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Hyundai Kona N
Used Car Reviews

The Hyundai Kona N is a superb used car bargain for those who can’t afford a Macan

On the first day, Albert Biermann created the Hyundai N division so that Korea may have the means to stand up to its incessant German and Japanese rivals. On the second day, Biermann created the Veloster N so that Road & Track staffers’ heads may explode in ecstasy over Korea’s newfound affinity for affordable driving dynamics. On the third, he crafted the Elantra N so that I could go to the mall for Donut Media stuff (no, seriously). And on the fourth, he spawned the Hyundai Kona N so that young urbanites and small families may, too, experience the wonders of burble tunes and dual-clutch gearboxes.

Alas, the Kona is a relatively new face in a saturated segment, having only begun life in 2017 and the N joining the lineup in 2021. A second-gen car had only recently appeared as of 2023, yet the Kona has proven to be a favorable choice and a hot seller among buyers. Heck, all of Hyundai has proven favorable in recent years. So, how about a used one? Is a used Hyundai Kona N worth the coin for that discerning enthusiast who may be looking for a sporty daily or a higher-riding alternative to the typical GTI? Hmm, let’s see.

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Hyundai Kona N
Image credit: Jeric Jaleco

(Author’s Note: Special thanks and shoutout to my friend for loaning her 11,000-mile Kona N for a couple of afternoons to gather driving impressions.)

Price and specs

The Kona N sold with an MSRP of roughly $35,000 before taxes and fees, approaching a base model GR Corolla or a loaded Subaru BRZ tS. However, unlike those two, the Kona offers a taller seating position and more ground clearance for the urban rally stage and, for better or worse, front-wheel drive with an eight-speed dual-clutch gearbox only. Like the Elantra N, the Kona shares its 2.0-liter turbocharged heart that spews out a healthy 286 horsepower and 289 pound-feet of torque, enabling 0-60 in as quick as 4.8 seconds. At roughly 3,340 pounds, the Kona N is just a touch heavier than the Elantra but about on par, if not a bit lighter, than a current-gen Subaru WRX.

New prices (2024):$34,950
Approximate used prices:$24,000 to $30,000
Engines choices:2.0-liter turbocharged inline-four
Transmission choices:8-speed dual-clutch automatic
Drivetrain choices:Front-wheel drive
Power:286 horsepower
Torque:289 pound-feet
Weight:3,340
0-to-60 mph:4.8 seconds
1/4-mile:13.4 seconds @ 105 mph
MPG:20 city, 27 highway, 23 combined
Fuel capacity:13.2 gallons
(Author’s Note: Performance numbers reflected in Car and Driver’s review from July 2022)

Not bad for a family crossover, and fuel economy is quite good by performance car standards, if unremarkable by crossover standards or four-cylinder cars in general. But by eyeing the N model in particular, you ought to know what you’re getting into. It’s a family car built to go from Namyang to the Nürburgring, not just the elementary school to Costco. Kona Ns are fairly well-appointed, featuring CarPlay and Android Auto, built-in GPS navigation, heated seats, a digital gauge cluster, and single-zone automatic climate control.

No sunroof or all-wheel drive options are available, but all Kona Ns are backed by Hyundai’s generous and well-received five-year, 60,000-mile basic and 10-year, 100,000-mile powertrain warranties. One whole decade. Given the Kona N’s infantile age compared to other sport compacts, this warranty ought to still be well within its timer and of great use to prospective buyers for years to come.

What’s hot?– Unmistakably fast
– Corners like a champ despite tall height
– Snappy, smart-shifting dual-clutch programming
– Ergonomic interior with comfortable seating
– Eager, playful demeanor
– Quick-responding, easy-to-reach infotainment

First-generation Kona N and the only N so far (2022 to 2023)

Hyundai Kona N
Image credit: Hyundai

Huzzah! There she be. The first-gen and, so far, only-gen Kona N, running for only two years in the United States with pretty much no major revisions or additions, only to be snuffed out by the arrival of a new-gen Kona, which more closely follows Hyundai’s current design philosophy. All Kona Ns, like my tester, are specced exactly the same: turbo-four ganger routing 286 horsepower through an 8-speed DCT to the front wheels only. Your options are colors and any available dealer accessories. And then there’s that super angular love-it-or-hate-it styling that grows on you after a while.

Second-generation Kona with no N model as of yet (2024 to present)

Hyundai Kona N-Line
Image credit: Hyundai

You’d be hard-pressed to believe the outgoing N is a Kona if you’ve only seen the new generation or be dumbfounded thinking the new one is a Kona if you’ve only seen the first generation. The new Kona sports standout styling akin to an Ioniq having a child with a Genesis, complete with front and rear light bars and the Elantra’s signature “Z” body lines carved into the doors. The outgoing Kona is also a significantly smaller car as the new model grows an inch in height, an inch in width, seven inches in length, and over two inches in wheelbase, all in the name of cabin space and refinement. While there’s no full-on N model yet, there is the peppy, 190-horsepower N-Line, but the increased size translates to increased weight, which has reportedly taken a toll on handling and performance. This presents a challenge for any future N variant to overcome, but it’s certainly nothing Biermann’s crew can’t handle, should they decide to make one.

Review round-up

Existing for only two model years, it’s tricky to gauge the Kona N’s long-term reliability. But I’ll take the internet’s word that the Hyundai N family, in general, is usually nothing short of bulletproof. Some higher-mile examples across CarGurus barely crest 60,000 miles, just timing out of their basic warranties but still well within their powertrain warranties. Perhaps the biggest complaint about an N is that it can be a little raucous to those unprepared to saddle themselves with something so focused and over the top compared to a run-of-the-mill Kona, Elantra, or Veloster. To some, the ride can still be a tad too firm, even in the softest settings, but thankfully, the Kona is graced with a comfort seat option that Elantras don’t get, and Velosters no longer offer.

Hyundai Kona N
Image credit: Jeric Jaleco

The Hyundai’s grip is stupendous, and the wheel transmits steady chatter from the road, such that you feel in your hands when the pavement abruptly transitions from smooth and fresh on the North Carolina side to patched and parched in Tennessee. Detecting that we’re up to some hijinks, the Kona’s N Track Sense Shift transmission software starts aggressively downshifting for corners and holding gears to redline all on its own.

Ezra Dyer, Car and Driver instrumented test, July 2022

Around town, there can be a little head toss with the suspension in its firmer Sport mode, but the crossover is otherwise perfectly poised. Hitting our local canyon road, we were continually amazed by the grip levels. No matter how much we turned the steering wheel or otherwise tried to induce slip, it just never gave up traction. The Kona N simply sticks and goes no matter how hard you try to break its resolve. It’s unflappable.

Bob Hernandez, Motor Trend instrumented test, August 2022

The Kona N makes for a compelling solution to these hollow excuses [saying one can’t have an enthusiast car because it sacrifices practicality]. It’s small enough to parallel park in New York City, practical enough for a shopping spree, and economical enough that I didn’t feel like I was breaking the bank, even as I filled up with premium gas. 

Aaron Segal, The Drive review, September 2022

Driving the Kona N spiritedly on back roads is fun. It’s super quick. You get grippy Pirelli summer tires (miraculously, still on my test car in November), relatively spot-on steering and a lot of feedback from the road. But unlike a GTI or a Type R, it doesn’t feel ironed over at all. You have a high center of gravity and a short wheelbase — 4.5 inches shorter than the Elantra N’s — which adds up to less stability. Normally-smoothed-out features like torque steer, body roll and tires scrambling for grip are readily apparent.

Tyler Duffy, Gear Patrol review, December 2022

The Kona N is only going to make sense to a certain subset of people. Those people will really, really love it. It seems like Hyundai’s attempt to give us a hot hatchback in a shape that the market is really into right now, the compact SUV. As a former GTI owner, the Kona N still has some of the same characteristics of the GTI and other hot hatchbacks of days gone by: a practical shape for folding down the rear seats and shoving in a bike or a dresser on occasion, a reasonably small footprint, and performance numbers that will shock people who judge cars by their badge. The Kona is just a lot less subtle about all of it. The styling is good looking but definitely not understated,

Consumer review on 2022 Kona N, Kelly Blue Book

While all of this is great, what really brings it all home for me is the day to day livability, and in this regard I think the Kona N has a leg up on the Elantra N, which I’ve also driven. The seats are great. They hold you in but don’t feel too stiff, and the leather/suede combination (I’m not sure if they’re real or imitation materials, but they feel great) is nice. While the interior won’t be confused for a luxury car, it feels solidly built and all the touch points are nice enough that the car never feels cheap. All of the lighted interior parts illuminate in blue as well, which is a cool touch that people don’t seem to be talking about. As a daily driver it really gets the job done, and you can fit four average sized adults in it no problem… Although people above six feet will probably struggle in the back seat, so keep that in mind.

Consumer review on 2022 Kona N, cars.com

I wanted a car that was functional but also very fun to drive. In comes the Hyundai Kona N. It’s not your typical CUV, it has a drivetrain that can be found in the Touring America TC race series Hyundai Elantra and Veloster. I can tote around my mom and her wheel chair while having fun carving the mountain roads (safely of course).

Consumer review on 2023 Kona N, cars.com

This car is a hoot to drive, and it also causes lots of glances over as you tear away from other cars when you are simply just driving around. Even in Eco mode the exhaust has some nice notes. The only issue is the suspension, but that should be expected given that this is a track-ready car.

Consumer review on 2022 Kona N, cars.com

Again, the standout complaint seems to be an overly stiff ride, which varies from person to person. More on ride quality in my driving impressions. And again, reliability talk seems to take a back seat as the cars are too new to have many nasty gremlins rear their ugly heads. But if magazine long-term tests and social media banter about other N cars are anything to go off, reliability should be of little concern to prospective owners, with little-to-no major hiccups reported and only a few people experiencing odd flukes that were never replicated. Car and Driver’s Veloster N long-term car experienced an unknown electric fluke that a computer reflash solved, and it never appeared again.

If anything, forums have reported a few high-pressure fuel pump failures with track-driven or heavily modified Veloster Ns, but some users are quick to note that these are uncommon occurrences and that Hyundai has otherwise made big strides in the reliability of its entire lineup. Buyers should also note if the cars they’re shopping for have had a particular recall, Safety Recall 236, regarding the 8-speed DCT resolved or not.

Driving impressions

The cool parent’s crossover

Well, how does the “broke-person Macan” drive? Out-freaking-standing, I say.

In Normal and Eco drive modes (and paying zero attention to the paddle shifters and NGS button whatsoever), you’d be hard-pressed to believe it’s anything other than a solid, well-appointed compact crossover with hefty-ish steering. The tiny size, outstanding visibility, and taller ride height versus normal hot hatches make the Kona N one of the better daily driver options for urban car enthusiasts. CarPlay works like a charm, as does the built-in GPS nav, and the digital gauges are legible.

Most appealing has to be the comfort seats, which retain enough bolstering for spirited drives but with more padding for long hauls versus the Elantra N’s rock-hard buckets. They do a commendable job helping to iron out road imperfections, the harshness of which I find to be a bit overblown in other reviews, as the softest modes aren’t terribly stiff. Sure, it’s firm, partly due to the short wheelbase, and downsizing from the factory 19-inch wheels to 18s would also help, but it’s still totally livable. That is if you’re accustomed to a Focus RS or F80 BMW M3, I must say. Perhaps I’d say otherwise in torn and battered places like Salt Lake City, Reno, or parts of SoCal.

Interior materials are unremarkable econobox stuff, easily showing this once-$35,000-car’s $25,000 roots. Plastics are abundant, but they’re tightly bound and devoid of creaks, at least in my near 11,000-mile loaner. Fuel economy is so-so, as well. The average economy readout of my friend’s car indicated a hair below 24 mpg, which is on track considering the Kona N’s also-mid EPA ratings. Hey, it’s a hot hatch, folks! That 13.2-gallon tank should keep fill-ups relatively cheap, and they make a Kona Hybrid, anyway.

Road-going rally car

Like the Elantra N, the Kona N is a bonafide ripper and eager to take anything you throw at it with glee and ferocity, from sweeping corners to tight hairpins. It feels every bit of its M-influenced heritage and makes great use of its 289 pound-feet of torque, nudging you into your seat on every pull. The DCT is geared short and shifts snappily, always keeping you in the meat of your powerband during pulls. Manual paddle response is quick, but the gearbox is smart enough in Drive where you can leave it to its own devices, and you’d be just fine.

In German car fashion, the exhaust blats and snorts on downshifts and lift-off and changes tone between Sport/N modes and lesser modes, shifting from “kind-of sporty crossover” to “wannabe rally car.” Also in German car fashion, the engine pulls butter smooth, or at least as smooth as it can be for premium hot hatch pricing.

Hyundai Kona N
Image credit: Jeric Jaleco

Baby Porsche Macan? In this regard, sure.

But the most Porsche-like attribute one could point out is just how sharp and confident the Kona N is once you turn that big round thing in front of your face. Sure, it’s fast. But many sport compacts these days are fast. Few are as connected and razor-sharp as this, even with its ground clearance and humble family ute beginnings. After sampling this and the Elantra, I can say that Honda’s performance car steering is better. But Hyundai isn’t far behind. The steering weighs up nicely on turn-in, and the overall weighting is appreciably hefty in Sport, although the lightness in Normal mode feels more authentic to what the Kona N really is without sacrificing accuracy.

Speaking of which, the modes appreciably make a considerable difference. It’s not a case of, “Oh, it’s a little sharper or a little stiffer than earlier.” No. Sport and Normal really are transformative, from the steering to the exhaust and the tuning of the engine and diff, bouncing between a firm family crossover with sporty steering and nothing else and a true driver’s car.

Hyundai Kona N
Image credit: Jeric Jaleco

Thankfully, the Kona shares its stablemates’ N buttons, allowing drivers to custom tailor their experiences to have riotous engines but soft suspension or a more or less aggressive e-LSD mode. Keep the Kona N in its softer suspension settings, and you can tackle most tattered canyon roads without worrying about upsetting the chassis or your passenger spilling their drink in their lap… Ask me how I know. Custom drive modes for the win.

And yeah. It’s a sport compact in 2024. If you want to add extra go, grip, or glamor, there’s a sizable aftermarket ready to take your money, as the local Hyundai N clubs have proven.

What’s not?– Firm ride to some, especially in sportier drive modes
– Unremarkable fuel economy
– Unremarkable cargo space
– Might be cramped for taller individuals
– Front-wheel drive only
– Fuel pump concerns for modified or track-driven N cars

Should you buy a used Hyundai Kona N?

So. Baby Porsche Macan. Broke Porsche Macan. Blue-collar Porsche Macan. Am I crazy for making all these Porsche comparisons? Yeah, probably. It’s far from a real Porsche. But that should speak to how enjoyable the Kona N is to even think of such a brand when you start to egg this little guy on. It’s a silly endeavor, turning a Crosstrek fighter into a track-ready hot hatch on stilts. But Hyundai did it. And Hyundai wound up with one of the most enjoyable compromises in the affordable performance car market, even if it only stuck around for a couple of years.

Hyundai Kona N
Image credit: Jeric Jaleco

Should you buy one? You can probably guess what my answer is and the answer of any auto journo or previous owner. The question you need to ask yourself is if you can deal with the compact size and cargo area typical of this class. Is this doable, or do you need something to haul more than one or two medium-sized things from IKEA? And can you tolerate the firm suspension and ho-hum fuel economy in exchange for driving enjoyment at any opportunity? The Kona N is still indeed a usable family crossover, but it’s one Hyundai twisted and bastardized into the antithesis of an HOA Karen’s ideal SUV and a car lover’s dream (affordable) daily driver. If that sounds even the least bit appealing, then have at it, and pick yourself up one of the most unique and lovable gifts to the automotive world since, well, the last two Ns.

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2023 Honda Civic Type R
Buying GuidesFeatures

The five best new hot hatches you need to drive

Why conform to society and get a boring SUV or sedan when you can get a rowdy, obnoxious hot hatch that screams in the face of normality? These bad boys hit that need for ultimate speed while still being practical enough to live with, such as grocery shopping and everyday errands. Trust me, even your grandmother will enjoy driving a hot hatch. Convinced? Here is a list of the five best hot hatches you need to look at for your next car. 

Volkswagen Golf GTI

What’s hot?

  • Practical, premium, and economical, yet with all the performance you need
  • Easy to modify, but the car is almost perfect to begin with 

What’s not?

  • Creature comfort controls are terrible due to being capacitive touch and motion-activated only
  • Reportedly diminished build quality versus prior Mk7 generation

Join the original hot hatch club with the latest eighth generation of the famous Golf GTI. With it being the original hot hatch, the instant street cred you get from it makes it a definite head-turner. The GTI is the perfect blend of sportiness and practicality which is a winner in my opinion.  

Volkswagen has perfected the inline four-banger, front-wheel drive setup with the GTI. The current eighth-generation GTI comes with a 2.0-liter turbocharged EA888 engine that produces 241 horsepower. It may not sound like the big numbers you find on a muscle car. However, the GTI utilizes every one of those ponies to maximize the driving experience while still being reasonably economical on gas. You can either get a six-speed manual for spirited driving, or you can remove the third pedal and be generic with a seven-speed automatic gearbox, which will unfortunately be the only gearbox choice going into 2024. But some argue the DSG dual-clutch suites the mature character of the GTI better, anyway. If you want more, you can always look at the GTI’s big brother, the Golf R (see the end of the list).

Even though the GTI is a fast hot hatch, you can still happily use this German piece of art as a daily runaround. With four doors, a spacious boot space, and a premium interior, you would not want to travel in anything you have besides the GTI.  

With over eight different generations of GTIs you can choose from, you can get the technological marvel of the latest generation, or you can get a classic GTI that has that period-correct obnoxious feel to it. 

Honda Civic Type R (also by extension, Acura Integra Type S)

What’s hot?

  • Has that good ol’ Honda reliability and heritage
  • Still a great daily driver but can still outperform most things in its class on road or track

What’s not?

  • Mature styling may be considered quite bland compared to previous generations 
  • No automatic gearbox for people who can’t drive a manual (wah-wah, cry about it) 

You may think a Honda Civic is an old person’s car, but when you see the Type R badge on a Honda, you know this car is something special. By extension, as does its mechanically identical twin, the Acura Integra Type S, which we’ve had the privilege of reviewing here on the site. The Type R and Type S twins are the Japan giant’s answers to the Western leviathans, such as the Golf R, the Audi S3, the Euro-only Renault Megane RS, or the now-defunct Focus RS, and it stands just as tall if not completely towering over them in on-road and on-track performance.

The latest generation of Type R boasts a turbocharged K20C1 inline-four that produces 315 horsepower (320 in Integra guise) through a six-manual transmission, which you’ll definitely feel thanks to short, snappy gearing and a bounty of torque that feels as though it pulls all the way to redline. However, for drivers who don’t understand how the third pedal functions, you’re out of luck. With great speed comes great responsibility, and the Twins are aimed at delivering ultimate performance and purism… or as pure as you can go in a car sold in the 2020s.

The Type R has a bright red carpet and seats, giving the Type R that extra appeal as no other car in the category has that extra pop. The Type S gets less aggressive, leather-wrapped seating in more, uh, tasteful colors for those who aren’t the biggest fan of the R’s hotboi sensibilities. But, while the Type R is a rowdy machine, it still offers refinement for the everyday grind while still stretching the idea of what a hot hatch is. Come on, who doesn’t want a Type R as their daily driver? I do!

Toyota GR Corolla

What’s hot?

  • The all-wheel-drive system comes out of a rally car 
  • The pocket rocket three-cylinder can outperform many other engines for its size 

What’s not?

  • Odd exhaust tone due to it being a small inline-three
  • The lovely six-speed manual also gatekeeps those not fluent in the way of the third pedal

When someone states that they want to get a Toyota Corolla, you may wonder what has caused their soul to be sucked away to want such a pedestrian car. But you are forgetting one of the best cars coming from Japan right now: the GR Corolla. This rally-engineered car for the road can trace its roots back to the World Rallying Championship with the homologation special Toyota GR Yaris, and who doesn’t want to drive around a roadgoing rally car?

You could call the GR Corolla a spiritual successor to the almighty Subura Impreza WRX STI and Mitsubishi Lancer Evo, both rally-bred specials that have bit the dust within the past decade, as the GR is a purposed-bred rallyist made commercially available. It may sound strange to say that this AWD monster only has a 1.6-liter three-cylinder turbo engine, yet this pocket rocket of an engine produces a whopping 300 horsepower. That is a mind-blowing 187.5 horsepower per liter! For reference, that’s roughly the same horsepower per liter as a Ford GT (188.5 horsepower per liter as of the current engine revisions).  

That 300-horsepower figure is transferred to all four wheels through a manual six-speed transmission. The GR Corolla only comes with manual controls, such as the gearbox, and surprisingly, it has a manual handbrake. Oh, the implications that carries. What I appreciate from Toyota is that they haven’t included those annoying electronic handbrakes that don’t allow any of those sneaky skids and fun activities. Because, you know. Rally car stuff.

Mini Cooper JCW

What’s hot?

  • The unique styling of the Cooper will make you stand out 
  • The excellent handling can still outperform many other cars 

What’s not?

  • They are expensive for what you get 
  • Not many dealers, so getting spares can be a nuisance

The European’s answer to a hot hatch does not disappoint. Sure, it may not be the fastest or most popular option for many people, but it should be. Why? It’s because the John Cooper Works Minis handle like go-karts and goes like stink, even if Mini is more “Medium” nowadays. Thankfully, that mediumness translates to a somewhat spacious cabin, which can be brought way into the realm of upscale with boujee interior materials and tech packages, albeit at a steep cost.

The BMW-sourced B48 four-cylinder of the JCW Mini Cooper produces a respectable 228 horsepower that goes to the front wheels through its electronically-controlled front differential. So you can still lay elevens, even if it’s just with the front tires. A six-speed manual is standard, but a snappy Aisin eight-speed auto is available for those who want to live out any sort of World Touring Car Championship fantasy. But if you’re more of a zip-around-town, wind-in-your-hair sort of person, you’ll be excited to know this is also the only entry here with a droptop convertible variant.

Fun little easter egg! A very clever little styling cue on most of the new Minis is the rear lighting. If you pay close attention to the taillights, you will see the Union Jack flag, where the Mini brand originated and where they’re still assembled to this day.

Volkswagen Golf R

What’s hot?

  • The all-wheel-drive system is excellent. 
  • Still practical with four doors and a spacious boot. 

What’s not?

  • It is very expensive for the experience you get 
  • It has the same infotainment issues that the Golf GTI has 

I can not make a list of the best hot hatches you can get without talking about the Golf R. The big brother of the Golf GTI can be seen as the current king of the hot hatches you can get in the US car market, with 315 horsepower going to all four wheels, not like the front-drive-only GTI. 

Some people may see the Golf R as hatchback-ified Audi S3… And it is, as they both share the same Volkswagen Group MQB platform and EA888 engine. You get similar interior quality with a more practical central screen layout, plus all the same performance in a more practical body. So while the Audi S3 may carry that prestigious badge, you could argue the Golf R is the stronger value. And that’s a great way to look at it since the Golf R’s sticker price mirrors the Civic Type R, yet the R lacks its track-focused purism, positioning itself as a more well-rounded alternative should you find its peers too hardcore.

You can view the Golf R as the ultimate canyon carver money can buy, as the all-wheel drive system can shift the power to each wheel when it is needed. Making the handling of the GTI almost the best there is on the market and a car that you need to get behind the wheel of!

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2023 Volkswagen Golf R
New Car ReviewsQuick Take Reviews

2023 Volkswagen Golf R review: a timeless hot hatch for the aging car enthusiast

Volkswagen released the eighth-generation Golf GTI and Golf R in the United States in 2022, and both got interesting anniversary models for 2023. I grabbed a 2023 Volkswagen Golf R 20th Anniversary from a local dealer at a fair price and have spent the last two months putting it through its paces. The car is far from perfect, but its mix of interior space, all-wheel drive performance, and supreme hot-hatch cargo capacity put it over the top for me. 

That said, I would’ve picked up a GR Corolla for the right price. The Golf R is brutally quick and offers impressive performance tech, but it’s not as raw or entertaining to drive as the Corolla or the new Civic Type R. It’s better at hauling my kids and dog, but is it a better all-around car? Let’s get rolling and discover all the reasons why I think (hope) I made the right call. 

Golf R Snow Slalom
Image: Volkswagen

2023 Volkswagen Golf R price and trim levels

The Volkswagen Golf R starts at $44,740 and is on sale now. It comes in two trim levels – base and 20th Anniversary – but the latter is just an appearance change for the car. Though the R is offered in other body styles globally, America gets a hatch only, but it gets all the goodies without added-cost options. In this review, we tested the 2023 Golf R 20th Anniversary.

Available trim levels:

  • Base: $44,740
  • 20th Anniversary: $45,390

Exterior paint colors

  • Lapiz Blue Metallic
  • Deep Black Pearl
  • Pure White White

Interior colors

  • Titan black w/ blue stitching

Interior options

  • VW offers no interior options

Packages

  • VW offers no packages or upgrades other than accessories

They’re keeping it real simple over there at Wolfsburg, I see.

For reference, the Civic Type R is roughly on par at $44,890, while its tuxedo-clad sibling, the Integra Type-S, goes for $51,995. The GR Corolla starts far lower at $35,900, and the Hyundai Elantra N, which is a teeny smidge behind this pack in terms of speed but has similar tech and features, stickers for $32,900.

2023 Volkswagen Golf R interior and tech

While VW offers plaid cloth or leather in the GTI, the Golf R gets leather in both models. The 20th Anniversary adds carbon fiber trim to the dash and a blue “R” logo to the steering wheel but is otherwise identical, other than the fact that buyers pay more to delete the sunroof. Some have complained that the eighth-gen Golf R and GTI feel cheaper inside than their predecessors, which is largely accurate. There are more hard plastics and fewer physical controls than before, and that’s a hard pill to swallow at almost $50,000.

Interior space

  • Front seat legroom: 41.2 inches
  • Rear seat legroom: 35 inches
  • Front seat headroom: 38.5 inches
  • Rear seat headroom: 38.1 inches
  • Cargo space with back seats up: 19.9 cubic feet
  • Cargo space with back seats down: 34.5 cubic feet

Dimensions

  • Length: 168.9 inches
  • Width: 70.4 inches
  • Height: 57.7 inches

2023 Volkswagen Golf R engine and performance

The 2023 Golf R relies on VW’s workhorse EA888 four-cylinder engine, now in its fourth generation. The turbocharged 2.0-liter mill makes 315 horsepower and 295 pound-feet of torque and sends it to all four wheels through a seven-speed DSG transmission. The car comes standard with a six-speed manual, but they’re harder to find and are down 15 pound-feet of torque on the DSG. I’ve been able to get close to Car and Driver’s tested zero-to-60 mph time of 3.9 seconds, but the quickest times involve perfect conditions that I rarely have here in Maine.

In the handling department, Volkswagen improved the Golf R’s suspension and chassis, and the car comes standard with adaptive dampers. Large 14.1-inch front rotors bring everything to a stop and the car’s torque vectoring shifts torque between the wheels that need it the most.

The Golf R also includes several drive modes, such as “Race,” “Special,” and “Drift.” Even so, having a Drift mode is only really useful if the car actually drifts while using it. That’s not the case here, as the Golf R feels extremely reluctant to break traction in the so-called drifting mode.

Golf R Drifting
Image: Volkswagen

2023 Volkswagen Golf R design

Where some hot hatches opt to shout their performance from the rooftops, the Golf R is a more subtle affair. There are no loud scoops on the hood or massive spoilers other than one prominent wing on the rear hatch. I’d prefer a sunroof, but many have knocked VW’s for being leaky and loud, so perhaps I dodged a bullet with the 20th Anniversary’s slicktop design. The car rides on 19-inch wheels clad in summer rubber, and though the wheel design is the same, the 20th Anniversary’s are painted black. The only other indications that it’s different from a GTI or standard Golf are the R logos on the quarter panels and rear hatch.

The interior design is pleasing to the eye, but there are simply too many touch controls. I’ve adjusted to them after weeks of use, but they could be jarring for someone coming out of a more analog car. The front seats are deep, sporty, and supportive and offer prominent bolstering for secure seating during rowdy driving. Back-seat passengers enjoy more legroom than the Toyota GR Corolla, and the R has more cargo space than a Porsche Macan. Go figure.

Golf R front quarter view
Image: Chris Teague

2023 Volkswagen Golf R future

The Golf GTI and R are only two years old at this point, and despite VW’s EV saber-rattling, they’ll likely stick around with gas for at least a few more years. The cars are expected to get a facelift in 2025 or 2026 that brings more physical controls and other updates, but the Golf probably won’t shift to an all-electric, or even a hybrid design for that matter, in the next couple of years. That said, VW has long said that the GTI name would make the jump to electrification at some point, so it’s only a matter of time before we see an electrified hatchback on American soil. 

Golf R Wheels and Brakes
Image: Chris Teague

Additional FAQs

Is the Golf R worth the premium over a Golf GTI?

In my case, the answer was yes. The GTI (I owned a new one for over a year) fizzles out at a point, and that’s where the R shines the most. This is true with acceleration and overall grip, as the R’s trick all-wheel drive system helps it claw out of trouble much more confidently. 

Is a Golf R expensive to maintain?

Maintaining a Golf R is more expensive than driving something like a VW Jetta or Camry. Still, it’s not as tearjerking as trying to keep up with maintenance on a Porsche or more exotic car like a Lamborghini or Ferrari. 

Which Audi has the same powertrain as the Golf R?

The Audi S3 sedan has the same turbo-four and all-wheel drive system as the Golf R, all wrapped up in a sedan body instead of a hatch.

Is the Golf R faster than the GTI?

The Golf R has 75 more horsepower, and its all-wheel drive system helps put that power to the ground much more efficiently than the front-wheel drive GTI.

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