Latest news with #hothatch
Forbes
14 hours ago
- Automotive
- Forbes
Farewell Honda Civic Type R: Hot Hatch Pulled From Europe
Honda Civic Type R Ultimate Edition After 28 years and six generations, the Honda Civic Type R is being pulled from the U.K. and European markets. However, to commemorate its long production run, Honda is building a limited-edition car. Honda said it will remove the Civic Type R in 2026. "The industry is changing, and our model range is having to evolve with it in accordance with European legislation. However, Type R has always been Honda's ultimate expression of our passion for driving excitement, and we look forward to celebrating its heritage in the weeks and months ahead.' Sadly, the Honda Civic Type R does not comply with the stricter upcoming emissions standards set by the European Union and the U.K. The aforementioned special edition car, monikered the Ultimate Edition, will celebrate the Civic Type R's legacy as it bows out in Europe. Only 40 cars will be produced (10 destined for the U.K.), each featuring signature Champion White paintwork with contrasting red stripes, a nod to the model's traditional interior color. Honda Civic Type R There's no mention of extra performance, but the sixth generation car it's based on develops 324 bhp and 310 lb-ft, meaning 0-to-62 mph in 5.4 seconds and 171 mph flat out. The Honda Civic Type R also holds the crown for being the fastest front-wheel-drive car around Suzuka Circuit, Japan, with a time of 2`23". The Honda Civic Type-R joins other axed front-wheel-drive hot hatches like the Ford Focus ST and Hyundai i30N. This leaves the Volkswagen Golf and Polo GTI, Mini Cooper S, and its spicier JCW sibling. Fortunately, the four-wheel drive hot hatch market is fronted by the Volkswagen Golf R, Mercedes-Benz AMG A45 S, and Toyota GR Yaris, and more manufacturers are releasing electrified alternatives. Honda Civic Type R EK9 Honda never sold the first-gen (EK9) Civic Type R in the U.K. However, Honda introduced its second-gen EP3 into the market as an indirect Integra Type R replacement. And, by God, it caused a storm. The Honda Civic Type R's 2.0-liter four-cylinder screamed to 8,000 rpm and developed 197 bhp at 7,400 rpm. This, combined with a stunning chassis and modest pricing, made it an immediate hit. They are a rarer sight on British roads today, but many fine examples still exist. The spaceship-like FN2 arrived in 2007, powered by the same engine. However, Japan received a more powerful and lighter variant; the U.K. car was 153kg heavier than the previous model. In 2015, the FK2 arrived with a turbocharged powerplant aimed at higher-powered machines; this was the first Type R to nudge nearly 170 mph. Finally, the fifth (FK8) and sixth (FL5) generation cars arrived in 2017 and 2023. Honda Civic Type R Ultimate Edition Many argue that the FK8 was the finest front-wheel-drive hot hatch of its time; some even said it was the best front-wheel-drive performance car full stop. Still, its styling unfavored against older models. Finally, the FL5. This is a sublime machine that you can take the kids to school in before hitting some backroads. The chassis was beautifully balanced, the brakes had bite, and the tires had more grip. We will be sad to see it go, but perhaps it is for the best. Cars are girthier now, which means more weight, and with stringent regulations, this could also result in less power. Type R's have allowed the driver to become part of the machine, and removing that engagement would break our hearts even more. Farewell, Honda Civic Type R.
The Independent
2 days ago
- Automotive
- The Independent
Mini John Cooper Works Electric review: Worth the premium?
The John Cooper name and his famous signature has adorned Minis for over six decades, but this is the first time that we've seen a properly fettled electric Mini John Cooper Works model. As with the rest of the new Mini Cooper range, there are petrol and electric versions, but it's the EV we're focusing on in a world where electric hot hatchbacks seem to be taking off. An electric Peugeot 208 GTi is coming soon and the Hyundai Ioniq 5 N has received huge acclaim, while Tesla Performance models do what the name suggests – they go very quickly indeed. Mini hasn't focused entirely on performance with the John Cooper Works Electric. A 0-62mph time of 5.9 seconds is fast by old-school hot hatch measures, but nothing special when it comes to EVs. In fact, the standard Mini Cooper Electric SE will do the same sprint in 6.7 seconds. And therein lies the problem that John Cooper Works is facing – it just doesn't offer that much more for the extra £5,550 (minimum) outlay. There are a few fun bits, like the boost button on the steering wheel that ups the power to an impressive 255bhp, but the sense of performance for the JCW Electric over a Cooper SE just isn't enough. Tweaks to the suspension have made the car even more grippy, but have also made the ride rock hard. And while the optimised aerodynamics look great, you have the alternative option of adding the John Cooper Works pack to the Cooper SE for a Mini that's not quite as aggressive looking but still very much looks the part. If the job of the John Cooper Works Electric is to remind you how good the standard Minis are, then job done. You can swerve the JCW Electric and still be smiling loads in any other Mini. How we tested We spent a few hours enjoying the Mini John Cooper Works Electric around Cotswold lanes, testing the performance and handling, but also how easy it would be to live with. All our reviews include real-world assessments looking at everything from the tech to the space and practicality. Mini John Cooper Works Electric: £35,455, Independent rating: 6/10 Mini John Cooper Works Electric specs Price range: £35,455 Battery size: 54.2kWh Maximum claimed range: 251 miles Miles per kWh: 4.4 Maximum charging rate: 95kW Battery, range, charging, performance and drive Mini has stuck with the 52kWh battery for the John Cooper Works Electric, which means a maximum claimed range of 250 miles – amazingly three miles more than a Cooper SE with the same battery, but less power. Fast charging is at the same speed as the Cooper SE at an unremarkable 95kW, meaning a 10 to 80 per cent charge would take around half an hour. You'll need to flick the boost button on the steering wheel to get the fastest 0-62mph time, which at 5.9 seconds is far from remarkable these days. With grippy tyres on standard 18in wheels and beefed-up suspension, the traditional go-kart feeling is ever-present, more so than on the Cooper SE. That's a blessing and a curse, upping the fun factor but dragging down ride quality. Put simply, it's too firm to be comfortable. There's no extra excitement from the noise the John Cooper Works Electric makes either. The standard synthesised noises – there are 39 so-called 'earscapes' in the car – are the same as before. They're great fun, especially in go-kart mode, which is entered via a rocker switch on the dash and a 'woo-hoo' sound effect. But there are no extra whooshes, pops or bangs to be heard in the JCW over the standard Coopers. The styling is beefed-up, though, with new spoilers at the front, sides and rear, with plenty of gloss black and John Cooper Works logos, plus splashes of red dotted around including on the brake callipers. Interior, practicality and boot space The cabin has had a John Cooper Works makeover, too, with the black and red theme going across the knitted surface on the dashboard and on the synthetic leather seats. At night you'll notice the ambient lighting on the headlining, too. Otherwise, it's standard Mini fare, which means excellent BMW build quality and more space than you might imagine. The Cooper is strictly three-doors these days, the five-door Aceman is there with the same batteries and motors for a very similar driving experience. It also gets a new John Cooper Works Aceman model. Access to the rear seats is okay through the long front doors, and the small 210 litre boot falls into the 'just big enough to be useful' category. Mini has thought hard about little practicalities. There's a long tray with useful dividers that sits between the front seats, plus usefully large door bins in the front doors. Technology, stereo and infotainment The star of the latest Mini range's tech is the 9.45in circular OLED screen that sits – as it always has in a Mini – in the centre of the dash. It's a lovely screen that's as responsive as it is crisp, and the interface is usable with 'hey Mini' voice control, too. Beneath the screen are rockers and buttons to control starting the car, selecting one of seven driver modes (Vivid, Core, Green, Timeless, Balance, Go Kart and Personal) and for gear selection. Everything else is on the touchscreen, although there are also steering-wheel mounted controls and a programmable fast button. There are a couple of pricey option packs, although they do pile on the kit nicely, that you'll have to plunder to get some of the best tech. That includes the head-up display and the digital key, which converts your smartphone into a car key. Standard are wireless Apple CarPlay and Android Auto – although they only display in a square in the screen, not across the whole circle – and there's wireless phone charging, too. A Harman Kardon audio system provides decent sounds, while clever and usable self-parking sits alongside a host of other driver assistance features. Prices and running costs The good news is that the Mini John Cooper Works Electric is efficient to keep running with a decent claim of 4.4 miles per kWh. The bad news is that unless you really want the most focused electric Mini to drive, we wouldn't pay the £5,550 extra over the already fun-to-drive Cooper SE. As with any Mini, the list price is only the starting price – in this case £35,455. Add in some of the options packs, stripes and different trims and you'll soon end up at the £40,000 mark. The Mini's quality and fun make it worth considering, but we'd stick with a lesser Mini that's just as much fun and save a bit of cash. Mini John Cooper Works Electric rivals FAQs What should I consider before buying one? Consider if the modest performance gain and firmer ride over the standard Mini Cooper SE justify the significant extra cost, and be mindful that the most desirable tech comes in pricey option packs. How long does it take to charge? Fast charging matches the Cooper SE's 95kW, taking about half an hour to go from 10 per cent to 80 per cent. How much does it cost - is it worth it? The starting price for a Mini is £35,455. Including options packs, stripes, and different trims can increase the cost to approximately £40,000. There's a standard three-year warranty, plus eight years' cover for the battery Why trust us Our team of motoring experts have decades of experience driving, reviewing and reporting on the latest EV cars, and our verdicts are reached with every kind of driver in mind. We thoroughly test drive every car we recommend, so you can be sure our verdicts are honest, unbiased and authentic. The verdict: Mini John Cooper Works Electric The biggest problem with the John Cooper Works Electric is that every other Mini is just as fun to drive. The extra cash the JCW Electric costs gets you a bit more performance and a bit more focus, but the performance and driving benefits just aren't enough, while the ride is even stiffer than before. I'd stick with a standard electric Cooper SE with a few JCW extras added on.
Car and Driver
2 days ago
- Automotive
- Car and Driver
2026 Volkswagen Golf GTI Review, Pricing, and Specs
Overview The Volkswagen Golf GTI offers a rare combination of performance and refinement for a relatively affordable price. This hot hatchback has been a staple of its segment for nearly a half-century, and time has only bolstered its position as the ultimate amalgam of driver enjoyment and boxy practicality. Motivation is delivered to the front wheels by a 241-hp turbocharged 2.0-liter inline-four that provides plenty of verve. While a manual gearbox is no longer offered, the GTI is still a hoot to drive with its quick-shifting seven-speed-dual-clutch automatic. The combination of twisty-road proficiency and spacious seating for five in a practical hatchback body is a formula that the GTI helped invent and continues to execute brilliantly. What's New for 2026? A refresh last year granted the GTI new headlights, taillights, and improved interior tech features, including a larger touchscreen, an improved voice assistant, and less-infuriating steering-wheel buttons. With that update still fresh, the GTI carries into 2026 unchanged. Pricing and Which One to Buy The price of the 2026 Volkswagen Golf GTI is expected to start around $34,000 and go up to $43,000 depending on the trim and options. S $34,000 (est) SE $39,000 (est) Autobahn $43,000 (est) 0 $10k $20k $30k $40k $50k $60k $70k Even the base GTI S benefits from a large 10.9-inch infotainment screen, an updated operating system, and navigation as standard equipment, which makes a case for going econo. True, the Autobahn features adaptive damping and some additional performance and luxury features, but the S successfully channels the classic GTI spirit in its purest form. Engine, Transmission, and Performance The Volkswagen Golf GTI uses a turbocharged 2.0-liter inline-four, which makes the same 241 horsepower as before. The only transmission choice is a seven-speed dual-clutch automatic, which delivers quick shifts but is ultimately a bit less engaging than the discontinued six-speed manual transmission. Fortunately, even the automatic GTI is a fun car to drive, thanks to a firm brake pedal and an eagerness to change direction that makes it a blast to drive on a curvy road. During our test drive of a 2025 model, we found the GTI to provide the same entertaining dynamics as it always has, although its steering could provide more feedback for harder-core track driving. 0–60-MPH Times The previous GTI with a dual-clutch automatic got to 60 mph in 5.7 seconds in our testing, and we expect a similar result for the new model. We'll update this section with test results as soon as we get a chance to test it. View Exterior Photos ANDREW TRAHAN PHOTOGRAPHY LLC | Car and Driver Fuel Economy and Real-World MPG The EPA hasn't released fuel economy information for the 2026 Golf GTI yet, but without any significant changes, the newest model should deliver similar fuel economy as last year's model. The 2025 Golf GTI was rated to deliver 24 mpg city, 32 mpg highway, and 27 mpg combined. We haven't tested the automatic version yet on our 75-mph highway fuel-economy route, but the Golf GTI S with the six-speed manual previously returned 37 mpg in that test. We'll update this section with results when we get our hands on the updated 2026 model. For more information about the Golf GTI's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The GTI's cabin is modern and surprisingly airy for a car with such a minuscule footprint. While the interior materials are improved over previous versions, some touchpoints feel less premium than they probably should. We were previously annoyed by the unintuitive infotainment touchscreen and fussy touch controls, but both have been improved following the GTI's refresh last year. The steering wheel features real buttons rather than touch-sensitive sliders, and the infotainment system is snappy and responsive. As has been the case for years, the GTI has spacious front and rear seats, plus a surprisingly generous cargo area enabled by the GTI's boxy hatchback shape. View Interior Photos Volkswagen Infotainment and Connectivity The Golf GTI features a large infotainment screen that measures 12.9 inches and runs on Volkswagen's newest MIB4 software. A voice assistant can be used to give commands to the system. Apple CarPlay and Android Auto come standard, and the front-seat area features a wireless charging pad and four USB-C ports. Safety and Driver-Assistance Features The GTI comes with a host of standard driver-assistance technology as well as optional upgrades. Notably, VW's system is available on all trims and, in addition to traditional features such as automatic emergency braking and lane-keeping assist, includes Emergency Assist, which brings the vehicle to a stop and turns on the hazards in the absence of driver input. For more information about the Golf GTI's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking with pedestrian detection Standard lane-departure warning and lane-keeping assist Standard adaptive cruise control Warranty and Maintenance Coverage VW includes an above-average limited warranty, but its powertrain protection trails behind most competitors. The company does sweeten the deal with complimentary scheduled maintenance that is similar to what Toyota offers. Limited warranty covers four years or 50,000 miles Powertrain warranty covers four years or 50,000 miles Complimentary maintenance is covered for two years or 20,000 miles Specifications Specifications 2025 Volkswagen Golf GTI Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door hatchback PRICE Base: S, $33,670; SE, $38,645; Autobahn, $42,105 ENGINE turbocharged and intercooled DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection Displacement: 121 in3, 1984 cm3 Power: 241 hp @ 6500 rpm Torque: 273 lb-ft @ 1600 rpm TRANSMISSION 7-speed dual-clutch automatic DIMENSIONS Wheelbase: 103.6 in Length: 168.9 in Width: 70.4 in Height: 57.7 in Passenger Volume, F/R: 51/41 ft3 Cargo Volume, Behind F/R: 35/20 ft3 Curb Weight (C/D est): 3250 lb PERFORMANCE (C/D EST) 60 mph: 5.5 sec 100 mph: 13.3 sec 1/4-Mile: 14.0 sec Top Speed: 130 mph EPA FUEL ECONOMY Combined/City/Highway: 27/24/32 mpg More Features and Specs
Motor 1
3 days ago
- Automotive
- Motor 1
The Secret to the Toyota GR Corolla's Success? Cooling
For years, Americans salivated over the GR Yaris. We watched lustfully as Toyota's feisty three-door drifted its way into the hearts of our European brethren, teasing us from afar with its punchy turbocharged engine and angry-yet-adorable looks. Forbidden fruit to the highest degree. Unfortunately, we'd never see the Yaris Stateside. Toyota said it simply wasn't the right car for the job. But in 2023, the company debuted the GR Corolla hatchback, a mechanically identical counterpart to the GR Yaris—only bigger. And with that, the Yaris was all but in our rearview. Fast forward two years, and the GR Corolla is a certified hit. It's one of the last great hot hatchbacks in the US, and by all accounts, nearly as feisty as its Yaris cousin. Take that, Europe. This year, Toyota reaffirmed its commitment to the GR Corolla by broadening its appeal with an automatic transmission. But before you boo and hiss —this is no off-the-shelf auto. Photo by: Toyota GR Corolla Chief Engineer Naoyuki Sakamoto has been with the project from the beginning. Standing trackside at Eagles Canyon Raceway in Texas, he tells me exactly what makes this transmission so special—and how they managed to fit it in the GR Corolla. "That automatic transmission was developed through motorsport activities," says Sakamoto. "We took that transmission to the GR Yaris in Japan, we joined the Japanese rally championship series… Then, we identified any problems in motorsport racing conditions. After that, we decided to apply that automatic transmission to the GR Yaris." The eight-speed, Direct Automatic Transmission went from the rally stage to the GR Yaris, and eventually to the GR Corolla. The gearbox is tuned specifically for high-performance driving and, in the case of the Corolla, engineered to handle more torque. The GR 'Rolla now makes 295 pound-feet this year as opposed to 273 from last year. Photo by: Toyota 'The automatic transmission was developed through motorsport activities.' It isn't just a copy-and-paste job, either. While the case itself is identical to the Yaris's, virtually everything else about the transmission is unique. The Corolla has shorter gear ratios, new friction materials for the clutches, and a new valve body for faster inputs. Hell, it even has dedicated programming for the automatic mode. Sakamoto goes more in-depth on the new transmission in a previous interview with Motor1 . With an additional 28 horsepower over its European cousin, and now more torque than last year, giving the Corolla an automatic wasn't as simple as bolting in the new transmission and calling it a day. Toyota engineers needed to make a few key changes to the GR 'Rolla for 2025; one of the biggest areas of focus being cooling. Photo by: Toyota Photo by: Toyota "We needed extra cooling for the automatic transmission," Sakamoto tells me, pointing to either side of the vehicle's grille. "We added an additional radiator… The automatic transmission has air cooling and water cooling. The engine water gets [hot]... so we needed additional radiator cooling." "The original GR Yaris made 272 horsepower," he continues, "the GR Corolla gets up to 300 horsepower. So, to increase that [number], we increased the engine parts and put in an additional cooling system." Photo by: Toyota 'We needed extra cooling for the automatic transmission.' Toyota doesn't have any specific measurements on how much larger the 2025 GR Corolla's grille is compared to 2024—but it's obvious just by looking at it. The former fog lights are gone (much to the chagrin of some enthusiasts), and now two larger vents feed fresh air into the engine bay—particularly, the new radiator. When I ask Sakamoto how much more power this engine and transmission could theoretically handle, he laughs: "Difficult question." "We tried to increase engine power with the TCR Corolla [race car], then we broke [it]," Sakamoto says. "We know the limit, we know how to increase the engine power. But still we are studying. We are always trying to push the limit…" "Hopefully, we can come to a measure to increase power," he says, "and eventually, with that planning, it can come to the production Corolla and GR Yaris." Photo by: Toyota The good news is that if you're allergic to automatic transmissions, the six-speed manual still exists. And it's still superb. But if you're going to put an automatic in one of your most beloved performance cars, you better do it right. Toyota, thankfully, nailed this one. Here's What We Think The 2025 Toyota GR Corolla Automatic Is Real, Real Good: First Drive Review The 2025 Toyota GR Corolla Is Still the AWD Hot Hatch King Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
The Drive
07-05-2025
- Automotive
- The Drive
2025 Volkswagen Golf R First Drive Review: You Have to Really Want It
In recent years, the Volkswagen Golf R has become somewhat of an odd proposition. It's deservedly renowned for its versatility—a comfortable super tourer among hot hatches one minute, and an apex hunter with unrelenting, all-wheel grip the next. But at around $15,000 more than the cheapest GTI, the high price exposes some flaws. It also draws dangerously close to another beloved performance compact within the Volkswagen family, the Audi S3. Seriously, a base S3 is only about $1,500 more than a base Golf R. Look, I love hatchbacks too, but if I were in the market for one of these, I'd look very seriously at just getting an S3 instead. Of course, the R faces competition from the other end of the spectrum, too; you can buy a maxed-out GTI Autobahn for $6,000 less and, if you never see a track, I think you'll have about as much fun. All this leaves the Golf R feeling like a bit of a niche delicacy, and updates for 2025 haven't really changed that. Adam Ismail The Mk 8 Golf R gets a mid-life refresh this year, just like its little sibling. Its 2.0-liter, turbocharged inline-four now makes 328 horsepower, 13 more than it used to, while torque remains at 295 lb-ft. (That's all level with the latest S3, by the way.) The R needs that extra power because its sophisticated all-wheel-drive system and rear-axle torque splitter add nearly 300 pounds to its curb weight over a GTI. All told, it tips the scale at 3,450 pounds. Outside, the Golf R gets a new front fascia with LED headlights that swivel; 'R' badging on the doors; and standard forged 19-inch wheels that look sublime. Inside, the old 10-inch infotainment touchscreen has been replaced with one that measures 12.9 inches from corner to corner, and the capacitive sliders for volume and dual-zone temperature below the screen are now backlit—hallelujah. What you notably won't find in the new Golf R are real buttons on the steering wheel, like the new GTI has. Touch-capacitive keys are still here, apparently because it would've been too complicated and expensive to build a physical 'R' drive-mode button into the same wheel that most other VW products use. That's not encouraging, nor is the elimination of the six-speed manual transmission option going forward. All new Golf Rs come with a seven-speed DSG automatic. Adam Ismail The Mk 8 Golf R and GTI have a way of blending into normal traffic. It's always a nice surprise if you happen to notice one, but these hatchbacks are just kind of big and undramatic from the outside, and this refresh does little to change that. The R looks clean and composed, but it doesn't stir the soul. At least its wing is a touch larger than the GTI's, and that does lend a more purposeful vibe. Screen aside, the interior hasn't changed significantly. However, Volkswagen has introduced a Euro Style Package, with new diamond-patterned ArtVelours seats that were previously only offered with the Clubsport model overseas. These thrones look great, but the Euro kit deletes most of their power adjustability and ventilation, as well as the standard sunroof, for a total weight savings of 80 pounds and a lower center of gravity. This package also includes an Akrapovič titanium exhaust that doesn't impact performance at all, but does enhance engine noise. Unfortunately, even though this trim takes away about as much as it gives, it still costs an additional $3,795. Adam Ismail At the end of the day, the Golf R's interior was its most glaring weakness, and VW hasn't made meaningful investments to fix it. You're still surrounded by capacitive buttons everywhere, from the steering wheel to the dash. It's nice that the new touchscreen UI seems a little more responsive and intelligently laid out, but that only goes so far. And yes, the Mk 8 Golf has been dinged for its cheap materials many times before, in reviews like this. I honestly don't mind them in the GTI, but here, we're talking about a $50,000 vehicle. At a certain point, the budget plastics and expanses of fingerprint- and scratch-magnet piano black begin to frustrate. Aside from the aforementioned 13-hp bump, nothing much mechanical has really changed through the Golf R's latest evolution. That torque splitter on the rear axle is still a little marvel, able to send up to 50% of the car's total power to either side's wheel. Turbo lag is kept to a minimum, and with peak thrust rolling in at 2,000 rpm, you don't have to work much to hold pace. The immediacy of the Golf R's performance is matched by a distinct smoothness and slight numbness to the steering that takes you by surprise. It's why, much as I love a stick, the quick-shifting DSG always felt to me like the right partner for this car. For better or worse, the Golf R is one of those vehicles that prefers to do a lot of the work itself. It insists that it knows best, and it has the grip and acceleration to back it up. Still, don't assume this car doesn't have the capacity to thrill. If you really want to get your money's worth out of the Golf R, you take it to the track. Ideally, you're someone like famed driver Tanner Foust, who just so happened to be on call for hot laps here at Summit Point Raceway's Jefferson Circuit. With Tanner at the wheel and me riding shotgun, I could be sure every ounce of the Golf R's performance capability was being harnessed. He gunned the throttle exiting one of Jefferson's especially tricky corners—a long left-hander with an inconsistent radius, and an apex at the tippy top of a hill. In a GTI, we probably would've scrubbed wide, but the fancy rear diff overloaded that right rear tire with all the torque to keep it on the intended line. For this run, Tanner actually selected the Nürburgring drive mode, which intentionally keeps the suspension relatively soft to better withstand bumps and dips and maintain contact with the road. No, I don't think you need to be Tanner Foust to buy a Golf R. At the same time, it's worth considering what you plan to do with all that performance. The way I see it, if it's merely fun you want, the GTI has you covered. It has enough power (even though it's down on the R by 87 ponies) and certainly enough torque, and it rewards you with bite on every turn in, at any speed. But if you're after something a little extra, and figure yourself seriously testing the car's limits beyond the open road, get the blue one. Base: The 2025 Golf R starts at $48,325 delivered and features pretty much everything you'd get from an Autobahn-trim GTI, plus the mechanical and performance goodies that only the R will bring: A more powerful engine, all-wheel drive, and forged 19-inch wheels, for starters. Black Nappa leather, power-adjustable heated and ventilated seats are standard. New for 2025 is a 15-watt ventilated phone charging pad and Park Assist Plus, which literally parks the vehicle for you. The 2025 Golf R starts at delivered and features pretty much everything you'd get from an Autobahn-trim GTI, plus the mechanical and performance goodies that only the R will bring: A more powerful engine, all-wheel drive, and forged 19-inch wheels, for starters. Black Nappa leather, power-adjustable heated and ventilated seats are standard. New for 2025 is a 15-watt ventilated phone charging pad and Park Assist Plus, which literally parks the vehicle for you. Black Edition: The $49,640 Black Edition is purely a cosmetic option that does exactly what it says on the tin. Everything, from emblems and mirrors to brake calipers, exhaust pipes, and those otherwise eye-catching forged alloys, is 'blacked out.' In the interior, you get genuine carbon-fiber trim. Personally, I think full-black cars are boring, and the Golf R is already a pretty unremarkable-looking vehicle, so I don't know why anyone would choose this. But if you want to be invisible, here you go. The Black Edition is purely a cosmetic option that does exactly what it says on the tin. Everything, from emblems and mirrors to brake calipers, exhaust pipes, and those otherwise eye-catching forged alloys, is 'blacked out.' In the interior, you get genuine carbon-fiber trim. Personally, I think full-black cars are boring, and the Golf R is already a pretty unremarkable-looking vehicle, so I don't know why anyone would choose this. But if you want to be invisible, here you go. Euro Style Package: The Euro Style Package can be added to either the normal car or the Black Edition for an additional $3,795, raising the total price to $52,120 or $53,435, respectively. This option deletes the standard sunroof and most power adjustability of the seats, and replaces the leather upholstery with VW's suede-like ArtVelours material and cloth inserts. The Euro pack also adds an Akrapovič titanium exhaust, which does nothing for performance but does make the hot hatch sound crackly and sonorous, especially in Race mode. Adam Ismail There are actually a fair number of alternatives to consider if you're shopping for one of these. The Toyota GR Corolla ($39,995), Honda Civic Type R ($47,045), Audi S3 ($49,995), and Acura Integra Type S ($54,095), are all in the Golf Rs ballpark where performance is concerned, and I'd even throw in the top-spec Subaru WRX, the tS trim ($46,875), as it offers many of the same luxuries as the Golf even if it's comparatively down on power. The Civic Type R is the outstanding driver's car of the bunch, and the GR Corolla is a fine runner-up for a little less money when spec'd well, though it certainly can't match the luxury and comfort that the rest of this competitive set offers. If you want something more well-rounded for work as well as play, the S3 is awfully compelling, especially when it's so close in price to the Golf R. The latest car news, reviews, and features. There were a few gimmes Volkswagen could've seized if it wanted to make the refreshed Mk 8 Golf R thoroughly better. The GTI's steering wheel would've been an easy win—I'd choose real buttons over a shortcut to 'R' mode every day of the week. The less-is-more Euro Style option ought to have lowered the car's base price, but instead, it's marketed like a Porsche RS-style weight-saving package. And the loss of the manual is going to turn off some buyers, there's absolutely no way around it. That's all disappointing and, critically, doesn't do much to change the Golf R's odd position in this class. There are sharper, less compromising driver's cars, and there's at least one alternative that truly embodies the baby grand tourer mentality that the Golf R grasps at. There are also cheaper cars for immediate fun, and it's just as hard to ignore the GTI as before. If you buy a Golf R, I don't doubt that you know what you want; I'm just not sure how many people want the same thing. 2025 Volkswagen Golf R Specs Base Price $48,325 Powertrain 2.0-liter turbo-four | 7-speed dual-clutch automatic | all-wheel drive Horsepower 328 @ 5,850 rpm Torque 295 lb-ft @ 2,000 rpm Seating Capacity 5 Curb Weight 3,450 pounds Cargo Volume 19.9 cubic feet Top Speed 155 mph EPA Fuel Economy 22 mpg city | 31 highway | 25 combined Score 8/10 A supremely capable super hatch, and still the one to buy if you want a true sleeper. But alternatives are more engaging or more luxurious, and VW really should've done more to address the interior. Got tips? Send 'em in to: tips@ Adam Ismail is the News Editor at The Drive, coordinating the site's slate of daily stories as well as reporting his own and contributing the occasional car or racing game review. He lives in the suburbs outside Philly, where there's ample road for his hot hatch to stretch its legs, and ample space in his condo for his dusty retro game consoles.
