Following this morning’s initial batch of images, our spies have sent us a slew of additional photos showing the Golf GTI TCR Mk8 from just about every angle, though in typical VW fashion, very little details distinguish it from the latest GTI. Check out the new gallery below. [Updated 5/12/2020]

Volkswagen thought that by removing the camouflage and badging from this red prototype, people would mistake it for the regular Golf GTI.

However, what we have here is the hardcore TCR model, which will bridge the gap between the base FWD Golf GTI and the upcoming Golf R AWD model. From a visual standpoint, there isn’t that big a difference compared to the 2020 Golf GTI on which the TCR is based.

Exceptions include the redesigned front bumper with a larger lower air intake and thin apron, the bigger roof-mounted spoiler, and a few tweaks to the rear diffuser, which still incorporates dual exhaust pipes.

Until the interior opens up to the camera, we can assume that aside from the body-hugging front seats, which are partially visible in this latest set of spy shots, it will feature more exclusive upholstery. Carbon fiber trim could be part of the offering and Volkswagen will probably go the extra mile and add model-specific loading screen animations for the new infotainment system and digital instrument cluster.

What about power?

The new TCR will retain the standard Golf GTI Mk8’s front-wheel drive system and will be powered by a 2.0-liter TSI turbocharged four-cylinder gasoline engine hooked up to a dual-clutch automatic transmission. Output and torque figures remain a mystery, but we could be looking at around 300 PS (296 HP / 221 kW). That’s a safe bet given that the current Golf GTI TCR boasts 290 PS (286 HP / 213 kW) and the 2020 Golf GTI has 245 PS (242 HP / 180 kW) available on tap.

Meanwhile, the upcoming Golf R’s four-banger should deliver around 333 PS (328 HP / 243 kW) to the all-wheel drive system. The range-topping fast Golf is expected sometime this summer, whereas the Golf GTI TCR should follow before the end of the year.

Volkswagen Golf Variant is now even more spacious, dynamic and digital than ever before. The greater amounts of available space, comprehensive standard features and new drive types with mild hybrid and twin dosing technology represent pioneering characteristics. The new VW Golf Alltrack as the all-wheel drive Golf Variant with SUV genes is also making its debut. In Germany pre-sales for the Golf Variant will start 10 September 2020, while further European countries will gradually follow.

Appealing vehicle exterior

In comparison with its predecessor the new Volkswagen Golf Variant's exterior design has become more clear-cut and dynamic. The front end clearly shows its close relation to the new Golf. Further back, the Variant shows its typical uniqueness featuring a roof section that becomes flatter towards the rear as well as a coupé-type, angled rear window. The new generation is 4,633 mm long and now boasts a wheelbase of 2,686 mm (respectively a 66 mm increase compared with its predecessor). This increase in length rearranges the proportions and makes the Golf Variant appear more elongated and flatter. The headlights and tail light clusters always feature LED technology.

Spacious vehicle interior

The increased exterior length and wheelbase benefit the vehicle interior of the Volkswagen Golf Variant. Five passengers can be accommodated in comfort in the new Golf Variant as the additional wheelbase length is used almost entirely for the interior. The interior length increases by 48 mm to 1,798 mm. As the legroom thereby also increases by 48 mm, the extra space has a particularly noticeable positive effect, especially in the rear. Passengers can stow their luggage in a generously dimensioned luggage compartment: when loaded up to the top edge of the rear seat backrest, it offers 611 litres of stowage space (6 litres more compared with the Golf Variant 7). With the vehicle loaded up to the roofliner with integrated luggage compartment net and the front seat backrests, the volume increases to 1,642 litres (an increase of 22 litres). If both hands are busy holding shopping or luggage, the optionally available, electrically operated rear boot lid can alternatively be opened using the sensor-controlled luggage compartment opener - by means of a foot gesture in front of the Golf Variant's rear bumper.

New drive systems offer pure efficiency

Take the eTSI with 48 V technology and 7-speed dual clutch gearbox, for example: a 48 V belt-driven starter-alternator, 48 V lithium-ion battery and the TSI engine merge to form a new mild hybrid drive system. The benefits of the new eTSI include a significantly lower consumption, as the Golf Variant switches off the turbocharged direct-injection petrol engine whenever possible to coast along without generating any local emissions. For this reason, all eTSI engines have been paired up with an automatic dual clutch gearbox (7-speed DSG) as standard. Without DSG the imperceptible changeover between coasting phase and TSI drive would not be possible. Moreover, the 7-speed DSG shifts gears very economically to thus also preserve energy. Innovative TDI engines are also available for the Golf Variant: in this case, so-called twin dosing - dual AdBlue® injection featuring two SCR catalytic converters (Selective Catalytic Reduction) - significantly cuts nitrogen oxide emissions (NOx) to make the soon-available TDI engines some of the world's cleanest and most efficient diesel engines in the world.

New equipment lines and comprehensive standard features

Volkswagen has reconfigured the Golf Variant's equipment matrix: above the basic "Golf" version, there will now be the "Life", "Style" and "R-Line" equipment lines. The basic model's enhanced standard features already include the Lane Assist lane departure warning system, Front Assist with City Emergency Braking System and Pedestrian Monitoring, the new oncoming vehicle braking when turning function, XDS electronic differential lock, the Car2X traffic hazard alert, the keyless comfort start system Keyless Start and automatic lighting control. Always as standard in the vehicle interior: Digital Cockpit Pro (digital instruments), Composition online infotainment system with 8.25-inch touchscreen, We Connect and We Connect Plus online services and functions, a multifunction steering wheel, Air Care Climatronic automatic air conditioner and a Bluetooth telephone interface.

Independent model variant: the new Golf Alltrack

The second generation of the Volkswagen Golf Alltrack will also be launched together with the new Golf Variant. As a so-called crossover between the Golf Variant and the SUV world, the new Golf Alltrack features permanent all-wheel drive (4MOTION) as standard, increased ground clearance, an all-terrain look including specific bumpers and a custom interior. With this equipment the vehicle also proves to be a true all-rounder beyond paved roads and thanks to permanent all-wheel drive it is suitable as a towing vehicle with a maximum trailer weight of 2,000 kg. In all other respects the Golf Alltrack technically corresponds to the new Golf Variant: in addition to the digitalised cockpit, features include optional assist systems, such as Travel Assist (assisted driving up to 210 km/h) and the new IQ.LIGHT LED matrix headlights.

Successful model

The VW Golf Variant has formed a permanent part of the Golf product range since 1993 with around 3 million units sold. To this day, a total of five generations of the model have been launched, each based on the hatchback version platform of the respective Golf generation. The models aiming to satisfy global demands are currently produced at the Wolfsburg site in Germany.

With the world premiere of the new VW Golf GTI Clubsport, Volkswagen is writing the next chapter of the never-ending Golf story. The Clubsport has a power output of 221 kW (300 PS) and is the new flagship model of the eighth Golf GTI generation. The additional power compared with the classic Golf GTI is 41 kW (55 PS). Volkswagen is continuing the tradition of high-performance GTI models with the new Golf GTI Clubsport: The first Golf GTI Clubsport was launched in 2016 on the 40th birthday of the iconic sports car. The number one in the Clubsport series developed 195 kW (265 PS) and temporarily delivered 213 kW (290 PS) using a boost function. This car was followed in the same year by the Golf GTI Clubsport S in a limited edition of 400 units with a continuously available output of 228 kW (310 PS). Racing driver Benjamin Leuchter set a new lap record for front-wheel-drive cars on the Nürburgring Nordschleife with the Golf GTI Clubsport S in May 2016. The time: 07:49:21 minutes. The new Golf GTI Clubsport now being launched is positioned between the first Clubsport and the Clubsport S with its output of 300 PS. The technical progress incorporated into the vehicle makes it stand out - an enhanced engine and the newly tuned running gear, which is fully connected for the first time, make the new Golf GTI Clubsport one of the world's best front-wheel-drive sports cars.

EA888 evo

The turbocharged engine in the Volkswagen Golf GTI Clubsport is based on the TSI series EA888 evo4 - compared with the predecessor (EA888 evo3), this engine offers an even more agile response and increased efficiency.

Vehicle Dynamics Manager

The running gear has been completely reconfigured and features significant enhancements: in the 245 PS GTI, the new Vehicle Dynamics Manager already closely integrates control of the electronic differential locks (XDS) and the lateral dynamics components of the optional adaptive chassis control DCC. And this offers noticeable performance benefits. In the new Golf GTI Clubsport, the standard electromechanical front-axle locking differential is now included in the Vehicle Dynamics Manager's network for the first time. This intelligent network defines a new benchmark for front-wheel-drive sports cars.

Statement by the running gear engineer

Karsten Schebsdat, Head of Driving Dynamics, Steering and Control Systems at Volkswagen: "Networking all driving dynamics systems means that the new Golf GTI Clubsport handles even more neutrally and precisely than the classic Golf GTI. For the legendary Nordschleife, we have also exclusively programmed an activatable Special profile, which specifically adapts the running gear components of the new Golf GTI Clubsport to this race track."

The racing driver's assessment

Benjamin Leuchter played an important part in testing and configuring the new Golf GTI Clubsport on the Nürburgring: "The car has a quite unique character. Compared to the predecessor, it is possible to drive much faster into corners. This is due to the new axle kinematics with a significantly increased camber on the front axle, networking of the front-axle locking differential with the Vehicle Dynamics Manager, and a generally sharper running gear setup." The racing driver adds: "What is more, when accelerating out of a bend, you now have the advantage that propulsion is improved due to the much higher power. Thanks to the networking of the front-axle locking differential with the Vehicle Dynamics Manager, the driver is also able to transfer this additional power to the track." At the same time, a new, larger 18-inch brake system also further improves on the superior braking characteristics already offered by the 245 PS GTI. In addition, new front and rear spoilers reduce lift and thus optimise the agility, steering responsiveness, driving dynamics and stability at high speeds.

Measurable key dynamic data

The new Volkswagen Golf GTI Clubsport accelerates to 100 km/h in under 6 seconds; the top speed is capped at 250 km/h.

Front end

GTI fans - and with more than 2.3 million units built, there are more of them than for any other compact sports car - will immediately recognise the Volkswagen Golf GTI Clubsport thanks to its individually designed front end. This is practically open at the bottom in the bumper - only the radiator grille trim with the honeycomb design typical for GTI models and the larger aerodynamic wings offer resistance to the head wind. The wings - air guide elements- are painted in the exterior colour; the upper grille surround, the grille itself, and the front spoiler (designed as a splitter) are finished in matt-grain black. The wings and the new spoiler reduce the front lift. The standard LED Plus headlights and the optional IQ.LIGHT - LED matrix headlights are framed at the top by a red crossbar typical for GTI models. This extends into the side wings and is visually continued in the badge plate, also known as the "flitzer", in the area around the A-pillars (also in red with the GTI lettering in chrome). As on all Golf GTI models, the crossbar is completely illuminated below the red stripe and therefore functions as LED daytime running lights. There is also of course GTI lettering (in red) in the narrow upper radiator grille.

Rear end

Like the first VW Golf GTI Clubsport, the new model based on the eighth generation also features a two-part roof spoiler that is open towards the roof. The spoiler is finished in high-gloss black and is the most distinctive hallmark feature of the Clubsport at the rear. However, the wing is more than just a design feature - it also reduces the lift at the rear. Also customised for the Clubsport: the diffuser and the oval tailpipes of the exhaust system instead of the circular tailpipes on the normal GTI (the tailpipes are also positioned 40 mm further towards the outside). Typical for the eighth generation of the Golf GTI: the red GTI lettering positioned centrally below the VW badge. The tail light clusters of all Golf versions are always designed in LED technology.

Silhouette

The new Golf GTI Clubsport is equipped as standard with 18-inch alloy wheels in the Richmond design (7.5 J x 18 ET 51) fitted with 225/40 R18 tyres; the five spokes and the outer rim flange are burnished, while the wheel itself is finished in high-gloss black. The Golf GTI with 245 PS leaves the factory with the 17-inch version of these wheels finished in the single colour silver. Various 19-inch wheels will be optionally available for the Volkswagen Golf GTI Clubsport The red brake calipers with the GTI lettering are visible through the wheel rims. Other specific features in the silhouette include the widened side sills with a black stripe graphic. Typical for the Golf GTI: the three letters GTI are projected onto the ground by the surround lighting when the vehicle is unlocked and locked in the dark.

Clubsport seat design

Red decorative stitching on the seats, centre armrest, floor mats and multifunction steering wheel immediately show that the interior belongs to a Golf GTI. The sports steering wheel is finished in perforated leather at 9 and 3 o'clock, offering comfortable grip; the steering wheel clip at 6 o'clock is customised by GTI lettering and red accents. Large paddles on the steering wheel facilitate manual interventions in the otherwise automatic gear changes of the 7-speed dual clutch gearbox (DSG). The standard ArtVelours covers of the premium sport seats (with integrated head restraints) have also been newly designed; seats covered in perforated leather and also with red decorative stitching are also optionally available. The door inserts are also attractively finished with ArtVelours trim covers. The standard Digital Cockpit also has a specific GTI look. Like every Golf GTI, the equipment in the Clubsport includes an "Engine" button that pulsates in red before the engine is started, pedal caps in brushed stainless steel, and a black headliner.

Exclusive as standard

The 300 PS model shares many other standard features with the 245 PS GTI. In addition to the details already mentioned above, this includes 30-colour background lighting, LED lights in the footwell (light colour can also be selected), four USB-C ports, the Discover Media navigation system with the online services and functions of We Connect and We Connect Plus as well as DAB+, App-Connect including App-Connect Wireless for Apple CarPlay, voice control, mobile phone interface with inductive charging function, Air Care Climatronic and the sporty progressive steering system.

EA888 evo4 - GTI TSI

The 2.0-litre turbocharged engine in the new Golf GTI Clubsport is based on the power system in the 245 PS GTI. The power output was increased to the aforementioned 221 kW (300 PS) by parameters such as engine management, charge pressure and other internal engine measures. The drive system is the latest evolutionary stage of the TSI engine EA888: the generation evo4. The predecessor of the current Golf GTI and thus also the last Golf GTI Clubsport were still powered by a third-generation engine. The engine developers have enhanced the new fourth generation in many areas in order to further reduce emissions and optimise power development. The measures include new fuel injectors, an increase in the injection pressure from 200 to 350 bar as well as improvements in terms of internal friction. The new Volkswagen Golf GTI Clubsport also complies with the latest and most stringent Euro 6d-ISC-FCM emission standard. The 1,984 cc turbocharged four-cylinder engine delivers a maximum torque of 400 Nm - 30 Nm more than the standard GTI. The TSI transfers this power to the standard 7-speed DSG dual clutch gearbox.

Optimised front axle and steering

The sports running gear in the 300 PS Golf GTI Clubsport is lowered by 15 mm and has been given a new and specific setup compared with the Golf GTI with 245 PS. The focus here was on achieving the best possible performance and maximum driving pleasure. The engineers used the sports running gear already enhanced for the "normal" eighth-generation Golf GTI and specifically tuned the layout with a McPherson front axle and a four-link rear axle. They increased the positive camber on the front axle to allow higher cornering speeds and also increased lateral guidance. The development team thus also achieved significantly more neutral handling in overrun mode and during acceleration. At the same time, the response of the progressive steering was made more direct when steering into bends. The yaw response is characterised here by a high degree of linearity right up to high speeds - this can be perceived continuously the driver and there is also more "road feedback" when cornering.

Intelligently networked running gear

Volkswagen uses a completely new driving dynamics control system in the eight-generation Golf: the Vehicle Dynamics Manager. This now finally exploits its enormous potential in the new Golf GTI Clubsport because it does not just integrate the electronic differential locks (XDS) and the optionally controlled shock absorbers of the adaptive chassis control (DCC), but also - for the first time - the standard front-axle locking differential (VAQ). The driver chooses their individual configuration by means of driving mode selection feature, which is also fitted as standard. The electromechanically adjustable running gear systems once again significantly enhance the bandwidth between maximum dynamics and the highest levels of comfort.

The Vehicle Dynamics Manager

A performance-optimised application of the Vehicle Dynamics Manager is used in the new Volkswagen Golf GTI Clubsport. The Vehicle Dynamics Manager coordinates the functions of the front-axle locking differential, the electronic differential locks (XDS), and the lateral dynamics components of the optionally also electronically controlled shock absorbers (DCC) during every driving manoeuvre. In this process, adapting the individual wheel damping (200 times a second) guarantees particularly agile and accurate handling. Adaptation of the locking action of the front-axle locking differential also optimises both agility and stability. In parallel to this, targeted braking intervention on the vehicle side on the inside of a bend further reduces understeer in the transition and limit ranges. Thanks to the Vehicle Dynamics Manager, the roll tendency is also reduced (via DCC), the car responds faster to even small steering movements (via DCC and the front-axle locking differential), the traction is improved in the Sport profile due to the increased locking torque of the front-axle locking differential, and the yaw and load change damping are optimised at high speeds (via front-axle locking differential and DCC). The running gear engineers have completely eliminated the understeer typical of front-wheel-drive vehicles through the new technology network. The Golf GTI Clubsport offers neutral handling even when driven through the demanding corners and hairpins of the Nürburgring Nordschleife at extreme speeds, and accelerates onto the straights again without any loss of traction. This is assisted by the new Special driving profile implemented exclusively in the Golf GTI Clubsport. This configuration is optimised for driving on the Nürburgring.

Front-axle locking differential

In contrast to fully mechanical differential locks, the electromechanical differential lock integrated in the Golf GTI and Golf GTI Clubsport offers benefits such as the variable locking ratio depending on the ESC, EDS and XDS+ functions. This makes it possible to completely avoid the kind of negative influences on steering precision that occur with mechanical locks. The locking torque is controlled electro-hydraulically via a multi-plate clutch between the differential cage and the right-hand side shaft depending on the current driving situation. When cornering, the lock therefore optimises the traction and handling of the Volkswagen Golf GTI Clubsport, which remains neutral right into the limit range, thereby permitting much higher cornering speeds. The traction disadvantages of front-wheel-drive cars are therefore practically eliminated by the front-axle locking differential, which significantly improves performance and thus also increases driving pleasure as a result.

The adaptive chassis control (DCC)

The adaptive chassis control (DCC) continuously reacts to the road surface and driving situation while taking into account steering, braking and acceleration manoeuvres, for example. In the Golf GTI and Golf GTI Clubsport, the lateral dynamics components of the DCC running gear are also coordinated and further optimised by the Vehicle Dynamics Manager. By means of the set driving profile mode, the driver can influence the reduction in body motion as desired. The required damping is calculated for each wheel and adjusted at the four shock absorbers within fractions of a second. This ensures that DCC always provides the highest level of driving comfort and ideal driving dynamics in conjunction with the Vehicle Dynamics Manager.

The driving profiles

The driving profiles Eco, Comfort, Sport, Individual and - as a new profile - Special are available in the Golf GTI Clubsport. The Comfort profile offers good comfort for everyday driving, while nevertheless still ensuring high steering precision; the Volkswagen Golf GTI Clubsport offers sporty and confident handling right into the limit range here as well. In the Sport profile, the running gear is even firmer, and the roll tendency of the body is reduced further. The car becomes more agile and manoeuvrable, and handling remains neutral right into the limit range. The further improved traction and even lower understeer during acceleration are noticeable here. In the Individual profile, the driver can precisely adjust and save a personal driving profile using a digital slider. Under Comfort, this results in maximum decoupling of the body for even greater comfort. Above Sport, the tuning becomes even more dynamic and very direct; minimum roll is then combined with maximum agility.

The Special driving profile

The Special profile implemented exclusively in the Golf GTI Clubsport is a sub-program of Sport. All systems relevant for driving dynamics are adapted to the very specific track characteristics of the Nürburgring Nordschleife. In this profile, the engineers achieve maximum running gear performance through a special vertical setup of the adaptive chassis control DCC as well as a customised lateral dynamics setup of the Vehicle Dynamics Manager. Benjamin Leuchter: "The suspension of the Golf GTI Clubsport is not super, super hard in the Special profile, but is much softer than in the Sport setting. That is because the track at the Nürburgring is very undulating. This new configuration therefore provides us with better contact with the track. As a result, the Special profile makes it possible to drive a good deal faster on the Nordschleife than in the Sport profile. Compared with the 245 PS GTI, the new GTI Clubsport is naturally also faster on the Nordschleife - by up to 13 seconds per lap in our tests."

Progressive steering

Progressive steering is installed as standard in the Golf GTI and Golf GTI Clubsport. This system has also been enhanced - the running gear engineers set up the progressive steering ratio more directly while applying new software algorithms and a new software application. How progressive steering works: conventional steering systems operate on the basis of a fixed gear ratio. However, the progressive steering applies a progressive gear ratio. This significantly reduces the effort required to steer when manoeuvring and parking. On winding country roads and when turning off, the driver will notice a greater dynamic response thanks to the more direct setup. It also means that the driver does not have to change their hand position as frequently. It takes a mere 2.1 turns of the steering wheel to turn it from lock to lock in the new Golf GTI and Golf GTI Clubsport. In terms of technology, progressive steering is essentially differentiated from the basic steering system by variable steering rack and pinion gearing as well as a more powerful electric motor. In functional terms, this means the following: unlike in systems with a fixed steering ratio, which are always forced to compromise between driving dynamics and comfort, the teeth of the steering rack vary significantly over the range of the steering movement. As a result, the transition between indirect steering response in the central range (driving straight ahead) and direct steering response for larger steering wheel turn angles has been set up progressively to enable a more agile steering response in driving dynamics situations.

The 18-inch brake system

Benjamin Leuchter emphasises the importance of the brakes: "A really good sports car brakes just as well as it accelerates. If you increase the power, you must also adapt the brakes at the same time. And that is exactly what we have done in the new Golf GTI Clubsport." In detail, the new GTI flagship models features new front brakes with 18-inch brake discs instead of the previous 17-inch design. These discs offer braking power corresponding to the higher performance. The brakes are built with pin discs and a brake pot made of aluminium, which reduces the weight by 600 grams on each side. A speed-dependent map in the electromechanical brake servo ensures precise brake control. The brakes respond harmoniously when manoeuvring, for example, but bite instantaneously and powerfully at high speeds. Thanks to precise optimisation in the high brake pressure range, the new brakes still permit very exact control even just before ABS intervention. A larger brake master cylinder ensures crisp, precise response in combination with sporty and short brake pedal travel. The specific tuning of the brake pedal characteristic also supports this sportier and more direct brake pedal feeling subjectively in the driver's perception.

The individual ESC control

When the Volkswagen Golf GTI Clubsport is started, the ESC is always active as a full system - like in every Golf. However, Clubsport drivers can adapt the ESC in two stages. In ESC Sport mode, the ESC thresholds and ASR slip thresholds are increased to reduce the intensity of interventions. In ESC Off mode, experienced drivers can additionally deactivate ESC altogether for all driving situations. However, Front Assist and Swerve Assist reactivate the full ESC system in emergencies.

It was just yesterday when we saw a test prototype of the new Volkswagen Golf R lapping the Nurburgring and today, the Wolfsburg-based manufacturer has released the first official teaser of the hot hatch. It’s dubbed as the most powerful production Golf in the history of the brand’s best-seller, which should be revealed in full on November 4 this year.

Volkswagen doesn’t go deep into technical details about the new Golf R but says it is “more powerful, more dynamic, more efficient, more closely integrated, more digital” than its predecessor. The highlight of the drivetrain is a new all-wheel-drive system with selective wheel torque control on the rear axle. It uses an advanced dynamics management system that works together with an electronic front differential lock and adaptive chassis control.

As expected, power is provided by the most powerful iteration of the EA 888 2.0-liter turbocharged engine. The mill benefits from new technologies, such as water-cooled exhaust gas routing to the turbocharger in the cylinder head or variable valve timing with dual camshaft adjustment. There’s no official word about the output of the four-cylinder unit but according to recent information, it delivers 315 horsepower (235 kilowatts). From what we know so far, the hot hatch should be offered with a choice between a six-speed manual or a seven-speed dual-clutch automatic.

Following its debut on Wednesday next week, the new Golf R goes on sale shortly after with the first presales in Europe scheduled to begin on November 5. The performance vehicle is expected to reach showrooms in two flavors, hatchback and wagon, and should be available in the United States at some point in 2021 - but only as a hatchback.

Volkswagen unveiled the new 2022 Golf R with something everyone can agree is good: More power. Due out in 2021 as a 2022 model, it's one of two variants of the eighth-generation Golf (the other being the GTI) that will be sold in the United States.

Power for the latest Golf R comes from a 2.0-liter four-cylinder engine turbocharged to 315 horsepower and 310 pound-feet of torque, increases of 27 and 15, respectively, over the outgoing model. Volkswagen points out the engine's maximum torque output is available over a broad range that stretches from 2,100 to 5,350 rpm.

While many carmakers are abandoning the manual transmission, the Golf R still offers enthusiasts a six-speed stick. Motorists who want two pedals can order a seven-speed dual-clutch automatic gearbox linked to steering wheel-mounted paddles at an extra cost. We learned sending the manual to the automotive ash heap wasn't an option in the United States, because about 40% of R and GTI buyers order their car with three pedals.

"We fought extremely hard to retain [the manual transmission]. There are other brands in the United States that are slowly but surely starting to phase the manuals out, but we pushed to keep it. It's important, it is a driver's car," Hein Schafer, the firm's senior vice president of production marketing and strategy, told Autoblog.



All-wheel drive -- a hallmark of the Golf R since the competition-bred Golf Rallye, its predecessor, arrived in 1989 -- again comes standard, but how the power reaches the wheels is different. The 4Motion system gains a torque vectoring function that juggles power between the rear wheels as-needed to make the R sharper and quicker around corners. It can notably send up to 100% of the engine's output to the wheel that's outside the bend.

Volkswagen quotes a 4.7-second sprint from zero to 60 mph, and a top speed of 155 mph. Going in a straight line isn't the R's claim to fame, though, so it also benefits from a variable-ratio steering rack, as well as suspension modifications that make the ride firmer and lower it by nearly an inch compared to the standard Golf.

Software is almost as important as hardware in the composition of the new R's character. Engineers developed what they refer to as a Vehicle Dynamics Manager (VDM) that runs the 4Motion system, the electronic differential locks, and the adaptive damping system, among other technologies, in a bid to achieve the best set-up for every situation. It can slow a wheel and keep understeer in check, for example.

Drivers can choose from seven driving profiles called Comfort, Sport, Race, Special, Drift, and Individual, respectively. Special sets up the car the way Volkswagen tuned it for testing on the Nürburgring, where it's up to 17 seconds quicker than its predecessor, while Drift -- you guessed it -- lets the Golf R go sideways.



Offered only as a four-door, like the eighth-generation Golf it's based on, the latest R retains the low-key appearance that characterizes its predecessors. Stylists added a subtle body kit that includes a roof-mounted spoiler, a blue piece of trim that runs across the front end and lights up as soon as the engine starts, a rear diffuser, chrome-plated exhaust tips, and a sprinkling of black trim. 19-inch wheels come standard.

Inside, the digital instrument cluster can display a long list of information about the car and its surroundings: navigation directions, turbo boost pressure, transmission oil temperature, front and rear torque distribution, plus horsepower and torque outputs. Carbon fiber-like trim on the dashboard, blue contrast stitching, and blue R logos on the front seatbacks further set the R apart from the Golf.

Volkswagen's new Golf R will arrive on American shores in late 2021 as a 2022 model, though pricing information hasn't been announced. For context, the last-generation R carried a base price of approximately $40,000. It will be joined by the eighth-generation GTI, which packs a 242-horsepower turbo four. We learned the Clubsport model unveiled in October 2020 won't be sold here, so nothing will fill the gap between the GTI and the R.

When it lands, it will come standard with a sunroof, stainless steel pedal caps, 30-color ambient lighting, touch-sensitive surfaces on the steering wheel, leather-upholstered sport seats for the front passengers, and a digital instrument cluster, among other features. Buyers will initially have three exterior paint colors named Lapiz Blue Metallic, Pure White, and Deep Black Pearl effect, respectively, to choose from, though we wouldn't be surprised if Volkswagen again expands the color palette with wilder hues a little bit later in the hatchback's production run.

Volkswagen has ended production of the e-Golf electric hatchback in the few remaining days of 2020, closing a chapter on its early era of EV efforts. The very last e-Golf, finished in Urano Grey, rolled out of the Transparent Factory in Dresden today, capping the total run at 145,561 cars.

The e-Golf had been in production in Dresden from 2017 and in Wolfsburg since 2014, serving as a forerunner to the ID.3 hatchback, production of which began earlier this year in Zwickau, Germany. The Dresden factory alone produced 50,401 e-Golf cars since 2017, while e-Golf production in Wolfsburg wrapped up earlier this summer.
With a total run of 145,561 cars over seven years, the e-Golf turned out to be one of the most popular EVs in Europe during this period, especially in Norway and Germany.

"The end of the e-Golf is also the start of the final preparations for the ID.3," said Danny Auerswald, head of plant of the Transparent Factory. "In just a few weeks, we will be opening the next chapter for the Transparent Factory. After Zwickau, we are the second location in Europe to manufacture vehicles based on the new modular e-drive system. Volkswagen is thus underlining the importance of the Saxon plants in the group-wide E-offensive."


Dresden will produce the ID.3 hatch, joining the Zwickau factory. VOLKSWAGENThe ID.3 hatch will thus gain a second home in Germany as production of the electric hatch accelerates, and as production of the ID.4 for the U.S. market continues in Zwickau, with the first cars expected to land stateside in a matter of weeks. The Dresden factory will be converted early next year for Modular Electric Drive Kit (MEB) platform vehicles like the ID.3, and the first conversion efforts have already taken place over the past several months.

"The start of assembly of the ID.3 is very good news for the workforce and the reward for the many efforts made in the transformation of the site since 2016," said Chairman of the Works Council of the Transparent Factory, Thomas Aehlig. "We have thus achieved sustainable job security for the core workforce and a positive future perspective for the site."
However, when it comes to the U.S. market, we won't be getting a direct replacement for the e-Golf since the ID.3 has not been scheduled to be offered here. This means VW will be without a small, electric hatch in the U.S., kicking off the ID lineup with the larger ID.4 crossover.

But will VW be able to avoid offering an electric hatchback in the U.S. in the long run, even given the dramatic fade of this bodystyle in the U.S?

This seems doubtful long-term, even as automakers like Mercedes-Benz scramble to offer electric sport-utilities in the U.S. VW has also offered an even smaller e-Up! hatchback in Europe for the past few years, a model that will be replaced by the ID.1 and ID.2, so it has already made plans to offer electric models smaller than the ID.3 itself. As much as the market has turned to crossovers of all sizes, we hope to see small EVs from VW in the states that could land below the $20,000 mark.