Volkswagen Golf (2004)

A total of twelve engines are available for the Volkswagen Golf in Germany. The seven petrol and five diesel engines range in power from 59 kW (80 PS) for the 1.4 and 2.0-litre SDIs to 184 kW (250 PS) for the 3.2-litre V6 in the new Golf R32. All engines fulfil the EU4 standard. The programme for the fifth VW Golf generation includes for the first time the completely newly developed 1.4-litre TSI engine with dual charging and the 2.0-litre TDI; both four-cylinder engines produce 125 kW (170 PS).

Engines up to 77 kW (105 PS) are produced with five-speed gearboxes as standard. Six-speed gearboxes are standard for engines from 90 kW (122 PS) as well as in conjunction with 4MOTION four-wheel drive. The new seven-speed dual clutch gearbox DSG is optional for the 1.4 TSI with 90 kW (122 PS) and the 1.9 TDI with 77 kW (105 PS). The powerful TDI versions from 103 kW (140 PS) and the Golf 1.4 TSI from 103 kW (140 PS) as well as the independent sport models Golf GTI and Golf R32 can be optionally combined with the six-speed dual clutch gearbox DSG. The four-cylinder petrol engines (1.6 litre, 75 kW (102 PS) and 2.0 FSI 110 kW (150 PS) may be ordered with a six-speed automatic.

Safety

The Volkswagen Golf sets standards for passenger protection not in just its segment. It offers comprehensive safety equipment in all versions, including six airbags (and the front passenger airbag may be deactivated), five head restraints and three-point seat belts and, in front, belt tensioners as well as pedals which retract in the event of a crash. Additional side airbags for the rear passengers in the four-door versions are optionally available. All Golfs likewise possess the latest generation of ESP including dual brake assist, ABS, EDL and TCS as well as intelligent electromechanical power steering (EPS). The crash behaviour of the body structure achieves the best score of five stars in the EuroNCAP test.

Fifth generation more dynamic than ever

Even in the fifth generation, the Golf can be recognised at first glance as the original in its class. But the design, with its characteristic C-pillar, the powerful rear end, the particularly sporty front end and the muscular silhouette rising towards the rear presents itself with new sovereign dynamics. This sovereignty is underscored by the pronounced doubly rounded headlights and blinkers integrated in the style of the Phaeton. Equally unmistakable are the tail lights with dual-lensed elements. Compared to that of its predecessor, this Golf's body is 24 mm wider (1,759 mm), 41 mm higher (1,485 mm) and 55 mm longer (4,204 mm).

Interior

The interior of the Volkswagen Golf continues in the direction marked by transparent functionality, palpable and visible quality and superior visual aesthetics. Although practically no interior elements of the predecessor were carried over to the fifth generation of the bestseller, the current Golf does not pose any riddles. Intuitive operation and an overview of all the details were the uncompromised goals.

The significant gain in interior space is impressive. In the rear, legroom has increase by 52 mm and the headroom by 24 mm. The driver and front passenger have 8 mm more headspace. Altogether, the interior is 54 mm longer. The luggage compartment profits from this as well, as the volume grew by 20 litres to 350 litres. Asymmetrically split, folding backrests for rear seat are standard equipment. A front passengers seat which can be folded forward is available optionally.

Overview of petrol engines

1.4 with 59 kW (80 PS): As the basic engine for the Golf, Volkswagen offers a 1.4-litre, 16-valve engine with 59 kW (80 PS) at 5,000 rpm. The maximum torque of 126 newton meters is available from 3,800 rpm. The four-cylinder engine is very thrifty with an average fuel consumption of 6.8 litres per 100 km. Shifted with a five-speed gearbox, the Volkswagen Golf 1.4 attains a top speed of 164 km/h. It does the classic sprint from 0 to 100 km/h in 14.7 seconds.

1.6 with 75 kW (102 PS): The next most powerful four-cylinder engine for the VW Golf develops its maximum power of 75 kW (102 PS) at 5,600 rpm and its maximum torque of 148 Nm at 3,800 rpm. Combined with a five-speed manual box, the Golf 1.6 reaches a top speed of 184 km/h (181 km/h for the six-speed automatic) and accelerates in 11.4 seconds (12.5 with the automatic) from 0 to 100 km/h. Fuel consumption lies at 7.2 litres per 100 km (8.1 litres for the automatic).

1.4 TSI with 90 kW (122 PS): The thrifty four-cylinder engine with four-valve engineering, direct petrol injection and turbocharging is characterised by a maximum torque of 200 Nm available at only 1,500 rpm. Combined with a six-speed manual gearbox as standard, the Golf 1.4 TSI attains 197 km/h and accelerates in 9.4 seconds from 0 to 100 km/h. The average fuel consumption is only 6.7 litres per 100 km/h (5.9 litres for the seven-speed DSG gearbox).

1.4 TSI with 103 kW (140 PS): The twincharged 103 kW (140 PS) engine in the Golf allows the driver to be lazy with shifting. This engine with a six-speed manual gearbox delivers its maximum torque of 220 Nm to the crankshaft at just 1,500 rpm, and the Golf accelerates in 8.8 seconds to 100 km/h.

1.4 TSI with 125 kW (170 PS): The four-cylinder, 125 kW engine is the most powerful unit in a completely newly developed engine family. The first dual charged FSI engines in large scale production were created in the process. A supercharger paired with a turbocharger gives the 1.4-litre engine high performance and high maximum torque combined with low fuel consumption: only 7.2 litres per 100 kilometres. In the engine speed range of 1,750 to 4,500 rpm (!), the 1.4 TSI delivers a maximum torque of 240 newton metres.

2.0 FSI with 110 kW (150 PS): This two-litre, four-cylinder engine derives its sporty character from the modern direct petrol injection FSI and four-valve engineering. Its maximum torque of 200 newton metres is available at 3,500 rpm. It reaches a maximum speed of 209 km/h (205 km/h for the six-speed automatic). It achieves 0 to 100 km/h with a six-speed manual box in only 8.9 seconds (9.5 for the automatic). Its average fuel consumption is modest: the Volkswagen Golf 2.0 FSI sips only 7.6 litres per 100 kilometres (8.3 for the auto box) and is available optionally with 4MOTION four-wheel drive.

2.0 Turbo FSI with 147 kW (200 PS): The separately positioned Golf GTI created a sensation at its presentation as the first Volkswagen with a turbocharged direct petrol injection engine. The only model in the range to be powered by the powerful 147 kW (200 PS) 2.0-litre turbocharged FSI, the legendary Golf GTI attains an impressive top speed of 235 km/h. In addition to the six-speed manual gearbox, the state-of-the-art dual clutch gearbox DSG is available. Equipped with the latter, the GTI accelerates in only 6.9 seconds from 0 to 100 km/h, beating even the manual version (7.2 seconds). The average fuel consumption is 8.0 litres per 100 km (7.9 litres with the DSG).

Overview of diesel engines

1.9 TDI with 66 kW (90 PS): Thanks to modern direct injection and a turbocharger with variable geometry, the entry-level TDI throws 210 newton metres of torque at 1,800 rpm at the standard five-speed manual gearbox. This Volkswagen Golf clocks 12.9 seconds for the acceleration from 0 to 100 km/h; with a respectable top speed of 176 km/h, it is capable of travelling swiftly. The quite modest average fuel consumption is a mere 5.0 litres per 100 km.

1.9 TDI with 77 kW (105 PS): Thanks to a turbocharger with variable geometry and unit injector engineering, this charged diesel generates a maximum torque of 250 newton metres available from 1,900 rpm. A five-speed manual gearbox is standard in this Golf TDI, while a six-speed manual and the innovative seven-speed dual clutch gearbox DSG are optionally available. The Golf 1.9 TDI attains with its 77 kW a top speed of 187 km/h (185 km/h with the DSG) and accelerates in 11.3 seconds from 0 to 100 km/h. It is also quite thrifty with an average fuel consumption of only 5.1 litres per 100 km (5.2 with the DSG). This engine version may be combined with the permanent four-wheel drive 4MOTION.

The 1.9 TDI Blue Motion is especially thrifty, consuming only 4.5 litres per 100 km with the same acceleration and an even better top speed of 190 km/h. Its carbon dioxide emissions are only 119 g/km (115 g/km for the special two-door model "United").

2.0 TDI with 103 kW (140 PS): The VW Golf's 2.0-litre turbo diesel sets off high-tech fireworks: it boasts direct unit injectors and four-valve engineering as well as a variable-geometry turbocharger and can be shifted with either a six-speed manual gearbox or an optional DSG. Its powerful torque reaches its maximum of 320 newton metres at 1,750 rpm. Its performance deserves to be certified as "sporty": acceleration from 0 to 100 km/h clocks only 9.3 seconds. Top speed: 205 km/h (203 km/h with DSG). Especially pleasing: in spite of this dynamic temperament, the average fuel consumption is only 5.4 litres per 100 km (5.9 litres with the DSG). This engine version also may be combined with the permanent four-wheel drive 4MOTION.

2.0 TDI with 125 kW (170 PS): This new engine is Volkswagen's most powerful four-cylinder TDI. Equipped with advanced piezo unit injectors, it offers its maximum torque of 350 newton metres (!) at 1900 rpm. The diesel particulate filter is standard.

TSI engines in the Golf GT

In spring 2006, Volkswagen began a new engine era with its twincharged TSI engines. The motto: maximum power with minimum fuel consumption. And there is a system behind it: TDI, FSI and Turbo FSI are long since synonyms for torquey, economical VW engines. Whether diesel or petrol, they share a key technology: direct injection. This efficient form of fuel delivery, taking different forms depending on the engine type, started its career at Volkswagen in the turbo diesel. It's no accident that TDI sounds like GTI - the sporty VW diesel was born in 1993, and that in this form, the compression-ignition engine developed into an icon of the fast-and-thrifty automotive philosophy of life in Europe. The Volkswagen broadened the spectrum of direct injection systems with fuel stratified ignition to include petrol engines. The first FSI engine debuted in 2000. The first turbocharged direct petrol injection, the Turbo FSI, followed in 2004 with the Volkswagen Golf GTI. Two years later, the twincharged direct petrol injection engine, the TSI with turbocharger and supercharger got off to a running start in a big way. The TSI engine range was extended by the turbocharged 1.4 TSI with 90 kW (122 PS). It combines powerful torque and economic fuel consumption in an impressive manner. Combined with the innovative seven-speed DSG dual clutch gearbox, its fuel consumption is only 5.9 litres / 100 km.

World's first TSI engine produces 125 kW (170 PS) in Golf

Volkswagen Golf GT Sport TSI, the first twincharger: The world's first car with twincharged stratified injection on board is the Golf GT Sport. The Golf GTI's "little brother" can claim 125 kW (170 PS) power and 240 newton metres of torque with an average fuel economy of 7.2 litres per 100 km. The sporty Golf sprints from a standing start to 100 km/h in only 7.9 seconds. And it reaches its top speed at 220 km/h. A six-speed manual gearbox is standard in the VW Golf GT Sport and the technically unique DSG dual clutch gearbox is optionally available as well for this Volkswagen. To experience its full potential, the Golf GT Sport must be filled with super plus petrol (98 RON), but the TSI can also run on super unleaded (95 RON).

A 1,390 cm3 small, four-cylinder engine forms the basis for this TSI, the performance of which, thanks to twincharger technology, is comparable to a 2.5-litre naturally aspirated engine. The TSI develops its maximum torque at only 1,750 rpm and maintains it to 4,500 rpm. The pull, which develops gently and doesn't drop over a broad range of rpm, first kindled by the supercharger and then fanned by the turbocharger, is not presently offered in this form by any other car manufacturer.

103 kW (140 PS) TSI, the comfortable twincharger: The basic layout of this engine is taken from the Volkswagen Golf GT Sport engine and produces 103 kW (140 PS) at 5,600 rpm. This engine, too, has what it takes. For the TSI represents a new type of efficient engine technology, one with less displacement, lower fuel consumption and lower emissions, but more power, more torque and more driving fun.

Thus, with the second twincharger, Volkswagen has logically continued the development of direct petrol injection in the direction of driving fun and fuel efficiency. Of course, the primary focus of attention here - as opposed to the quick Volkswagen Golf GT Sport - was more a comfortable than a sporty design. In this case, comfort also means that vehement pull at low rpm permits the driver to be a bit lazy with shifting. The fact is, and can be determined with a glance in the technical data, that the twincharger in the Touran clearly and substantially betters the power and torque characteristics of a 2.0-litre naturally aspirated engine. And, as indicated above, with substantially better fuel economy.

90 kW (122 PS) TSI, the torquey and economical turbocharged engine: The 1.4-litre TSI engine with just a turbocharger is impressive with a muscular 200 Nm of torque at only 1500 rpm. On one hand, it permits lazy shifting and on the other, this TSI shines with excellent overtaking acceleration. Its average fuel consumption is only 6.3 litres per 100 km (5.9 litres per 100 km for the DSG).

TSI technology

90, 103 and 125 kW TSIs are technical triplets: The most effective measure for reducing fuel consumption is the so-called "downsizing". A reduction in displacement and, consequently, in friction losses results in lower specific consumption and thus greater efficiency. Charging with a turbocharger or a combination of turbocharger and supercharger shows the way into the future. The supercharger compensates for the typical weakness of old-school, purely turbocharged petrol engines, a lack of torque in the lower rpm range from a standing start, while the turbocharger boosts power at higher rpm. The combination of both a turbo and a supercharger in volume-produced engines is unique in the world. The 90 kW 1.4 TSI can do without the supercharger. A state-of-the-art turbocharger which responds extremely quickly due to its small size is sufficient for this engine to attain 200 Nm at only 1,500 rpm.

The only candidate for the fuel injection system of all three versions was FSI, which Volkswagen uses in the meantime in a range of models. The experience which the engine developers gathered with this injection method in recent years indicated that FSI and the two charging methods complemented each other perfectly and would enable a heretofore unknown increase in efficiency.

The engine providing the basis is called EA 111: The choice as engine basis fell to the FSI in the EA 111 engine family. The 1.4-litre engine is a 16-valve, four-cylinder engine with 1,390 cm3 displacement, a cylinder pitch of 82 millimetres and a bore-to-stroke ratio of 76.5 to 75.6 millimetres The main goal during the development of the TSI was the design of a new, extremely rugged, cast-iron crankcase which could withstand peak pressures of up to 130 bar permanently. In addition, the positioning of the chargers as well as the supercharger drive in the design were central to the development.

Modified injection system: For the first time, a multi-jet high-pressure injector with six fuel-injection nozzles is being used in a TSI engine. As with the naturally aspirated FSI engines, the injector is located on the inlet side between the inlet port and the level of the cylinder head gasket. A large spread in the flow rate through the injectors is required to cover the range from idling speed to the high rpms when maximum power is produced. To achieve this broad range in the flow rate, the maximum injection pressure was increased to 150 bar. Furthermore, only with FSI technology was it possible to attain the compression ration of 10:1, which is high for charged engines.

At low engine speeds, the supercharger provides boost: The engine developers decided to boost torque at low engine speeds with a belt-driven supercharger. The supercharger is based on the Roots principle. A special feature of the compressor being used is an internal step-up gear pair upstream of the synchronisation gear pair to enable high compressor output even at low engine speeds.

The turbocharger cuts in at higher engine speeds: At higher engine speeds, a turbocharger with wastegate regulation starts as well. The supercharger and turbocharger are linked in series. The supercharger is operated by a magnetic clutch integrated in a module inside the coolant pump. A regulator flap ensures that the fresh air required for a particular operating speed reaches the turbocharger or supercharger. When only the turbocharger is running, the regulator flap is open. Then air flows along the usual route for turbocharged engines through the front charge-air cooler and the throttle in the intake manifold.

One of the great challenges during the development was to find the best possible design for the interplay of the two boosters in series. For only when the supercharger and the turbocharger augment each other optimally will the engine develop the desired uniform torque development over a very broad range of engine speeds and in conjunction with an increase in efficiency which has never before been attained.

The combination of supercharger and turbocharger in the 103 kW and 125 kW versions: The maximum boost pressure of the twincharger is about 2.5 bar at 1,500 rpm. To generate the required charge pressure, the supercharger is required only in the lower range to 2,400 rpm. The turbocharger is designed for optimal efficiency in the upper performance range but also produces sufficient charge pressure in the middle range. However, the pressure is not sufficient for the required elasticity, or pull, needed for dynamic driving in the lower engine speed range. The TSI is the only engine in the world to solve this problem with the addition of a supercharger. Consequently, charge pressure develops instantaneously. The mutual augmentation of the two systems settles the problem of turbo lag. Above 3,500 rpm at the latest, the supercharger is no longer needed and the turbocharger produces the desired boost pressure for every situation, even for a dynamic transition from overrun to full load.