive performance in an arguably less liveable rally-bred package, while the Honda Civic Type R ($74,100 D/A) is currently out of stock and channels similar grunt to only its front wheels – and is noticeably more track-focused. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool We've covered the recent launches of the Mk8.5 Golf and Golf GTI, so there's not much new to report here. Perhaps the biggest difference between them and the R is the fact it doesn't revert to physical multifunction switchgear on the steering wheel – the pesky haptic touch-sensitive buttons remain. They can still be a little fiddly at times, and during more spirited driving stints including on track, I managed to mis-press the heated steering wheel button, as well as the skip track button when cornering. Beyond that it's much the same as the rest of the upgraded Golf range; there are different trims and colours, with distinctive blue highlights scattered throughout the cabin, including on the fine Nappa leather seat upholstery, steering wheel accents or the flutters of blue throughout the in-car displays. The seats themselves are similar to those in the GTI and R-Line, save for the Nappa hide, and the steering wheel is the perforated leather-trimmed sports unit from the GTI with said blue accents and touch controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique R customisation like a racy line-bar tacho with shift lights. Later this year you'll be able to opt for genuine carbon-fibre trim accents as part of the Warmenau package. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID-branded electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as operate the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me, though forward visibility past the chunky sports bucket seats might be a challenge for nausea-prone passengers. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-lined door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's a decent 341 litres of cargo capacity with the rear seats in play, expanding to 1197 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and the space-saver spare of other Golf variants has been swapped out for a tyre mobility kit. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new Golf R gets the same 'EA888' 2.0-litre turbocharged four-cylinder petrol engine, but compared to the old Australian-spec model it now makes 245kW of power (+10kW) and 420Nm of torque (+20Nm). This aligns our latest Golf R with European specifications, after the previous model was down 20Nm on the global version due to a lack of a petrol particulate filter (PPF). The new model picks up the exhaust filtration system like the European model and therefore gets the full-fat tune. It's also worth noting the new R is now compatible with 95 RON premium unleaded, rather than being restricted to 98-octane fuel like the old car. Further, Volkswagen's 0-100km/h acceleration claim of 4.6 seconds is down 0.2 seconds on the previous model, while the standard R Performance Package fitted to the Australian specification means the Golf R is capable of hitting a top speed of 270km/h. Our observed indicated fuel economy of 10.4-10.7L/100km was achieved on day one of the launch with a mix of B-roads and country highways, including spirited stints. On the following day after a 71km transit leg from the Blue Mountains to Sydney Motorsport Park on mostly highway and freeway, we saw a far more impressive 5.8L/100km. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Let's get to the fun part, shall we? Our drive of the new Golf R and Golf R Black Edition started in Orange, NSW, taking us through the high country to the Blue Mountains for an overnight stay, then to SMP in western Sydney the following morning. Day one was very wet and gloomy, which made for a good test of the Golf R's 4Motion AWD traction on the high-speed roads on our lengthy drive route. As you'd expect, the fast little Volksie was nothing short of excellent. Driving through what can only be described as a torrential downpour for much of the day, the Golf R was unflappable in the wet, even on winding country B-roads with mixed road surface quality accompanied by signed speed limits generally in the realm of 80-100km/h. Even in tighter bends there was little to no understeer or scrabbling for traction when pushed – within reasonable limits given the conditions, of course – giving you the confidence to still drive with intent without feeling like you were anywhere near the limit. We had a few hours behind the wheel of the Golf R Black Edition on day one, providing plenty of time to test out the different modes. Personally, I chose to cycle between Special (Nurburgring) and Comfort during the extended route. Special is basically Race with the chassis softened off a touch to suit the lumpy-bumpy Nordschleife, and in reality a lot of Australia's spaghetti-like regional roads suit this exact mode given there's a layer of added compliance needed to iron out some sharper hits and high-frequency imperfections to avoid upsetting the balance of the vehicle. In this mode the drivetrain is also put into S+, which basically dials up everything to 11. It revs right out to the redline in each gear and downshifts early with plenty of aural theatre – helped by the augmented engine sound via the speakers – and if you flick it into the manual M+ mode the Golf R will refuse to shift even if you hit the limiter. The new turbocharger preload system works its magic in this mode, maintaining boost for better response. You basically get no turbo lag, and it almost feels naturally aspirated in the way it responds so quickly and revs out so linearly. Adaptive chassis tech and variable-ratio steering mean you can dial up the feel and firmness when you want it for spirited stints, and then dial it back when you're tootling around the 'burbs or cruising on the highway. As its predecessors have done for generations, the Golf R remains a superb all-rounder. As with the GTI, I found that the steering weight felt a tad artificial and not as communicative as something like a Civic Type R, but it has a nicely fluid and accurate rack that suits the Jekyll and Hyde personalities of the Golf R quite well. I'd just like a bit more of a natural and weighted feel. I didn't find the engine's soundtrack to be overly contrived or artificial like the old Mk7's, and in its most aggressive mode the Golf R has an aggressive, high-pitched and raspy tone that sounds a little like the free-revving Mercedes-AMG 2.0-litre turbo four. You get subtle cracks or 'farts' on upshifts, a nice burbly idle, and a bit of overrun when you lift off the throttle between 3000 and 5000rpm. It certainly sounds purposeful, and is a little more raucous than the Audi S3 which shares the same drivetrain and much of the running gear underneath. At SMP we got to trial Drift mode on the skid pan before taking both the R and Black Edition out for some instructed laps on the long circuit. It's fascinating how much the different modes change the car's vibe. You can genuinely hold slides quite easily with the throttle (in a controlled environment when conditions permit), yet the Golf R also remains a sharp corner-carver on the racetrack. We started in Comfort mode and gradually worked or way up to Race and Special, really getting a good feel for the Golf R's circuit capabilities. The mix of sweeping bends and hairpins was a good test for the 4Motion AWD system as well as the brakes, and there was minimal fade from the latter after successive laps. There's good response from all driver controls at the limit, and it took a lot to induce any understeer – if anything ,the rear differential does a great job of sending torque to the outside rear wheel the bring the bum around. Volkswagen R's development driver, Benjamin 'Benny' Leuchter, even took us for a couple of hot laps at what felt like 10/10ths, included a lap in both the Special and Drift modes. As you can imagine, it was the latter that really generated the widest eyes and loudest gasps from all three journalists onboard… Mr Leuchter confirmed the Golf R Black Edition lapped the famed Nurburgring Nordschleife in seven minutes and 47 seconds, which is around three seconds off the Civic Type R's pace but quicker than the Mercedes-AMG A45 S. Not bad. Rounding out the on-road assessment, we did find there was a bit of tyre roar finding its way into the cabin from the 235/35 Bridgestone Potenza tyres, but that's not unusual for this type of car. The R's driver assistance suite is also excellent, as you'd expect. Travel Assist remains one of the benchmark semi-autonomous functions, and the standard Area View surround camera means you shouldn't have an excuse for gutter-rashed rims – though the quality of the camera feed could be better. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking, the R features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in lower Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The standard R is bolstered by the Black Edition, which is limited to 300 units in Australia. Volkswagen's local arm says around half of our market's Black Edition allocation is already spoken for. 2025 Volkswagen Golf R equipment highlights: Golf R Black Edition adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R will be available with an optional Warmenau Package for model year 2026 and it's available to order now, while both the MY25 Golf R and Black Edition are both available with a panoramic sunroof. Warmenau Package: $6500 (MY26 R only) Single-item options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R, like the wider Golf range, is covered by a five-year, unlimited-kilometre warranty in Australia To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Put simply, this is an R-mazing little car. Volkswagen has been polishing away at the Golf R formula for over two decades and it shows. Perhaps other than the related Audi S3, no other vehicle at this size or price point offers the same kind of all-round capability and useability. It's feels at home both in the city and on the racetrack, and while it's not necessarily the quickest or fastest hot hatch on sale, it arguably strikes the best balance. The level of adjustability in the chassis and drivetrain allows you to finetune it to just about any driving situation, and of course it's a Golf so the fundamentals are generally excellent anyway. It also is packed with just about everything the latest Golf portfolio has to offer, much of which isn't available in lower grades in Australia. Gripes? The fiddly steering wheel controls can get annoying when driving hard, and $70,000 is a lot of money for a Golf, even one as fast and as capable as this. Indeed it's not all that much cheaper than an Audi S3 with the same running gear. It's also a shame the Golf R Wagon remains off the menu for Australians. The more practical body had a cult, if niche, following Down Under, and offered a point of difference alongside all of its peers at this end of the market. Volkswagen Group subsidiary Cupra will fill the gap somewhat later this year with the Leon Sportstourer, though I imagine many would still prefer a Golf. All told though, the updated Mk8.5 Golf R is a fine compact performance car. It's the Swiss army knife of hot hatches, perhaps even more so these days than the also excellent new Golf GTI. It's as hardcore and racy as ever, without skimping on the creature comforts and daily driveability the nameplate is lauded for. The Black Edition in Grenadilla Black looks pretty mean, though I'd personally be holding out for an MY26 Lapiz Blue example with the optional Warmenau package. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from: Golf Pros Volkswagen Golf Cons The Volkswagen Golf R is more than just a fast hatchback; it's a trailblazing legacy that goes back decades. Since the first-generation Golf R32 debuted back in 2002, the R-badged Golf popularised a new class of compact performance car above that of its GTI hot hatch stablemate, challenging properly fast nameplates for straight-line pace. From the singing six-cylinder originals to the thumping turbocharged fours of more recent iterations, the flagship badge in the Golf lineup has become synonymous with being the consummate high-performance hatch, transcending traditional mainstream and premium segments in terms of both performance and all-round useability. The Golf R embodies this as much as ever in its latest Mk8.5 generation, with performance and technology that rivals vehicles from the Audi S, BMW M Performance and Mercedes-AMG stables at a much more attainable price point. It's hardly cheap at $70,000 before on-road costs, and it's now much closer in price to said premium performance alternatives these days, but it's decked out with all of the latest and greatest creature comforts the German auto giant has to offer, too. From later this year you'll also be able to deck out the Golf R with lightweight factory performance options for the first time on the regular variant – including an Akrapovic titanium exhaust, lightweight forged alloy wheels, and genuine carbon-fibre inlays. So is this still the benchmark hardcore hot hatch for performance enthusiasts? We joined the recent Australian media launch in New South Wales to find out… Base pricing for the updated Golf R has only risen by $400 compared to the last of the Mk8 generation, starting from $70,990 before on-road costs. The Black Edition adds another $1500. That's not all that far off the related Audi S3 (from $78,000) these days, and the latest BMW M135 xDrive (from $83,600) is also within reach. Less so is the Mercedes-AMG A35 (from $89,700), but you get the picture. From the mainstream brands, a Toyota GR Corolla (from $67,990) offers similar turbocharged all-wheel drive performance in an arguably less liveable rally-bred package, while the Honda Civic Type R ($74,100 D/A) is currently out of stock and channels similar grunt to only its front wheels – and is noticeably more track-focused. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool We've covered the recent launches of the Mk8.5 Golf and Golf GTI, so there's not much new to report here. Perhaps the biggest difference between them and the R is the fact it doesn't revert to physical multifunction switchgear on the steering wheel – the pesky haptic touch-sensitive buttons remain. They can still be a little fiddly at times, and during more spirited driving stints including on track, I managed to mis-press the heated steering wheel button, as well as the skip track button when cornering. Beyond that it's much the same as the rest of the upgraded Golf range; there are different trims and colours, with distinctive blue highlights scattered throughout the cabin, including on the fine Nappa leather seat upholstery, steering wheel accents or the flutters of blue throughout the in-car displays. The seats themselves are similar to those in the GTI and R-Line, save for the Nappa hide, and the steering wheel is the perforated leather-trimmed sports unit from the GTI with said blue accents and touch controls. Metal mesh-effect trim accents line the dashboard and doors, and you can customise the 10.25-inch Digital Cockpit Pro instrument cluster with some unique R customisation like a racy line-bar tacho with shift lights. Later this year you'll be able to opt for genuine carbon-fibre trim accents as part of the Warmenau package. Centre stage is the new 12.9-inch 'Discover' touchscreen multimedia system, which is larger than the old display while also bringing the latest software interface already seen in the German brand's ID-branded electric models. You score the new IDA voice assistant in addition to the usual navigation, DAB+ digital radio and wireless smartphone mirroring, but the lack of factory connectivity means it isn't quite as intelligent as the internet- and AI-enabled version offered overseas. The wireless Apple CarPlay generally worked without fault when paired with my iPhone 16 Pro Max, though I have experienced the odd dropout when passing under one of Victoria's toll booths in other models with this system. While some of the subbed-in trimmings go a good way to making it feel more upmarket, there haven't been any wholesale changes like in the related Cupra Leon, for example, which will be applying new padded and leather-lined surfaces along the centre console for a more premium ambience. Previous gripes around the touch sliders for temperature and volume have been somewhat addressed with illumination, which helps with useability in low-light situations while also looking more sophisticated, while the hard toolbar at the base of the screen makes it easier to toggle HVAC functions as well as operate the heated front seats. The second row remains one of the most generous in the class, with more than enough room for two adults to sit behind two adults. Head, knee and leg room are all good for the segment, even behind a taller driver like 6'1″ me, though forward visibility past the chunky sports bucket seats might be a challenge for nausea-prone passengers. Niceties include a third zone of climate control with directional vents at the rear of the centre console. Further, the flock-lined door bins continue in the rear to stop bottles rattling around, and there's a fold-down centre armrest with cupholders. You also get the requisite ISOFIX child seat anchor points on the outboard seats, and top-tethers across all three. Additionally, there's a handy ski port – quite European – in case you're needing to stow longer items through from the boot. Speaking of, there's a decent 341 litres of cargo capacity with the rear seats in play, expanding to 1197 litres with them folded. There's an adjustable boot floor to make a load area flat if needed, and the space-saver spare of other Golf variants has been swapped out for a tyre mobility kit. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The new Golf R gets the same 'EA888' 2.0-litre turbocharged four-cylinder petrol engine, but compared to the old Australian-spec model it now makes 245kW of power (+10kW) and 420Nm of torque (+20Nm). This aligns our latest Golf R with European specifications, after the previous model was down 20Nm on the global version due to a lack of a petrol particulate filter (PPF). The new model picks up the exhaust filtration system like the European model and therefore gets the full-fat tune. It's also worth noting the new R is now compatible with 95 RON premium unleaded, rather than being restricted to 98-octane fuel like the old car. Further, Volkswagen's 0-100km/h acceleration claim of 4.6 seconds is down 0.2 seconds on the previous model, while the standard R Performance Package fitted to the Australian specification means the Golf R is capable of hitting a top speed of 270km/h. Our observed indicated fuel economy of 10.4-10.7L/100km was achieved on day one of the launch with a mix of B-roads and country highways, including spirited stints. On the following day after a 71km transit leg from the Blue Mountains to Sydney Motorsport Park on mostly highway and freeway, we saw a far more impressive 5.8L/100km. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Let's get to the fun part, shall we? Our drive of the new Golf R and Golf R Black Edition started in Orange, NSW, taking us through the high country to the Blue Mountains for an overnight stay, then to SMP in western Sydney the following morning. Day one was very wet and gloomy, which made for a good test of the Golf R's 4Motion AWD traction on the high-speed roads on our lengthy drive route. As you'd expect, the fast little Volksie was nothing short of excellent. Driving through what can only be described as a torrential downpour for much of the day, the Golf R was unflappable in the wet, even on winding country B-roads with mixed road surface quality accompanied by signed speed limits generally in the realm of 80-100km/h. Even in tighter bends there was little to no understeer or scrabbling for traction when pushed – within reasonable limits given the conditions, of course – giving you the confidence to still drive with intent without feeling like you were anywhere near the limit. We had a few hours behind the wheel of the Golf R Black Edition on day one, providing plenty of time to test out the different modes. Personally, I chose to cycle between Special (Nurburgring) and Comfort during the extended route. Special is basically Race with the chassis softened off a touch to suit the lumpy-bumpy Nordschleife, and in reality a lot of Australia's spaghetti-like regional roads suit this exact mode given there's a layer of added compliance needed to iron out some sharper hits and high-frequency imperfections to avoid upsetting the balance of the vehicle. In this mode the drivetrain is also put into S+, which basically dials up everything to 11. It revs right out to the redline in each gear and downshifts early with plenty of aural theatre – helped by the augmented engine sound via the speakers – and if you flick it into the manual M+ mode the Golf R will refuse to shift even if you hit the limiter. The new turbocharger preload system works its magic in this mode, maintaining boost for better response. You basically get no turbo lag, and it almost feels naturally aspirated in the way it responds so quickly and revs out so linearly. Adaptive chassis tech and variable-ratio steering mean you can dial up the feel and firmness when you want it for spirited stints, and then dial it back when you're tootling around the 'burbs or cruising on the highway. As its predecessors have done for generations, the Golf R remains a superb all-rounder. As with the GTI, I found that the steering weight felt a tad artificial and not as communicative as something like a Civic Type R, but it has a nicely fluid and accurate rack that suits the Jekyll and Hyde personalities of the Golf R quite well. I'd just like a bit more of a natural and weighted feel. I didn't find the engine's soundtrack to be overly contrived or artificial like the old Mk7's, and in its most aggressive mode the Golf R has an aggressive, high-pitched and raspy tone that sounds a little like the free-revving Mercedes-AMG 2.0-litre turbo four. You get subtle cracks or 'farts' on upshifts, a nice burbly idle, and a bit of overrun when you lift off the throttle between 3000 and 5000rpm. It certainly sounds purposeful, and is a little more raucous than the Audi S3 which shares the same drivetrain and much of the running gear underneath. At SMP we got to trial Drift mode on the skid pan before taking both the R and Black Edition out for some instructed laps on the long circuit. It's fascinating how much the different modes change the car's vibe. You can genuinely hold slides quite easily with the throttle (in a controlled environment when conditions permit), yet the Golf R also remains a sharp corner-carver on the racetrack. We started in Comfort mode and gradually worked or way up to Race and Special, really getting a good feel for the Golf R's circuit capabilities. The mix of sweeping bends and hairpins was a good test for the 4Motion AWD system as well as the brakes, and there was minimal fade from the latter after successive laps. There's good response from all driver controls at the limit, and it took a lot to induce any understeer – if anything ,the rear differential does a great job of sending torque to the outside rear wheel the bring the bum around. Volkswagen R's development driver, Benjamin 'Benny' Leuchter, even took us for a couple of hot laps at what felt like 10/10ths, included a lap in both the Special and Drift modes. As you can imagine, it was the latter that really generated the widest eyes and loudest gasps from all three journalists onboard… Mr Leuchter confirmed the Golf R Black Edition lapped the famed Nurburgring Nordschleife in seven minutes and 47 seconds, which is around three seconds off the Civic Type R's pace but quicker than the Mercedes-AMG A45 S. Not bad. Rounding out the on-road assessment, we did find there was a bit of tyre roar finding its way into the cabin from the 235/35 Bridgestone Potenza tyres, but that's not unusual for this type of car. The R's driver assistance suite is also excellent, as you'd expect. Travel Assist remains one of the benchmark semi-autonomous functions, and the standard Area View surround camera means you shouldn't have an excuse for gutter-rashed rims – though the quality of the camera feed could be better. Also standard are helpful features like blind-spot monitoring and rear cross-traffic assist, which supplement the Golf's already very good outward visibility. The former also brakes to avoid collisions in reverse. Speaking of parking, the R features Park Assist Plus, which adds automated assistance for the accelerator, brake and gear selection over the standard Park Assist in lower Golfs, which only controls steering to help guide you into both parallel and perpendicular parking bays. To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The standard R is bolstered by the Black Edition, which is limited to 300 units in Australia. Volkswagen's local arm says around half of our market's Black Edition allocation is already spoken for. 2025 Volkswagen Golf R equipment highlights: Golf R Black Edition adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R will be available with an optional Warmenau Package for model year 2026 and it's available to order now, while both the MY25 Golf R and Black Edition are both available with a panoramic sunroof. Warmenau Package: $6500 (MY26 R only) Single-item options: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Volkswagen Golf has a five-star ANCAP safety rating based on 2019 Euro NCAP testing. Standard safety equipment includes: Golf GTI adds: Golf R adds: To see how the Volkswagen Golf lines up against the competition, check out our comparison tool The Golf R, like the wider Golf range, is covered by a five-year, unlimited-kilometre warranty in Australia To see how the Volkswagen Golf lines up against the competition, check out our comparison tool Put simply, this is an R-mazing little car. Volkswagen has been polishing away at the Golf R formula for over two decades and it shows. Perhaps other than the related Audi S3, no other vehicle at this size or price point offers the same kind of all-round capability and useability. It's feels at home both in the city and on the racetrack, and while it's not necessarily the quickest or fastest hot hatch on sale, it arguably strikes the best balance. The level of adjustability in the chassis and drivetrain allows you to finetune it to just about any driving situation, and of course it's a Golf so the fundamentals are generally excellent anyway. It also is packed with just about everything the latest Golf portfolio has to offer, much of which isn't available in lower grades in Australia. Gripes? The fiddly steering wheel controls can get annoying when driving hard, and $70,000 is a lot of money for a Golf, even one as fast and as capable as this. Indeed it's not all that much cheaper than an Audi S3 with the same running gear. It's also a shame the Golf R Wagon remains off the menu for Australians. The more practical body had a cult, if niche, following Down Under, and offered a point of difference alongside all of its peers at this end of the market. Volkswagen Group subsidiary Cupra will fill the gap somewhat later this year with the Leon Sportstourer, though I imagine many would still prefer a Golf. All told though, the updated Mk8.5 Golf R is a fine compact performance car. It's the Swiss army knife of hot hatches, perhaps even more so these days than the also excellent new Golf GTI. It's as hardcore and racy as ever, without skimping on the creature comforts and daily driveability the nameplate is lauded for. The Black Edition in Grenadilla Black looks pretty mean, though I'd personally be holding out for an MY26 Lapiz Blue example with the optional Warmenau package. Interested in buying a Volkswagen Golf? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Volkswagen Golf Content originally sourced from:
The Advertiser
6 hours ago
- Automotive
- The Advertiser
2026 Bentley Bentayga Speed revealed as British brand's fastest SUV yet
It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to "permit exhilarating drift angles". Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads. Content originally sourced from: It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to "permit exhilarating drift angles". Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads. Content originally sourced from: It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to "permit exhilarating drift angles". Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads. Content originally sourced from: It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to "permit exhilarating drift angles". Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads. Content originally sourced from:
West Australian
7 hours ago
- Automotive
- West Australian
2026 Bentley Bentayga Speed revealed as British brand's fastest SUV yet
It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now . Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911 ). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante , Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to 'permit exhilarating drift angles'. Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads.
Perth Now
7 hours ago
- Automotive
- Perth Now
2026 Bentley Bentayga Speed revealed as British brand's fastest SUV yet
It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. Supplied Credit: CarExpert To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to 'permit exhilarating drift angles'. Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Supplied Credit: CarExpert Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains. The Mulliner Hybrid tops Bentley Australia's current Bentayga range at $646,800 plus on-roads.
7NEWS
7 hours ago
- Automotive
- 7NEWS
2026 Bentley Bentayga Speed revealed as British brand's fastest SUV yet
It seems the axing of Bentley's legendary twin-turbocharged 6.0-litre W12 last year wasn't all bad news, since the V8 that replaces it in the upgraded 2026 Bentley Bentayga Speed makes the British brand's flagship SUV even quicker, faster, lighter and more agile than before. Revealed overnight ahead of first Australian customer deliveries in the third quarter (July to September) of 2026, the refreshed Bentayga Speed is powered by a twin-turbo 4.0-litre V8 that produces 478kW of power and 850Nm of torque (over 2250-4500rpm). That's up 11kW but down 50Nm on the 12-cylinder model it replaces, yet because the V8 reduces kerb weight by 42kg to a still-hefty 2466kg, the latest Bentayga Speed is claimed to hit 60mph (97km/h) from standstill half a second sooner, in 3.4 seconds. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Given that 0-60mph time equates to a 0-100km/h time of about 3.5 seconds, it means the flagship version of Bentley's only SUV is now as quick as the Mercedes-AMG GLC 63 S E-Performance plug-in hybrid (PHEV) SUV and the Kia EV6 GT electric 'SUV' (and now much quicker than a base Porsche 911). However, it's still slower than a host of other high-performance SUVs, including the Lamborghini Urus Performante, Ferrari Purosangue and Aston Martin DBX707 (all of which claim a 3.3-second 0-100km/h time), and electric SUVs including the Lotus Eletre R (2.9s), Porsche Macan Electric Turbo (3.3s) and Hyundai Ioniq 5 N (3.4s) Bentley says the newest Bentayga Speed is also faster than ever, with its top speed of 310km/h – almost 5km/h more than before – matching the DBX707 and bettering the Purosangue, but falling just short of the Urus SE Hybrid. To show off its extra pace, the V8-powered Speed scores a sports exhaust system as standard, but an optional Akrapovic titanium unit with quad outlets should make up for its four fewer cylinders when it comes to the exhaust note. There are also revised drive modes including a Sport mode that increases damping stiffness by 15 per cent and increases the stability control system threshold to 'permit exhilarating drift angles'. Combined with less weight over its nose, rear-wheel steering increases both high-speed stability and low-speed manoeuvrability, leading Bentley to claim the Speed is its most agile SUV ever. Cosmetically, the top-shelf Bentayga wears Speed badges on the outside and rides on unique 22-inch wheels, with the option of 23-inch rims wrapped around carbon-ceramic brake rotors. Completing the Speed package inside is a revised digital instrument cluster layout, Speed badging on the seats, scuff plates and the passenger side of the dashboard, and special quilted Precision Diamon trim highlights. Australian pricing is yet to be confirmed, but the existing Bentayga Speed is priced at $531,500 before on-road costs, positioning it well above the entry-level 404kW/770Nm Bentayga V8 and the 340kW/700Nm V6 Hybrid (both priced from $395,800), as well as S and Azure variants with the same powertrains.
