PanterroR
Lap Time Luminary
It was 1995 when Volkswagen started dropping narrow-angle V-6 engines into its venerable Golf two-door hatch, and it wasn't long after that BMW ditched its four-bangers altogether for the US market. For the past decade or so the two German companies have scrapped for the same buyers — young, affluent males with a passion for driving — with hotted-up GTIs and entry-level 3-series coupes. But while VW has stayed pretty close to its roots, BMW seems to have taken its bread-and-butter coupe to a new level, making it more of a luxury grand tourer than a pure driver's car. Enter the all-new 1-series, a 7/8th scale version of the 3-series in coupe and convertible form makes BMW ownership somewhat accessible. We've taken the most powerful, most expensive Golf, the V-6-powered R32, and put it up against the least expensive and least powerful BMW, the new 128i coupe, to see which offers the best of German motoring for just around $30,000.
BMW's all-new 1-series offers virtually the same mechanicals as the 3-series with which it was co-developed, but in a package that is four inches shorter in wheelbase and nearly 200 pounds lighter. The 128i is the starting point of the BMW range and is equipped with a very sophisticated 3.0-liter inline six that produces 230 horsepower. The standard transmission is a six-speed manual feeding power to the rear wheels only. BMW has wisely kept the 128i's base price just below the magic $30,000 mark, even though most will be on dealers' lots for somewhere in the mid-$30s with popular options like heated leather seats, navigation, xenon headlights, and audio upgrades. Equipped with Cold Weather Package, Premium Package, Sport Package, navigation system, iPod adapter, Sirius satellite radio, and xenon headlamps, ours tallied up to a lofty $38,820.
Volkswagen's R32 is now in its second generation. Like the 2004 original, the 2008 model uses a 3.2-liter narrow-angle V-6, though power is now officially rated at 250 instead of the previous 240 horses. Unlike the original, which was only offered with a six-speed manual, the new R32 is only available with VW's two-pedal DSG six-speed transmission. Power still goes to all four wheels through a Haldex coupling that splits torque between the front and rear axles as conditions demand. As the top-shelf Rabbit, all the popular options of lower level VWs — 18-inch wheels, leather sport seats, xenon headlights, glass sunroof, sexed-up body kit, dual exhaust tips, premium sound system — are standard, leaving only a DVD navigation system on the option list. A full loaded R32 lists for $35,430.
While neither of these cars is a design triumph, parked side-by-side it's obvious that the R32 is at least a special version of a more pedestrian car. Its large alloy wheels, ground-hugging bodywork, sculpted-metal grille, and special badges all deliver a sense of occasion far greater than the $15,000 Rabbit on which it is based. The 128i, by contrast, looks like any other BMW coupe — sporty and capable, but without drawing attention to that fact. The sport package's 17-inch alloys don't quite fill the fenders, and the coupe body looks fairly tame in Alpine White. The M-sport body kit on the more powerful 135i more closely captures the R32's impressive visual presence.
It's more of the same inside, where the R32 sports machine-turned aluminum dash trim, deeeeeep sport seats, dressed-up pedals and shift knob, and a steering wheel with more contours than a Victoria's Secret catalog. Even the gauges look like they were taken from something more special than a Rabbit. The 128i, on the other hand, is dressed far more conservatively with black rubber pedals, a plain leather shift knob, a conventional 3-spoke sport steering wheel, and less aggressive sport seats. The BMW's cabin is nice, but the VW's is memorable.
Aesthetically the R32 is the extrovert, the 128i the introvert. But enough about their appearances already; they were both were built for driving, and the coastal roads of Monterey, California, sort out the differences between them in short order.
Anyone concerned that the lowliest model in BMW's lineup is somehow not a real BMW need only to push the start button to put that notion to rest. From the moment the luscious six-cylinder roars to life, there is no doubt about the 128i's pedigree. The exhaust note, even at idle, is deep and purposeful. Connected to the six-speed manual, the 230-hp straight six propels the 3252-pound coupe to sixty in just 6.1 seconds. Traction is the limiting factor in breaking the six-second mark, as the open differential can easily transfer all the torque to just one wheel on a hot launch.
On the open road the 128i's engine loves to rev. Peak torque comes on at 2750 rpm, and from there all the way to redline it pulls strongly and smoothly. Third gear is a delightful wave to ride on the winding back roads around Monterey, where the chassis and engine find a natural rhythm with the asphalt. The sport suspension strikes the perfect balance between real-world comfort and performance, especially on the 17-inch wheels. Even with standard run-flat tires, the 128i feels light on its feet and exceptionally agile. That's perhaps because the front wheels' only job is to steer the car. Without torque being blasted through the front axles the steering feels natural, even with the 128i's electrically assisted steering rack.
The brakes live up to the expectations set by previous BMWs — the pedal is firm under foot and candid in its delivery of useful information to the driver. At 11.8 inches in diameter, the front rotors are easily up to the task of spirited jaunts through the countryside, though we suspect a series of successive hot laps on track might quickly soften the pedal.
Thanks in part to the bulbous roof that defines all 1-series coupes, the driving position is rather upright, allowing an ideal view for serious driving. A- and C-pillars are relatively thin for a modern coupe, adding to the feeling of confidence in your surroundings. Surprisingly, the frameless front windows that make visibility so good are also dead silent on the road, neither rattling against their seals nor leaking when pressed against.
The BMW's chairs are perhaps the epitome of what great sport seats should be. They not only offer a wide range of adjustments, they also hit all of the key body parts with plenty of support. The side and thigh bolsters look shallow compared with the R32, but they are easy to get into and out of and they do an excellent job of holding their occupants in place regardless of the road surface. Features like adjustable-width side bolsters and pullout thigh extensions are bonus material, especially on long driving trips.
The 1-series dashboard is well considered, with most of the controls laid out in conventional, easy-to-use locations. Material quality is first-rate, with lots of soft surfaces in places you most frequently touch. The one dark spot on the otherwise brilliant design is the combination of flip-up screen and requisite iDrive controller with the optional navigation system. The screen looks like an afterthought and sounds cheap when it rolls into position, and the iDrive knobs take the place of an otherwise useful drink holder.
The R32 roars to life at the turn of the key, not the push of a button. Volkswagen's VR6 engines have always been mechanically symphonic, and the 24-valve 3.2-liter version is no exception. Part of the credit no doubt belongs to the dual exhaust system, which gives the mighty hatchback a more assertive attitude than any other VW. Under acceleration, the engine sings deep notes that should be the envy of more serious performance machines.
Acceleration is only adequate for such a fierce looking and sounding ride, hampered by two factors — weight and the DSG gearbox. Despite its 20-horsepower advantage over the BMW, the R32 carries nearly 300 additional pounds. And the same slick dual-clutch transmission that we love so much when mated to a 2.0T engine fails to impress here. The difference comes down to direct injection; the turbo-engined car with direct injection can actually shift faster because of more precise control over fuel delivery, where the V-6 without direct injection is required to slow down its shifting to avoid sending unspent fuel through the exhaust. The result is a 0-to-60 time 0.4 seconds slower than the BMW's (depending on whom you ask), even with the added benefits of launch control and all-wheel-drive grip.
But acceleration isn't everything. The R32's chassis is a sharp instrument designed for carving asphalt. Its suspension is tuned more firmly than the BMW's, giving it a more dialed-in feeling when the road goes twisty, albeit at the expense of ride quality when the surface is anything less than smooth. On the up-and-down, side-to-side thrill ride of Carmel Valley Road, the R32 feels like it could climb walls without losing traction. Only when the pavement serves up an unexpected bump does the steering lurch offline a bit. For a car with so much of its weight (59 percent of its 3547 pounds) over the front wheels it is impressively resistant to understeer.
The fat steering wheel paints an accurate picture of what's rolling by underneath, even if there is occasionally a little too much information coming through. And stopping is never an issue for the R32. Its massive brakes and grippy high-performance tires haul the heavy hatch down in short order.
The cockpit of the R32 is well suited to the job of driving fast. After all, the Golf has always had a very upright seating position and lots of glass. The thick C-pillars and long roof cut down on the rearward view a bit, but overall visibility is very good. The dashboard is tidy and logically arranged, but the aluminum-clad buttons on the radio/navigation system make quick, accurate adjustments difficult at speed. At least the navigation screen is better integrated than in the BMW, doubling as the radio display and sitting front and center.
Both the R32 and the 128i are capable and rewarding drivers' cars, bred on European back roads and Autobahns. On the challenging roads of the Monterey peninsula, it's surprising how similarly aggressive the two are. The Volkswagen has a slight power advantage though the BMW's delivery is more direct. The R32 uses all-wheel-drive to cling to the road while the rear-drive 128i dances around corners.
Where they differ most is in their outward personalities. The 128i is a sophisticated coupe that will fly under most peoples' radar. It's the more mature one perhaps, the one in which you can drive your boss to lunch without fear of being passed up for a promotion. Nevertheless, it's also capable of letting loose and satisfying the driving enthusiast within. The R32 is the punk of the pair. It's loud (literally and visually) and conveys a sense of defiance for convention. It's not flying under anyone's radar. The R32's a damn expensive Rabbit, but nearly forty large for the lesser 1-series just about beggars belief. Nevertheless, the BMW is the more natural driver's car, the one you'd want to live with forever. It's our winner.
Source: MotiveMagazine.com - Motive Versus: 2008 BMW 128i versus Volkswagen R32
the bimmer suit you better in this case and it will be a nice travelling partner for you. 
Only thing with the AWD is the better traction but its not worth the extra cost that you have to pay to get a R32 IMO. I put my money on the GTI 
and if Im getting a car in R32 price level I rather buy a 130i Hatchback with low miles on the engine 
