Test drive Honda Civic Type R and VW Golf R: comparison test
Test Drive

Test drive Honda Civic Type R and VW Golf R: comparison test

Test drive Honda Civic Type R and VW Golf R: comparison test

Supreme Golf or a strong Japanese - who fascinates more

Today we will leave work and just drive a Honda Civic Type R and a VW Golf R together on the road and in competition. And also each separately and ... How good life can be with two small cars with a capacity of more than 300 hp. each!

"Earth Dreams Technology" is the inscription on the compressed air hose of the 320 hp turbocharger. Honda Civic Type R. This promise is difficult to translate literally, but it sounds like some kind of tech-romantic daydreaming. And in doing so, as a sure counter to e-hybrid sanity (in which Honda's specialists are also far ahead with the material). Instead, the VW people only wrote "TSI" on the roof panel above the engine. As if they were forced to dampen the impression of its 310 hp. with derogatory rhetoric. Doesn't that say more about two compact athletes?

We all know that with golf one "never goes wrong", "always has the best", "ready for all kinds of surprises"... But he rarely reaches the limits of euphoria along the way. And R does not have a clear propensity for unreasonable actions - he has already been transferred to GTI Clubsport. So to speak, like a “bad boy” in uniform in a model family. So far, R has the most unreasonable thing - these are four end pipes of the muffler.

Spoilers-aprons-sills

However, this model is often called "super golf", which does not fully correspond to its character - because it is less "super golf" and much more "golf". That's why we prefer to use the definition "top" - because in terms of price and power, the R version is the pinnacle of everything we usually imagine when we talk about Golf. At the same time, we are again looking for words calmly and pragmatically. Something that would not be so easy with a Honda model.

Because Type R is a real pirate. At least that was the case before its current new edition - and visually it does not give reason to think that the model is moving in the direction of more causes. It's basically like a removable spoiler-apron-sill combo because it's hard to see where one starts and where the other ends. And above all this, a large wing hovers like a monument to motorsport.

It looks so impressive that it takes time to get used to it. When you've finally completed the aerodynamic study, opened the door and placed the rears through the high side support into the partially electrically adjustable seat, the curious evaluation can continue. The first thing you notice is that here, unlike its predecessor, the landing is much lower. And unlike the rather complex landscape of controls until recently, the current toolbar looks downright conservative. No sign of Playstation type effects. Instead, there are a lot of buttons on the steering wheel and submenus.

With just a few clicks, you'll find motorsport-inspired accessories such as a stopwatch timer or longitudinal and lateral acceleration indicator. However, the navigation system is only available for the GT trim level or, as a temporary solution, when connected to a smartphone.

And what does it look like in Golf? Like the Golf, the R differs very little here. And being a golfer means earning points in different inconspicuous places in each comparative test. Usually - with more space, better visibility and visibility, more payload, more pleasant to the touch plastic. But not necessarily with some incredible ergonomics - it has suffered since VW saved the second controller by turning and pushing the big infotainment system. Also, the R received lower scores for functionality because it's only available in a two-door version, but the Easy Entry system makes it easier to get up from behind.

Once we get to the points that have nothing to do with sports, here are a few more to wrap up this topic. Naturally, the Golf shines in the support systems (which helps it win in the safety section). Naturally, it offers more multimedia capabilities (making it easier to work in the comfort section). And of course he is gaining many points one by one.

The manufacturer then removes the semi-gloss tires (part of the €2910 package) from the stunt bag to increase stopping distance. He manages to achieve this - but only with the help of heating tires, discs and pads. However, when stopping before a corner (with cold tires and brakes at 100 km/h), the Civic turns out better. As a result, the safety section is less behind than we previously feared.

Among the green forests

Stop before turning? Botany has already entered the discussion, that is, the forest where the best turns are sheltered. The right hand is already looking for a tall ball on the gear lever. I press the clutch. Click and we're in low gear now. Before releasing the pedal, Honda independently supplies intermediate gas. The gears turn on smoothly, the speed is evened out. The 4000-litre unit roars, its exhaust spinning the turbocharger wheel, power exploding out of nowhere and pulling the Type R forward. 5000, 6000, 7000, XNUMX rpm / Min. Click, next transfer. OMG (Oh my God, Oh my God in the language of the Internet)!

Surprisingly, the front-wheel-drive model shows almost none of the expected lack of traction compared to the Golf's dual-drive model (which would be different in winter). The front wheels grip the pavement with their blocks, pushing out of the top of the corner with the perfect dose of slip, giving a telling lecture on traction. The beauty of sports tires is also missing - a mechanical limited-slip differential is enough to pull the Type R through corners. At the same time, the entire chassis remains rigid and torsion-resistant. As we have seen in the specially reinforced undercarriage of racing models. An opportunity to have fun? Maximum possible!

It seems that in technoid Japan, the engineers are directing their anti-bourgeois impulses entirely towards projects like the Type R. But what about Germany? We stop in boxing, change cars. Hey Golf buddy, it's clear, isn't it? Yes, and from the first minutes, because even R vibrates in the usual rhythm. Engine? As in Honda - a two-liter, four-cylinder with forced refueling. In this powerful golf course, a person is forced to persistently remind himself that he is being pulled up to 310 horsepower. The engine hums so quietly it's like it's talking to itself. So let's go into R mode to evoke more emotion.

When you step on the gas, you hear a pleasant roar that speaks of the power from the large displacement. The fact that the sound is generated artificially does not bother you at all. Against. Where the Honda makes a purely mechanical noise near the speed limiter, the VW makes a refreshing intake noise. It doesn't quite match the thrust - typical of a turbo engine, it starts hesitantly and then, in the middle of the rev range, suddenly uses its full potential to reserve again for the 5500 rpm division. Accordingly, when accelerating to 100 km / h, the R lags behind the rival.

We return to the rough asphalt track of the landfill in Lara. The half-paintings heat up and emit sticky pops. The Golf R glides between the pylons efficiently, intelligently, coolly and remotely. It breaks through the mechanical routine. Calmly sets the desired pace. Only at the limit of traction does it begin to “pump” the rear axle, but it still remains under control. Here R is all Volkswagen – without the desire to stir up hot passions.

Coarseness? No - velvety softness!

This is equally true for a fast ride, where the German is completely self-centered, following the high speed of the Honda, but falling behind a little on hilly sections - because the rear starts to "rock" again.

To our surprise, the otherwise rough-looking Type R's chassis absorbs bumps more smoothly. The comfort mode of its adaptive dampers turns the crazy head into a reliable companion in everyday life. This is also new from Honda.

The fact that the Japanese still fall short on quality scores is due to rational rather than emotional criteria; after all, the points take into account not only driving pleasure, but also qualities that are important for everyday life. And this is golf territory.

In another respect, the seemingly unintelligent Honda offers more common sense. Its cost in Germany is lower, but the equipment is better. And it has a longer warranty. Even his consumption is more modest (9 instead of 9,3 l / 100 km), but the difference is too small to be reflected in points. All this gives Honda a victory in one segment - but only shortens the distance with the winner.

One thing to note, however, is that rarely does a loser leave a race with a head as tall as the Civic Type R.

Text: Markus Peters

Photo: Ahim Hartmann

Evaluation

1. VW Golf R 2.0 TSI 4Motion – 441 points

He is fast, but remains low-key and thus shows that he can win more supporters. The rich security system and multimedia equipment contribute to the victory of P. However, the VW model is expensive.

2. Honda Civic Type R – 430 points

With its energy, the Type R demonstrates that it is a car for connoisseurs who are looking not for a winner on points, but a radical and assertive sports car for the road. Pleasure rating? Ten out of ten!

technical details

1. VW Golf R 2.0TSI 4Motion2. CHEAP Honda Civic Type
Working volume1984 cc1996 cc
Power310 k.s. (228 kW) at 5500 rpm320 k.s. (235 kW) at 6500 rpm
Maximum

torque

380 Nm at 2000 rpm400 Nm at 2500 rpm
Acceleration

0-100 km / h

5,8 with5,6 with
Braking distances

at a speed of 100 km / h

36,1 m34,3 m
full speed250 km / h272 km / h
Average consumption

fuel in the test

9,3 l / 100 km9,0 l / 100 km
Base Price41 175 EUR (in Germany)36 490 EUR (in Germany)

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