The first thing to say about the new Golf R32 is that it is outstandingly better than the old one. My opinion of the previous model (defended stoutly against the complaints of enthusiasts who felt I didn't know what I was talking about) was that it was ruined by exactly the feature that most people liked about it, namely the fitting of a great lump of a 3.2-litre V6 engine ahead of the front wheels. Although it was quick, it handled like a camel - and not some fit, athletic young camel, but one in its late 40s with a bad smoking habit and the early signs of needing a hip replacement.There was a real sense that Volkswagen's suspension people were at a loss as to how they could overcome the weight and location of the engine. This time round, perhaps because the Mk5 Golf is generally a more sophisticated car than the Mk4 was, they have found a way. There are still limitations, as we'll see, but in most situations the R32 is a car whose handling matches up to its undoubted abilities in a straight line.The R32 concept hasn't changed to any great extent. As before, this is the most powerful Golf in the range - the 247bhp maximum isn't approached by the two-litre turbocharged GTI - and it provides stirring acceleration. You know all about it, too, since the V6 sounds fantastic when it's being stretched, yet it's almost inaudible at tickover. Best of all, there's none of the irritating cabin boom which made gentle cruising such a chore in the previous R32.You can have a six-speed manual gearbox, and indeed Volkswagen reckons that 60% of customers will go for this, but the test car had the DSG transmission which is still manual in operation but looks after the gearchanging for you. This is the first time VW has mated DSG to a V6 engine; the result is a price hike of £1330, but it's worth it. DSG models are slightly quicker (6.2 seconds from 0-62mph, compared with 6.5 seconds for the manual) and more economical (28.8mpg combined rather than 26.2mpg combined). It's also quite an experience to let the engine spin to maximum revs and then let DSG make an almost instantaneous switch to the next gear up.Splendid acceleration is matched by excellent braking and - hurrah! - decent handling. The power steering is well tuned, if perhaps a little lacking in feel, and at most realistic road speeds the front end turns in well. Grip levels are very high, and since the engine's power is transmitted through all four wheels there's not much you can do to upset the balance of the car in a corner.The suspension settings are relatively soft (that's partly why the R32 grips so well) though the ride is fussy thanks to unyielding low-profile tyres on the 18" wheels. The ride over fast, gentle crests also gives a hint of the car's eventual failing - there's a feeling of floatiness which occasionally made me mildly queasy, and suggested that just briefly the R32 isn't as much in control of itself as normal.Things really go wrong when the crests are more severe and come in a closely-spaced sequence. You feel the engine leaping skywards as the nose hits the top of the crest, then giving the front suspension a lot to think about as it plummets back to earth. If this hasn't been dealt with before the next crest comes along the R32 becomes a bit Aunt Agatha, and there's a nasty impression that your role in the driving experience has been reduced from director of operations to ballast.If you don't live near that kind of road, this is unlikely to be an issue. If you do, there are better alternatives. The Mitsubishi Evo IX and Subaru Impreza WRX, both of which seem to be reasonable rivals to the R32, deal superbly with bumps, and would still be skipping over them miles after the Golf driver had stopped in a layby for a breath of fresh air. Perhaps that's why Volkswagen doesn't mention these cars in its "chief competitors" list, which consists instead of appropriate models in the Alfa Romeo 147, Audi A3 and BMW 1-Series ranges, along with the Mazda RX-8, Nissan 350Z and Megane Renaultsport.There's a lot to be said for the R32 these days. It's a much better car than the one it replaces, with greater refinement and almost unbelievably better road manners. Unlike the old car, it's not simply a straightline special, but it is a smooth-roads special. Potential customers should give a lot of thought to what roads they are going to drive on - and how they're going to drive on them - before reaching the chequebook. Engine 3189cc, 6 cylinders Power 247bhp Transmission 6-speed semi-automatic Fuel 28.8mpg Acceleration 0-62mph: 6.2 seconds Top speed 155mph Price £24,695 Details correct at publication date