Too long in the tooth to be surprised any more, an estate car version of the phenomenal Golf R is now available, which Iain Robertson considers to be the perfect combo for wife, mother-in-law, two children and both dogs…


Of course, I shall have to drive but not because of need but, rather, desire. You see, the Golf R is the car that made my heart beat faster a couple of years ago and which provided me with the maximum test driving joy late last summer. The estate car variant, if I really wanted to be cynical, is an expectation of a mainstream brand that seeks every available opportunity to niche-fill. Yet, without trying, I perceive it as the ultimate high-performance estate car.


DSC_2889_editedHowever, let’s face it, it is the little things that cause certain makes and models of motorcar to be such compelling propositions. A Golf R estate is never going to possess mass market appeal. Mrs Molehusband will stick with her 1.2-litre version of Europe’s most popular hatchback that will never be driven faster than 42mph (absolutely everywhere), while Mr Bernadelli will always opt for the 2.0-litre GTD model, as much for its autostrada frugality, as its mid-range grunt.


The R is the preserve of the smart guy. This is the car he footles to work in, leaving home early and seeking alternative routes every day but which carries enough gravitas in the company car park stakes to salve his reputation as both ‘go-getter’ and the ‘go-to’ man. Besides, he owns and drives a supercar at weekends, on high days and holidays.


DSC_2878_editedYet, what about those ‘little things’? Well, I can tell you what appeals to me, starting with the automatic parking brake. Not normally a fan of such devices, as I prefer a conventional lever, between the front seats, I can understand the benefits and relevance of a switch. Yet, the switch in the Golf R has an automatic over-ride function, which works so effortlessly with the engine’s ’stop-start’ facility, that you wonder why VW is one of the few brands that can get it right (because BMW has not, neither has Merc and you might as well forget Ford). It engages and disengages super-smoothly, without illuminating the night sky behind the car.


Allow me to explain: with 99% of other carmakers, the ‘stop-start’ facility only operates, when the brake pedal is depressed, which means that both taillights and high-level brake light, which are usually a mass of super-bright LEDs these days, flood the rear of the car in a blindingly red aura, which is especially distracting in adverse weather conditions. As we reside in the UK, we get a lot of adverse weather conditions. Not to present this searing array is a positive safety bonus that only those poor sods encountering it in the first place will ever comprehend.


DSC_2880_editedAnother ‘little thing’ is that same ‘stop-start’ system, which, we are informed, reduces exhaust pollution, an aspect about which VW Group is highly attuned, and enhances fuel economy. Normally, I find that these systems are little less than thoroughly annoying. That of the Golf R lasts longer (it does not restart the engine, while sitting at traffic lights for longer than 11 seconds). That of the Golf R works ingeniously with the DSG automated-manual transmission (in that the driver does not have to select ‘Neutral’ or apply the parking-brake…see previous comments). Instead, it stops and restarts the engine so imperceptibly that you marvel at its efficacy.


Talking of DSG, the six-speed, twin-clutch transmission, complete with ‘up’ and ‘down’ paddles behind the steering-wheel spokes, is another of those ‘little things’ that engages with both the indolent and enthusiast within me. It can be as lazily enjoyable, as it is on-the-button urgent. Gearshifts are unerringly fast, regardless of your driving mood, and, dependent on which of the five driving modes (Comfort, Normal, Sport, Individual and Race) is selected via the centre console-mounted switch, every up-shift can either emit a boy-racer ‘blart’, or a down-shifting ‘waffle’, to provide a frisson of excitement to the drive. It is all part of the Golf R experience.


Another practical ‘little thing’ is the either rubber, or felt-lined door pockets, glove box, sunglasses-holder, cup-holder, or storage trays that fill almost every available space within the cabin. Deposit the house keys and mobilephone in any of them and there are zero annoying rattles and items do not slide around. Beneath both front seats are useful sealed cubbies for either a first-aid kit, or the obligatory yellow safety vests. There is even oodles of space for valuables around the get-you-home spare wheel/tyre in the boot (605-litres rear seats erected; 1,620-litres seats folded), accessed via a solid but folding floor section.


While there seems to have been a rash of steering wheel developments in recent years, which clusters groups of minor controls confusingly, within a thumbs reach of the driver, very little logic, unless you are a 12 years old computer buff, seems to exist in their operation. Yet, it is just a ‘little thing’ but VW’s installation allows properly linear, left-hand adjustment of the stereo volume, changing stations, or CD/iPod tracks, while accessing the on-board computer, and all of the other ‘touch-screen’ controls are operable with the right hand and there is no possibility of accidental button-pushing. They can also be engaged without having to peer perilously at them, by removing your gaze from the road ahead. VW can teach any number of other carmakers a few tricks here.


The ‘touch-screen’ in the centre console stack is another of those ‘little things’ that serves to satisfy the vehicle operator with its logical and colourfully interesting displays and options. It is everything that you would need in a car, from operating information, to stereo programme selections and, naturally, sat-nav. Incidentally, it includes three years’ worth of mapping upgrades, which means that your chosen route should be free of glitches and those ‘lost’ details that usually confuse and baffle. It is considerate and typical of VW’s attention to detail.


However, the best aspect of the entire Golf R Estate lies in its range of expressive potency. It is hard to believe that a mere 2.0-litre, turbocharged, petrol engine provides the 296bhp verve, while returning an average fuel return between 35 and 40mpg (the Official Combined figure is stated as 40.4mpg, which perpetuates VW’s reputation, as one of a very few car manufacturers whose fuel figures actually make some economic sense). It emits around 162g/km of CO2, which equates to an annual VED of £175, again, hardly a king’s ransom.


As with the hatchback model, its top speed is an electronically pegged 155mph but it can blitz from 0-60mph in a mere 4.8 seconds in a completely fuss-free and effortless manner, all by a simple depression of the accelerator pedal. It is as sweet to punt around town comfortably, as it to relax on a main road, or to worry the hedge-life on a cross-country handling drive of zesty intent. This phenomenal blending of potentially vicious, supercar performance, in a package with which you would trust your maiden aunt on her weekly traipse to the corner-shop is a stand-out turn.


However, not all elements of the Golf R Estate are stridently satisfying, as its list price, which VW states is a mere £695 premium over the 5-door hatchback version and appears to be excellent value-for-money, bumps the list price to a whopping £33,585. It has been not quite two years, since I first drove a Golf R and, in a moderately stable market, where inflation has been at a very low level, I consider that its price tag is now venturing into the realms of ‘unaffordability’. The beauty of the R was that it was priced from below £30k, yet it has been hiked ever upwards, which plays against its intended market and makes it appear as though VW is being no less than avaricious.


The test car, which includes the upgraded sat-nav at £765, the android phone connectivity (which should be standard by now) at £100, the Dynamic Chassis Control at £830, the Lane Assist and Dynamic Light Assist at £955, the one-inch larger diameter alloys (up from 18 to 19 inches) and tyres priced at £895, the Winter Pack (heated seats and washer jets, headlamp washers and low washer fluid warning, some of which items should be standard) costs £400, the advanced tracking device at £536 and, finally, the Lapiz Blue paint job at £610, adds up to a severely restrictive £39,676 on the road. Yikes! It is just too much, as it ought to be price-tagged at around £33,000, including all that gear, for what remains a Golf, with heaps of parts-bin additives. In my view, VW is ruining a potential gold seam.


Conclusion:   I love the Golf R. It is the myriad ‘little things’ that combine to make it such a compelling purchase proposition…until you spot the invoice bottom-line. Okay. So the vast majority of Golf R buyers will hop onto the PCP bandwagon and pay the price for their choice later. The remaining aspirants will be either company car users, or a monied few, who can afford to fritter away almost £40,000 on an eminently practical and lovable compact estate car that is still a Golf. I, for one, would not like to suffer the inevitable £20,000-plus depreciation on a two to three years old example…regardless of its overall desirability, which makes me very sad indeed.