Volkswagen Golf R: Mark 7.5 vs. Mark 8

Words and Photos by Jennifer Jensen

There’s something uniquely captivating about hot hatches – small, unassuming, yet surprisingly potent machines that can juggle family errands, weekend adventures, and backroad fun without breaking a sweat. Volkswagen has been a prominent player in this arena since the hot hatch concept first emerged. But in 2004, things got really interesting with the introduction of the Volkswagen Golf R32. That car was Volkswagen’s bold declaration in the hot hatch world – a no-holds-barred, performance-first approach that showed VW wasn’t here to just play. They were in the market to dominate.

Back then, the R32 wasn’t just another hatchback. It was a Mk4 Golf with a 3.2L VR6 engine that pumped out 240 horsepower and 236 pound-feet of torque – an impressive feat for the era. It had a manual transmission, part-time all-wheel drive, and a burly sound that hinted at the power within. For VW enthusiasts, the R32 became something of a legend, especially considering that only about 6,000 units were ever made for the U.S. market, each available for just one year.

Fast forward to the Mk5 in 2007, and the R32 made its return. The formula stayed pretty much the same – the VR6, slightly tweaked with a bit more horsepower, and that same unmistakable, Chewbacca-imitating throaty sound. It, too, was a limited affair, with only about 5,000 units hitting the U.S. market.

But when the Mk6 arrived, fans were left wondering if VW would continue the R32 lineage. Instead, Volkswagen took a detour, retiring the VR6 and rebranding the high-performance Golf as simply the “Golf R.” The beloved six-cylinder was replaced by VW’s EA888 2.0L turbocharged four-cylinder engine, and to many die-hard fans, it felt like a betrayal. How could VW downsize from the soulful VR6 to a four-cylinder?

Yet, Volkswagen knew what they were doing. This new Golf R was lighter, more powerful, and more refined. I remember seeing the Mk6 Golf R at the New York Auto Show in 2011 – it was only available with a manual transmission, two or four doors, and Haldex all-wheel drive that could send up to 50% of power to the rear wheels. It was agile, quick, and laugh-out-loud fun to drive.

I still remember driving one for the first time in 2011, with a friend, both of us laughing like little kids. The power delivery, the grip, and that unmistakable Golf R charm had me hooked. I ended up ordering one – a Mk6 in Rising Blue, and it became my daily driver for a long time, racking up 60,000 miles. It was the perfect blend of practicality and performance, a car that could genuinely be enjoyed day in and day out. And one that I could push to its full potential in the real world every single day without fear of losing my driver’s license for the rest of my life. My son eventually inherited it, and it remains a family favorite to this day.

Then came the Mk7 Golf R, which built on the Mk6’s success but with a more mature, refined approach. When Volkswagen introduced the Mk7 in 2015, they were clearly out to make a statement. The Mk7 featured the familiar 2.0L turbocharged four-cylinder, but now it was putting out 292 horsepower and 280 pound-feet of torque, still with that Haldex all-wheel-drive system. It looked sharper, had a stronger chassis, and even better aerodynamics. It was a worthy successor, but I was so attached to my Mk6 that I wasn’t quite ready to upgrade.

Then in 2018, Volkswagen dropped an update with the Mk7.5, a facelift that brought some real improvements. This version introduced the Digital Cockpit, a larger infotainment screen, smartphone connectivity, and a few extra safety features. The adaptive LED headlights were a nice touch, and the car came with VW’s six-year, 72,000-mile warranty – a peace offering of sorts following the “Dieselgate” scandal. But what really caught my attention was the reintroduction of the manual transmission.

At this point, I was hooked again. I ordered a Mk7.5 Golf R in the Spektrum color option, specifically in Violet Touch Pearl – one of only 12 in that shade in the U.S. When it arrived in 2019, it felt like the best version of the Golf R yet. The car had that refined, buttoned-down feel, a powerful yet manageable 288 horsepower, and all the modern conveniences without being over-complicated. It was the kind of car that reminded you why VW’s Golf R is a hot hatch icon.

Then Volkswagen announced the Mk8 Golf R, which hit the U.S. market as a 2022 model. This new model came with some significant changes, and I couldn’t wait to see how it stacked up against my beloved Mk7.5. With 315 horsepower and, depending on the transmission, either 280 or 295 pound-feet of torque, the Mk8 was packing more power than any previous Golf R. And, of course, VW kept the Haldex-based all-wheel-drive system, but with a crucial twist – it could now send up to 100% of power to a single rear wheel, a serious upgrade over the 50% limit in previous models.

But here’s where things get interesting: the Mk8 is a bit of a paradox. On paper, it’s everything a Golf R should be – more power, improved handling dynamics, and a sophisticated all-wheel-drive system that includes a Drift mode for a bit of extra playfulness. The exterior is sharper, with a more pronounced character line and revised headlights and taillights. Inside, there’s the latest Digital Cockpit Pro, which lets you customize nearly every display option, and the ambient lighting now offers 30 colors with two-tone options.

Yet, as much as I wanted to fall in love with the Mk8, driving it felt… different. VW has moved heavily towards a touchscreen and haptic control setup, removing many of the physical buttons in favor of touch-sensitive panels. It sounds futuristic, but in practice, it’s a little frustrating. Adjusting the temperature or volume, for example, now involves sliding your finger along a touch-sensitive strip, which, on a bumpy road, can be hit or miss. There’s more tech to interact with, more screens to manage, and while the Digital Cockpit Pro is impressive, the lack of physical controls for HVAC and other frequently-used settings detracts from the experience.

Moreover, the interior materials in the Mk8 feel slightly cheaper than the Mk7.5. The Golf R has always punched above its weight in terms of quality, rivaling more expensive performance cars in fit and finish. Unfortunately, the Mk8 seems to have lost a bit of that high-end touch, feeling a little less premium than its predecessor.

Performance-wise, the Mk8 delivers. The new rear-biased all-wheel-drive system, coupled with modes like Drift and a Nurburgring-tuned Special mode, lets you have a bit more fun when conditions allow. The brakes are bigger – 14.1 inches up front compared to 13.2 in the 7.5, with a two-piston floating design that feels firm and responsive. But here’s the kicker: despite the extra power, the 8 doesn’t feel dramatically faster than the 7.5. The boost seems to come on a bit later, and while it’s undeniably quick, it doesn’t have that raw, connected feel that made the 7.5 so engaging.

In many ways, the Mk8 is a more sophisticated machine. It’s smarter, more refined, and packed with the latest tech. But that tech, in some cases, has diluted the driving experience. The Golf R has always been about balance – power you can use, a chassis that’s agile yet forgiving, and a driver-focused interior that makes you feel in control. The 8, for all its improvements, feels like it’s leaning towards a more digital, detached driving experience.

So, would I say the Mk8 Golf R is a bad car? Absolutely not. It’s an outstanding hot hatch by today’s standards, with performance that can still put a grin on your face. But for someone who’s followed the Golf R’s journey from the R32 days to the present, the 8 doesn’t quite hit the same sweet spot. In fact, for the first time, I feel like the latest Golf R isn’t a clear improvement over its predecessor.

Perhaps VW will take this feedback to heart, and who knows – maybe the inevitable Mk8.5 will address some of these quirks. Until then, I’ll continue to enjoy my 7.5, a car that, in my view, perfectly embodies the spirit of the Golf R.