{"id":9390,"date":"2018-03-19T09:32:14","date_gmt":"2018-03-19T08:32:14","guid":{"rendered":"http:\/\/sport-auto.ch\/essais\/?post_type=post&p=9390"},"modified":"2023-03-08T21:34:09","modified_gmt":"2023-03-08T20:34:09","slug":"vw-golf-r-2018","status":"publish","type":"post","link":"https:\/\/sport-auto.ch\/essais\/vw-golf-r-2018\/","title":{"rendered":"ESSAI VW GOLF R 2018"},"content":{"rendered":"

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VOLKSWAGEN
GOLF R 2018<\/h1>\n

L’essai Sport-Auto.ch du 19 mars 2018<\/h2>\n

R\u00e9daction :\u00a0Bob de Graffenried
Photographies :\u00a0Bob de Graffenried
Vid\u00e9o : Bob de Graffenried, S\u00e9bastien Moulin<\/h4>\n

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Voil\u00e0 d\u00e9j\u00e0 cinq ans que la Golf VII, lanc\u00e9e un an plus t\u00f4t, s\u2019est vue d\u00e9clin\u00e9e en version R ! Durant toute cette p\u00e9riode, cette derni\u00e8re n\u2019a connu que quelques timides modifications. En 2017, Volkswagen s\u2019est n\u00e9anmoins r\u00e9solu \u00e0 lui appliquer un lifting complet, accompagn\u00e9 d\u2019un petit surplus de puissance, faisant passer la belle de 300 \u00e0 310 ch. Dans le m\u00eame temps, l\u2019habitacle gagne en modernit\u00e9 avec l\u2019implantation de l\u2019Active Info Display, \u00e9quivalent du Virtual Cockpit chez Audi. Apr\u00e8s une premi\u00e8re d\u00e9couverte sur le circuit de l\u2019Anneau du Rhin<\/a> en automne dernier, nous en avons pris les r\u00eanes pour un essai complet.<\/p>\n

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4×4
4\u00a0cyl. 2.0L turbo
310 ch \/ 380 Nm
1’527 kg<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande Image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-14.jpg” parallax=”on” parallax_method=”off” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ffffff”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”section” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ffffff” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”rgba(255,255,255,0)”][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

\nExt\u00e9rieurement, malgr\u00e9 l\u2019apparition de nouveaux boucliers et feux, cette Golf VII R reste bel et bien une Golf VII. Vieillissante apr\u00e8s ses six ans de carri\u00e8re\u00a0? Pas vraiment \u00e0 en croire son succ\u00e8s commercial. Tous mod\u00e8les confondus, il s\u2019est vendu en Suisse 9’500 Golf en 2017, contre 11’988 en 2016. Sur notre mod\u00e8le d’essai, les jantes 19′ “Spielberg” (CHF 520.-) mettent en \u00e9vidence sa vocation de sportive, tout comme la quadruple sortie d’\u00e9chappement. Mais globalement, la Golf R conserve davantage de discr\u00e9tion que la Golf GTI Clubsport<\/a>.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-30.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 2 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-34.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

\nA l\u2019int\u00e9rieur, les traditionnels compteurs \u00e0 aiguilles ont laiss\u00e9 la place \u00e0 une instrumentation 100% num\u00e9rique baptis\u00e9e Active Info Display. L\u2019\u00e9cran LCD au centre de l\u2019habitacle a gagn\u00e9 \u00e0 la fois en taille et en lisibilit\u00e9, et est beaucoup mieux int\u00e9gr\u00e9 que sur la Golf VII de premi\u00e8re g\u00e9n\u00e9ration. Les si\u00e8ges sont par contre toujours identiques, mais on ne peut pas en vouloir \u00e0 Volkswagen tant le compromis entre maintien lat\u00e9ral et confort est bon. Le c\u00f4t\u00e9 pratique n\u2019est pas oubli\u00e9 avec des rangements sous les deux si\u00e8ges ainsi qu\u2019un double fond dans le coffre.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-21.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 2 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-24.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

\nComme c\u2019est toujours le cas avec les v\u00e9hicules du groupe VW, aucune acclimatation particuli\u00e8re n\u2019est requise\u00a0: toutes les commandes tombent naturellement sous la main et l\u2019ergonomie est \u00ab\u00a0logique\u00a0\u00bb. Toutefois, je reste un peu d\u00e9\u00e7u par l’Active Info Display. S\u2019il b\u00e9n\u00e9ficie d\u2019une excellente lisibilit\u00e9, il n\u2019y a pas beaucoup d\u2019affichages diff\u00e9rents propos\u00e9s. Contrairement \u00e0 Audi o\u00f9 l\u2019on peut r\u00e9duire compl\u00e8tement la taille des compteurs pour afficher la carte, ici ils sont l\u00e0 en permanence. On ne peut pas non plus choisir la couleur de l\u2019affichage et il n\u2019y a pas d\u2019adaptation de l\u2019affichage au mode de conduite. D\u00e8s lors, en comparaison avec le Virtual Cockpit d\u2019Audi, l\u2019Active Info Display de Volskwagen est minimaliste, et c\u2019est l\u00e0 probablement une strat\u00e9gie volontaire du groupe afin de privil\u00e9gier Audi.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-38.jpg” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ffffff”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”section” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ffffff” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”rgba(255,255,255,0)”][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

Dans le trafic, le 2.0L turbo se montre particuli\u00e8rement souple : en mode Eco, le 6\u00e8me rapport passe \u00e0 52 km\/h, le moteur tourne alors \u00e0 environ 1\u2019000 trs\/min. En 5\u00e8me \u00e0 50 km\/h, on peut relancer sans avoir la sensation que le moteur soit \u00ab creux \u00bb. Sur l\u2019autoroute, le confort est un peu moins convainquant et c\u2019est l\u00e0 que je ressentirai pour la premi\u00e8re fois \u00eatre \u00e0 bord d\u2019une sportive. M\u00eame en mode confort, la caisse tr\u00e9pide sur certaines portions au rev\u00eatement in\u00e9gal. Rien de r\u00e9dhibitoire pour autant, on est loin de l’amortissement tr\u00e8s sec de la Ford Focus RS<\/a>. L\u2019insonorisation n\u2019est pas tr\u00e8s bonne, laissant \u00e0 penser qu’elle est identique \u00e0 celle d\u2019une Golf d\u2019entr\u00e9e de gamme. Certes, vous me direz que l\u2019on n\u2019ach\u00e8te pas une Golf R pour b\u00e9n\u00e9ficier d\u2019un meilleur silence sur l\u2019autoroute, mais pour moi cela va tout de m\u00eame de pair, surtout lorsque l\u2019on d\u00e9pense au minimum CHF 50’100.-, voire m\u00eame CHF 62’780.- pour notre voiture d’essai bien \u00e9quip\u00e9e, soit pratiquement le triple d\u2019une Golf 1.0 TSI Trendline (d\u00e8s CHF 22’300.-).<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-Rogneux-103.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 2 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-28.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

A peine extirp\u00e9 de l\u2019autoroute, je commence \u00e0 jouer avec les modes de conduite. Le mode Eco, gr\u00e2ce \u00e0 la commutation automatique en roues libres, s\u2019av\u00e8re salutaire et permet \u00e0 la Golf R de flirter avec les 7 l\/100km en conduite extra-urbaine. Les modes Confort et Normal ne me seront pas vraiment utiles : je pr\u00e9f\u00e8re passer directement en mode Race. Le comportement de la voiture est transfigur\u00e9 : sensibilit\u00e9 des gaz accrue, direction plus dure, suspensions raffermies (DCC \u00e0 CHF 1’300.-). Par contre, Volkswagen en fait trop du c\u00f4t\u00e9 de la sonorit\u00e9, la Golf R b\u00e9n\u00e9ficiant \u00e0 la fois d\u2019un \u00e9chappement \u00e0 clapet et d\u2019un syst\u00e8me d\u2019amplification du son dans l\u2019habitacle (Sound Aktor). R\u00e9sultat, la sonorit\u00e9 en mode Race devient fatalement fatigante \u00e0 l\u2019int\u00e9rieur, et les haut-parleurs diffusant le son du moteur engendrent m\u00eame des vibrations par moment.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-29.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 2 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-31.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

Mais, contrairement \u00e0 la Golf VII R de premi\u00e8re g\u00e9n\u00e9ration, le mode Individual apporte une solution, car il permet de param\u00e9trer ind\u00e9pendamment la sonorit\u00e9 des autres param\u00e8tres (ce qui \u00e9tait impossible jusque l\u00e0). Ainsi, il suffit de param\u00e9trer tout ce qui est possible sur Race et de laisser le son du moteur sur Normal. La sonorit\u00e9 de l\u2019\u00e9chappement \u00e0 clapet est quant \u00e0 elle coupl\u00e9e \u00e0 la gestion moteur, il y a donc un suppl\u00e9ment de bruit appr\u00e9ciable du moment que le moteur est param\u00e9tr\u00e9 sur Race (premier param\u00e8tre de la liste, non visible sur la photo ci-dessus). Autre nouveaut\u00e9 : la bo\u00eete DSG \u00e0 double embrayage en option (CHF 2’450.-) dispose d\u00e9sormais de 7 rapports, contre 6 au auparavant, rendant l\u2019\u00e9tagement un peu plus resserr\u00e9 (on atteint le rupteur de 2\u00e8me \u00e0 85 km\/h contre 95 km\/h auparavant).<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-Rogneux-5.jpg” parallax=”on” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ffffff”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”section” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ffffff” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”#000000″][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

Afin de tester la transmission 4Motion sur la neige, nous avons rendez-vous avec Beno\u00eet Th\u00e9venaz, qui va nous accueillir sur sa piste de glace situ\u00e9e \u00e0 Bullet “Rogneux Wheels Park”<\/a>, \u00e0 quelque 20 minutes d\u2019Yverdon. Pour s\u2019y rendre, la mont\u00e9e vers Sainte-Croix permet d\u2019\u00e9valuer l\u2019excellent comportement routier dont b\u00e9n\u00e9ficie cette VW Golf R, ce d\u2019autant plus que la chauss\u00e9e est d\u00e9tremp\u00e9e. On critique souvent la transmission int\u00e9grale \u00e0 diff\u00e9rentiel Haldex (5\u00e8me g\u00e9n\u00e9ration) pour ne distribuer l\u2019entier du couple qu\u2019\u00e0 l\u2019avant en situation normale, ainsi que pour son temps de latence lors du renvoi du couple sur l\u2019essieu arri\u00e8re. Equip\u00e9e aussi de cette transmission, l\u2019Audi RS3<\/a> et ses 400 ch peut sembler \u00ab surmotoris\u00e9e \u00bb, le sous-virage persistant dans bien des cas. Avec la Golf R et ses 310 ch, le constat est diff\u00e9rent. En sortie d\u2019\u00e9pingle, je peux envoyer sans crainte et le sous-virage est quasiment inexistant. D\u00e8s que les roues avant patinent, je sens l\u2019essieu arri\u00e8re prendre progressivement \u2013 mais toutefois timidement \u2013 la rel\u00e8ve, provoquant en fin de sortie de virage un l\u00e9ger d\u00e9rapage des quatre roues : succulent, tout en restant tr\u00e8s s\u00e9curisant.<\/p>\n

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[\/et_pb_image][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-Rogneux-8.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][et_pb_image admin_label=”Image 2 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/03\/VW-GolfR-Rogneux-102.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

\nNous voil\u00e0 arriv\u00e9s \u00e0 Bullet. Heureusement, une bonne quinzaine de centim\u00e8tres de neige fra\u00eeche recouvre la glace. Cela va rendre l\u2019exercice plus facile car nous ne sommes \u00e9quip\u00e9s que de traditionnels pneus neiges, peu adapt\u00e9s \u00e0 la conduite sur glace vive. Si l\u2019on ne peut aucunement reprocher l\u2019efficacit\u00e9 du 4Motion, il faudra par contre s\u2019employer sans rel\u00e2che aux appels contre-appels pour la faire glisser, cons\u00e9quence d\u00e9j\u00e0 \u00e9voqu\u00e9e de cette transmission qui m\u00eame sur la neige, envoie toujours plus de couple sur l\u2019essieu avant. Cela est par exemple visible sur le ralenti de notre vid\u00e9o \u00e0 1min09′ o\u00f9 les roues avant tournent plus vite que les roues arri\u00e8re :<\/p>\n

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