What were the configurations of Volkswagen Golf 6? VW Golf from the ZR fleet: saving on little

Many people probably wondered how the sixth generation Volkswagen Golf actually differs from the fifth. The car entered the world market in October 2008 and was built on the same platform as its predecessor, the A5 (PQ 35). The Golf was assembled in the body of a 3- and 5-door hatchback, station wagon and convertible.

The sixth generation model appeared at a time when daytime running lights became mandatory in many countries. VW responded brilliantly. All versions of the Golf received headlights with integrated daytime running lights. Thanks to the updated front end, the sixth generation model began to look much more dynamic than its predecessor.

The sixth generation Volkswagen Golf stands out significantly from its competitors. Even despite the fact that the trunk volume is slightly smaller than that of its rivals, the Golf has not lost its position as a popular family car. At least in Europe.

Engines

Gasoline:

1.4 l / 80 hp / 16 valves – since 2008;

1.6 l / 102 hp / 8 valves – since 2008;

1.2 TSI / 86 and 105 hp - since 2010;

1.4 TSI / 122 and 160 hp – since 2008;

2.0 TSI / 211 hp – since 2009, the sports version of the GTI;

2.0 TSI / 271 hp – from autumn 2009, Golf R 2.0;

2.0 TSI / 235 hp – since 2011 in limited edition for the Golf GTI “Edition 35”.

Diesel:

1.6 TDI / 90 and 105 hp – since 2009;

2.0 TDI / 110 and 140 hp – since 2008;

2.0 TDI / 170 hp – since 2009.

The base unit was the time-tested 4-cylinder 16-valve 1.4-liter gasoline unit. If speed is not the main thing for you, then the VW Golf 6 with such an engine will take you anywhere. Compared to the technically complex TSI, the naturally aspirated one is very reliable. Its undeniable advantages are its simple design and inexpensive service. True, sometimes after 200-250 thousand km the engine begins to “take” oil.

The 8-valve 1.6-liter unit is the latest evolution of the engine known from the first Octavia. The engine is more playful, but also more voracious. After 200,000 km it also begins to consume more oil.

In 2010, a 1.2 TSI turbo engine was prepared to replace the naturally aspirated petrol engines of 1.4 and 1.6 liters. But due to numerous problems with the “newbie,” Volkswagen never decided to completely abandon the old units. Ultimately, all three engines were offered simultaneously.

The main problem with the 1.2 TSI is premature wear of the chain-type timing drive. A noise during startup will indicate problems. Another drawback is the failure of the turbocharger control servomotor. Another problem is increased oil consumption. The manufacturer has modified the engine control software several times to prevent this disaster. In some cases, there was even a drop in the compression ratio due to the “imprinting” of the valves into the head (low-quality material). In addition, with frequent movements in the city, gasoline gets into the oil, which leads to the appearance of carbon deposits.

1.4 TSI provides good dynamics with relatively low fuel consumption. Among the disadvantages is the life of the timing chain. You should beware of the most powerful version of the engine, equipped with dual supercharging (compressor plus turbocharger). A mechanical compressor like Roots does not cause problems. High oil consumption and premature wear of the timing chain most often worry owners of cars with 1.4 TSI Twincharger. This is where piston destruction sometimes occurs.

The 1.8 TSI also has problems with the timing chain, which can jump when the engine is turned off. Often, owners only find out about this when the engine fails to start. It’s just that the pistons are already supported by the valves.

2.0 TSI is represented by old units of the EA113 series with a timing belt drive (CDLF and CDLG) and new EA888 with a chain (CCZB). Old units are preferable. They are reliable and do not have fatal defects associated with the timing chain and oil supply (due to poor piston design).

Traditionally, diesel units are the least popular in Russia. Nevertheless, German turbodiesels have proven themselves well. At least the mechanics and hardware are very reliable. But it was not entirely without problems.

VW offered a choice of one of two 4-cylinder 2.0 TDI. The Golf Mk6 was equipped with engines exclusively with a common rail injection system. The fundamental difference between the 110-horsepower and the more powerful 140-horsepower (and since 2003, 170-horsepower) unit is the absence of a balancing shaft in the weakest version.

The presence of a balance shaft means that there is a small hex shaft that is responsible for driving the oil pump. In the past, the tender knot brought dozens of blocks to death. But by the time Golf was released, the problem had already been solved. In 2008, the manufacturer enlarged the shaft and began making it from more durable materials.

In 2009, the 1.6 TDI appeared on the offer list. In its design, it resembles a 2-liter turbodiesel, only without a balance shaft. The little TDI is very reliable. True, he doesn’t like it when someone drives him all day long in the left lane of a country highway. Such modes significantly reduce its resource.

Initially, the 2.0 TDI was equipped with piezoelectric injectors. But there are also modifications with electromagnetic injectors (it all depends on the year of manufacture and engine code). Like all common rail injectors, they require only high-quality diesel fuel. Electromagnetic injectors are about a third cheaper. The 1.6 TDI uses only electromagnetic injectors.

Another weak point is the exhaust gas recirculation valve AGR (abbreviated from German - the same as EGR). In the EGR system, the valve control electronics sometimes malfunction. In addition, over time, the valve jams (due to carbon accumulation), which leads to failure of the servomotor.

Diesel units have a timing belt drive. But remember, it is necessary to change not only the belt, but also other elements (rollers and tensioner). The timing belt also drives the water pump. Replacing the belt is recommended at 180,000 km, but mechanics advise doing this earlier - after 120-150 thousand km. At the same time, do not forget about the belt of mounted units, which drives the air conditioning compressor and generator. If it is completely worn out, at best, it will simply burst, at worst, it may get caught under the timing belt. In practice, sad scenarios are already known that ended with valves meeting pistons.

Transmission

Golf 6 has several triumphant things to its credit. First of all, this is the proprietary 4MOTION all-wheel drive system. None of the competitors in the class can boast of anything like this. Interestingly, the Golf has offered permanent all-wheel drive since the second generation. The sixth version uses a fourth-generation Haldex electro-hydraulic multi-plate clutch.

The all-wheel drive system was included as standard equipment in the hottest version with the letter R. Civilian versions could receive 4Motion only with the 1.6 TDI (105 hp) and 2.0 TDI (140 hp) diesel units. All-wheel drive modifications appeared on the list of proposals in 2009. While regular 1.6 TDI cars were equipped as standard with a 5-speed manual gearbox, all-wheel drive cars were equipped with a 6-speed gearbox.

Many Volkswagen Golf 6s are equipped with an automated DSG dual-clutch transmission. Definitely, a 6-speed DSG with wet clutches is an order of magnitude more reliable than a 7-speed. The first is available only with 2.0 TSI and 2.0 TDI engines. Weaker engines could only be combined with DSG7. This combination makes sense unless you plan to often get stuck in city traffic jams. Otherwise, large investments in repairs after 100,000 km are guaranteed.

The DSG automated transmission requires an oil change every 60,000 km. We should not forget about periodic adaptation of the clutch. Fluid renewal is also necessary for the Haldex coupling (after 40-60 thousand km). The transmission fluid must comply with VW specification G 060175 A 2. In manual transmissions, the oil should be changed every 80-100 thousand km, and in automatic transmissions - after 60-80 thousand km.

Suspension

From the very beginning, the sixth generation of the model received as many as four versions of the suspension. In addition to the standard one, reinforced (for increased loads), sports and, finally, adaptive ACC with shock absorbers of variable stiffness were provided. The latter offered three firmness modes: comfortable, standard and sport. However, the standard chassis provides the optimal compromise between comfort and handling. Classic shock absorbers last up to 200,000 km. The resource of adaptive ones is only slightly less, but they cost twice as much.

There are also differences in the front suspension. At first, steel levers were used, copied from the fifth generation model. During the production process they were replaced by aluminum ones. It all depends on the motor. In some versions, new levers began to be installed in the fall of 2008, and in others - in the spring of 2010. In any case, the levers, balls and bushings are completely interchangeable. Moreover, ball joints have a fairly long service life, even exceeding the service life of silent blocks. In general, the Golf suspension is considered a strong average in terms of endurance.

Typical problems and malfunctions

In addition to the above disadvantages, there are others. For example, sometimes the heater fan starts working at high speed (in versions without Climatronic). The problem is solved by replacing the resistor. And insufficiently effective interior cooling in hot weather is often associated with failure of the Delphi air conditioning compressor.

Otherwise, the Golf is a solid car. The chassis is quite durable, the interior does not age. Peeling of rubberized interior elements is a thing of the past. The interior hides its age very well, showing no signs of wear even after 150,000 km. Does not make the owner and electrician nervous. You have to visit services only because of the engines and gearboxes.

Conclusion

The sixth generation Volkswagen Golf is perhaps less revolutionary than the fifth edition of the model. But the car turned out to be very mature. However, there were some problems characteristic of the concern’s products in recent years. Serious troubles can be avoided by choosing the “right” engine and observing operating conditions.

The 6th generation Volkswagen Golf hatchback debuted at the 2008 Paris Motor Show, and the car appeared on the Russian market in the summer of next year. The next generation of Golf is a continuation of one of the most successful models of the automaker from Wolfsburg.

And although each new generation of VW Golf was developed by different design teams, related features in the appearance of all models are noticeable to the naked eye. So the sixth Golf has the same proportions as its predecessors, a similar design of the front end and a characteristic rear pillar.

Options and prices Volkswagen Golf 6 5D

Despite the apparent simplicity of the style, the Volkswagen Golf 6 does not look budget or cheap. The expanding shoulder line makes the hatchback visually more squat and stretched out, although its length, compared to its predecessor, has even decreased slightly.

The new VW Golf VI has a length of 4,199 (wheelbase - 2,578 mm), width - 1,779 mm, height - 1,479 mm, ground clearance (clearance) is 150 mm. The hatchback's trunk volume is 350 liters, but increases to 1,305 liters if the rear seatbacks are folded down.

The interior of the Volkswagen Golf 6 creates the feeling that you are in a car that is at least a class higher. An instrument panel with two deep wells, a sophisticated dashboard design made of expensive materials with elements of aluminum trim, sweeping lines in the design of door panels - all this still remains a role model among numerous competitors.

Previously, the Golf was supplied to the Russian market only with gasoline engines, but the sixth generation model became an exception: from now on, in the range of power units there was a place for a 2.0-liter turbodiesel with a power of 110 hp, which, however, is only available in tandem with a 5-liter turbodiesel. step mechanics.

As for gasoline units, their choice is much wider. The base engine is a 1.4-liter naturally aspirated engine with a modest output of 80 hp. It is paired with a naturally aspirated engine with a displacement of 1.6 liters and a power of 102 hp. The latter, unlike the first, can be ordered not only paired with a five-speed manual transmission, but also paired with a 7-speed DSG robot.

Also in the lineup for the Volkswagen Golf 6 there are two TSI petrol turbo engines with a volume of 1.2 (85 and 105 hp) and 1.4 (122 hp) liters. As an alternative to a robotic transmission, traditional mechanics are offered for them, but with a six-speed one (with the exception of the 85-horsepower engine).

For those for whom the power of standard engines is not enough, there is the opportunity to buy a 210-horsepower two-liter modification of the Golf GTI, or a top-end version of the Golf R hatchback with all-wheel drive and a 2.0-liter TSI engine producing 255 “horses”. Both variants are available in both three- and five-door body styles.

The price of the most affordable 80-horsepower Volkswagen Golf 6 in a three-door body in the initial Trendline configuration is 551,000 rubles. Its equipment includes 7 airbags, ABS, on-board computer, front windows, electrically adjustable heated mirrors and central locking with remote control.

Volkswagen Golf 3D configurations and prices

The version with a more powerful 1.6-liter engine (102 hp) and manual transmission is estimated at 603,000 rubles, and the surcharge for DSG is 66,000 rubles. The five-door Golf in similar modifications is more expensive by an average of 23,000 rubles. The latter is available with an R-Line body kit with bumper and side sill covers, a spoiler and exclusive wheels.

Regardless of the chosen configuration, engine and body type, buyers have the opportunity, for an additional fee, to retrofit the car with many different options, including ESP, light and rain sensors, a rear view camera, standard navigation, a CD changer, etc.

The German automobile corporation Volkswagen presented the Golf-6 for the first time at the Paris Motor Show in the fall of 2008. The new product was created on the Group A5 (PQ35) platform, which has proven itself in the manufacture of Golf-5.

The sixth model is offered in seven configuration options. The Trindline assembly is 1.6 DSG and 1.6 manual gearbox, as well as 1.4 TSI and 1.4 TSI, DSG. Also introduced are the GTI 2.0; GTI 2.0 DSG. The Highline assembly was created in one variant - this is the Golf-6 (1.4 TSI).

Color

Golf-6 cars are distinguished by a variety of paint options. Using standard paint, the car is available in Tornado Red (G2), Black (A1) and Candy White (B4).

Those interested can purchase a Volkswagen Golf-6 car in “pearl” black (Deep Black (2T)) or blue (Graphit (W9)) colors.

Seven metallic paint options:

• Amarillys(1U) - red;
• Shadon (P6) - blue;
• Shark (5R) - blue;
• Reflex (8E) - silver;
• United (X6) - gray;
• Leaf (7B) - silver.

Technical characteristics of Golf-6

The model has three suspension options:

The adapted suspension changes the characteristics of the shock absorbers depending on road conditions. This is how the chassis is adjusted. The adapted system consists of:

• gateway interface;
• four shock absorbers with electronic stiffness control;
• control unit;
• three body roll control sensors;
• 3 wheel movement control sensors.

Alloy wheels

Many modern cars are equipped with alloy wheels. They are installed not so much to improve appearance or as a tribute to fashion - first of all, thanks to them, the unsprung weight is reduced and technical parameters are improved. The reduced weight of cast wheels can significantly reduce the back load on the chassis. This is reflected in the operation of springs, shock absorbers, suspension arms and other parts, significantly extending the service life. Alloy wheels, regardless of weather conditions, provide easy handling and significantly reduce tire wear. In addition, overall dynamic performance is reduced and improved.

Which alloy wheels to choose?

Volkswagen, AEZ, ADVAN, Anzio, Borbet, ASW and other companies produce alloy wheels that are perfectly suitable in all respects for the Golf-6. Any casting can be installed on a car. The main thing is that the discs meet the requirements set by the manufacturer in terms of their performance. Since 2008, when the Volkswagen Golf-6 first rolled off the production line, 7 modifications of the model have been produced. They all have many differences, but most have the same disk parameters. The standard size is formed according to a number of indicators. These are: offset, width, radius, diameter of the hub and mounting bolts. Some car modifications have their own distinctive characteristics. So, wheels with a radius of R17 and R18 are recommended by the manufacturer for the 2.0GTi model, wheels with a radius of R15-R18 are suitable for Golf 6 (1.4). This is explained by the fact that different modifications of the car have their own design features.

Recommendations for choosing disk sizes are based on numerous tests that are carried out both with ready-made models and with individual components and assemblies. Therefore, the use of disks with sizes that do not comply with the manufacturer’s recommendations (even with minor differences) will significantly affect handling and increase tire wear. The tests and tests carried out allow us to improve the design of the car, select the optimal size of wheels for each modification (Trendline 1.6 Golf series, 1st version of the Highline line and other configurations presented by the manufacturer). This ensures good performance of the car, which, in turn, makes the model more attractive compared to others.

Exterior view of the Golf-6. Reviews about the model

The design shows minimalism, which is typical for all models of the German concern. Golf 6 differs from previous models in its original headlights and streamlined shapes. This visually gives the car volume and a low stance. The small Golf-6 has a length of 4199 mm, which, according to many owners, is sufficient for such a model. The wheelbase of 2578 mm has been preserved from previous modifications of the car.

The stylish color of the bumper, air intake and radiator grille stand out in the exterior. The speed of the model is emphasized by the chrome frame of the headlights, which stand out against the background of the strict bumper. All these details make the appearance of a German car attractive, recognizable and stylish. The interior of the Golf-6 remains virtually unchanged. However, according to many owners, the cabin has become much more comfortable.

Conclusion

Volkswagen Golf-6 can rightfully be called the car of 2009. A distinctive feature of the model is the car has other features. These, in particular, include: an improved braking system, good noise insulation, comfortable and easy control, and maneuverability on the road. In addition, the Golf-6 has excellent dynamic characteristics.

In this generation, the Golf was deprived of non-Volkswagen-made boxes. So there is a choice, but only between “mechanics” and three types of DSG gearboxes. There are few serious problems with manual transmissions, although the boxes themselves, in modern fashion, are selected “to the limit”, that is, they cannot withstand maximum torque for a long time. This is especially noticeable due to frequent problems with the differential, but the “mechanics” themselves sometimes fail.

In the photo: Volkswagen Golf 3-door (Typ 5K) "2008–12

In general, this fact could be ignored, but a connection suggests itself with the problems of preselective automatic transmissions DSG of the DQ 200 and partially DQ 250 series, because some of the problems there are also caused by high load on the differential and its breakdowns, complicated by dirty lubrication. And I traditionally remind you that dual-mass flywheels need to be repaired or replaced. You can install a custom one, and at the same time a clutch from the version with the VR 6 engine, but this is more likely for tuning enthusiasts than for the average owner.

A lot of lines have already been written about DSG and. All that can be said with certainty is that these boxes have a number of defects that negate the theoretical gain in reliability of a shaft gearbox with clutch engagement over a traditional automatic transmission with planetary gears and clutches. And that the DQ 200 series boxes, also known as DSG 7, which were installed on cars whose engines were limited to a torque of 250 Nm, really cause a lot of trouble in this generation.

This is despite the five-year warranty “knocked out” by the owners’ club and good chances for “kulanz” - post-warranty service with partial payment for work and spare parts at the expense of the manufacturer. Now almost all automatic transmissions produced before 2012 have already received a new mechatronics unit - the heart of the design, new clutches, and often have new gear forks or simply replaced the automatic transmission assembly. But still, for a significant part of the owners, the clutch set does not last more than 50-70 thousand kilometers, and malfunctions in the design periodically occur.

Well, I have already mentioned a weak differential, the death of which usually entails the complete destruction of the automatic transmission. Brisk starts with slipping or simply slipping for too long on ice or snow can lead to “sticking” of the satellites to the axle. And there are simply enough cases of wear on the satellite axle and breakage of their gears, but this is due to dirt in the gearbox oil.

In the photo: Volkswagen Golf 5-door (Typ 5K) "2008–12

Do not believe those who claim that they have a “regular automatic machine” installed. It was not possible to find cars with a similar configuration, and even with the simplest “automated” engines 1.6 MPI 102 hp. With. a preselective robot has been installed. They installed it on both 1.6 and 1.4 TSI of all types, and even on the very rare 1.8 TSI here - the engine was offered in Europe in a special configuration as an alternative to the 1.4 160 liter. With. And even with the 1.6 diesel engine of all varieties, they installed the same DQ 200.

More powerful 2.0-liter engines, gasoline and diesel, were equipped with a stronger DSG DQ 250 automatic transmission with wet clutches. Occasionally you can also find the DQ 500, which is non-standard for this generation of Golfs - a reinforced 7-mortar, again with a clutch in the oil sump. However, most often this is a non-factory “swap”; it could only be standardly installed on the Golf R of a special series.

The automatic transmission DQ 250 is noticeably older than the “younger” DQ 200, which means that the peak of its problems by the time the Golf VI appeared had long passed, and besides, the clutch discs are lubricated with oil. This allows you to risk less overheating and have a more predictable lifespan. And a smaller number of gears has a positive effect on the reliability of the mechatronics - it still has to switch at least a third less often.

Otherwise, the problems are the same, with the addition of overheating of the transmission oil at low speeds with a load. This automatic transmission is currently more repairable than the younger version. In any case, the repair of mechatronics and mechanical parts has been mastered in many places, although.

The situation with DSG robots is greatly simplified by frequent oil changes and the installation of an external oil filter. Even if the oil in an automatic transmission is changed no more than once every 50 thousand kilometers, this box “survives” up to 200 thousand kilometers, most often with the replacement of one set of clutches after 100-120 thousand kilometers. And with a relatively neat driving style and with a low-speed diesel engine, even more. But, unfortunately, the risk of a sudden failure will always hang over the owners of the sword of Damocles.

A few words about all-wheel drive. It is extremely rare, but Haldex 3 is used here, so you can count on problems with the pump’s life and frequent oil changes. Look, it’s described in somewhat more detail, since there are still more all-wheel drive crossovers than hatchbacks.

Atmospheric engines

We must admit that this generation of Golf was simply unlucky with the range of engines. In fact, the only reliable engines left are naturally aspirated eight-valve engines, dating back to engines from the 80s, but thoroughly modernized, right down to the design and material of the cylinder block.

BSE/BSF/CCSA motors are truly reliable; they have no serious problems with either the timing belt, the piston group, or other subsystems. Minor problems with coking of rings, destruction of plastic pipes, oil consumption due to hardened valve seals and oil leaks through crankshaft seals are possible, but not very common. The mileage before overhaul under normal conditions is about 300-350 thousand kilometers, and with good maintenance the engine can overcome the bar of 500 thousand miles.

The main thing is to monitor the serviceability of the crankcase ventilation system and the tightness of the intake, and avoid working with fuel system faults. And don’t forget - the unit itself will live longer, and the motor will run smoother. Such an engine easily digests any oil and any gasoline, although for an eight-valve engine the degree of boost is, of course, too high. By the way, the 102 power “according to the passport” does not manifest itself in reality - the car is noticeably more thoughtful than with 16-valve engines “on top”. But in the urban cycle the engine drives very well, pleasing with traction.

In general, if you need a Golf for a long time, then you won’t find a better 1.6. A simple distributed injection system, timing drive with a reliable and cheap belt, a simple ignition system and very high maintainability. And of course, low prices for spare parts and service.

Volkswagen Golf VI 1.6 (manual/automatic)
Claimed fuel consumption per 100 km

Aspirated 1.4 engines are somewhat weak, but also quite reliable. But the design of the 16-valve engine is noticeably more complex, and the output is still lower. In addition, there are certain problems with the maintainability of the structure. The engine is not at all disposable, as is often reproached in the service department, but it requires much better quality work than an eight-valve engine. If you monitor the serviceability of the control system, intake and change the timing belt on time, then it will go through its 300-350 thousand before the piston wears out. For the rest, you can repeat all the kind words that were addressed to 1.6. Adding also efficiency - in this regard, only the new 1.2 TSI and 1.4 TSI can compare with it.

Small petrol turbo engines

The new generation of supercharged engines is complex. On the plus side, they have excellent dynamics and efficiency, as well as enormous boost capabilities, especially with 1.4, 1.8 and 2.0. We will have to talk about the disadvantages for much longer.

The 1.2 TSI engine - on Golf VI this is usually the CBZB series - has very high parameters in terms of power and fuel consumption, but its design has a huge number of weak points. Turbines on this series have no longer “flyed” en masse; the service life here is more than a hundred thousand kilometers, and they usually do not pose a particular problem. Although there remains a possibility that the turbine will be of an old type, especially for “low-mileage” cars. With runs over 150 thousand, you need to take a close look at its condition in any case, even if there is a warranty replacement mark.

The second, even more serious problem is the timing drive. He is here . The first series of engines became famous for the fact that the chain often slipped during runs of up to 30 thousand kilometers, and the wear was already quite large. On most of the cars, the chain was replaced with a modernized one, and the front engine cover was also changed along with it - now the lower gear has bosses that prevent the chain from slipping at the slightest loosening.

And motors since 2011 generally have a modernized timing belt with a completely new design of chain and gears, but this kit cannot be installed on old motors. The timing sprocket on the crankshaft is non-removable, and replacing it together with the crankshaft is an expensive operation. I have already written about a new approach to and I will repeat again the magic phrase about chain sets from a warranty service employee.

With the 03F 198 229 V kit, not everything is so simple. It can be installed only by changing the crankshaft gear. The crankshaft gear is assembled with the crankshaft. The crankshaft is assembled with the cylinder block. Changing a cylinder block is a real feat.

Yes, this is all about CBZB and this situation. Perhaps this explains a lot about the quality of service and design flaws. It is for this reason that VW engines have lost a lot in popularity. By the way, the oil pump is also driven by a chain, and it sometimes breaks, especially if you don’t listen once again to the sounds of the engine running.

To avoid chain slippage, it is recommended that you do not allow the crankshaft to rotate backwards or even apply force in that direction. Owners don’t even put their cars in gear on a slope, but still, cheerful tow trucks and wise service employees manage to turn the crankshaft back when replacing clutch kits or other work. It’s not much, but it’s enough for the chain to slip through and the valves to meet the pistons.

The piston group is surprisingly strong - in any case, it very rarely fails. It happens that piston rings get stuck, some engines have a decent oil appetite almost from the factory, but most owners have almost no oil consumption until a mileage of 120-150 thousand.

Direct injection fuel equipment, which is difficult to diagnose and costs a lot, can cause more trouble. More precisely, it’s easy to diagnose, it’s just that not everyone knows how to do it yet. But difficulties with the injection pump, its pusher and roller, wear of the camshaft cam and other troubles still exist.

In general, when purchasing a motor, it requires a very thorough check at a specialized service center. I didn’t say “at the dealership” - practice shows that they often don’t see the obvious, but if something happens they will offer it.

Of course, such a motor has advantages. I talked about the service life of the piston group, plus it is extremely compact, and the eight-valve cylinder head is very reliable. In terms of traction, the engine is far ahead of the naturally aspirated 1.6; in urban modes it delivers almost like a two-liter naturally aspirated engine. And in terms of fuel consumption, no other gasoline engine can compete with it, except that diesel engines can please you with a consumption of less than 4 liters on the highway, like the 1.2 TSI.

There are relatively few 1.2 engines, but the supercharged 1.4 turned out to be the most common. It comes in two versions. A simpler one - with the CAXA index and a power of 122 hp. With. – in essence the problems differ little from 1.2. All the same problems with the timing belt and oil pump chain, except that it is a little more successful, and even its initial versions ran about 60-70 thousand kilometers before noise and slippage appeared.

The same difficulties with fuel equipment. A noticeably more reliable turbine. But there was a solid fly in the ointment. The engine is prone to an appetite for oil, and the pistons are rather weak; they often crack and burn out. The reason for this, in addition to unsuccessful piston rings and the pistons themselves, is also the liquid intercooler, which periodically stops cooling the charge air due to contamination of the heat exchanger in the intake manifold (it becomes clogged with oil sludge from the ventilation system), failure of the electric pump and simple contamination of the radiator. In addition to these reasons, there are also control system errors, sensor failures and banal “left” firmware, which are so.

The engines are 1.4 with a power of 160 hp. With. CAVD series, which are nominally the most powerful for the “simple” versions of Golf VI, are not GTI or Golf R, there are even more problems (although, it would seem, where). Here more serious design flaws are already evident, associated with the high load on the crankshaft liners - they crumble and wear out. Chipped and burnt pistons are also much more common than on a 122-horsepower engine.

They also used a double-charging system, with a compressor and a turbine. It features an extremely complex intake, with a bunch of throttles and sensors. Moreover, the compressor drive clutch was combined with the engine pump, and this unit often fails. Much more often than the pump itself requires replacement. In general, such an engine entails considerable costs. However, if you forget about reliability, the 1.4 engines are absolutely amazing. A car with such an engine simply flies, and fuel consumption is extremely low.

Still want a car with this engine? Use SAE 40 viscosity in summer. Change spark plugs and ignition modules promptly at the slightest suspicion of misfires. Listen to the circuits on a cold start. Clean the intercooler and intake, check the operation of the intercooling system. And never pour 92-grade gasoline into your car, it’s better to switch to 98-grade gasoline.

Large gasoline turbo engines

Occasionally you can find a 1.8 160 liter engine on a Golf. With. Structurally, this is exactly the same engine as the 2.0 in the Golf GTI /R, but with a reduced volume. It is rarely found, only on custom-made equipment from Europe.

Petrol 2.0s are also rare, and they were not bought for quiet driving and low consumption. The first generation EA 888 was installed on the Golf VI. The advantages of these engines include the combination of very good traction and boost capabilities, and good efficiency at the same time. They are far from 1.4 TSI, but the consumption is often no more than 1.6 MPI.

There are also plenty of disadvantages. There is no need to talk about direct injection fuel equipment. The timing life is consistently low, and replacement is many times more expensive than on “small” engines. There are two phase shifters; their control system also requires maintenance.

On average, you need to start worrying after 100 thousand kilometers; chains rarely last more than 200. Sometimes the oil pump drive chain fails, but in general it is more reliable than 1.2–1.4.

Radiator cost

price for original:

The most unpleasant feature is the good oil appetite of almost all engine series. Somewhere it was there initially, somewhere it comes over time due to an unsuccessful operating style and regular engine overheating.

The main engine problems were cured after 2013, so on this generation Golf, all 2.0 and 1.8 are initially oil-guzzling and problematic. And besides, alas, “shaded to death.” Many have been modernized for a long time, some have been replaced more than once with contract ones - with good tuning, anything can happen... It is recommended to buy only for those who are going to build a sports car.

As for slightly greater reliability than 1.4 engines, this is indeed true. 2.0 engines are less likely to fail “immediately”, more often the problems relate to oil appetite, leaks, intake fogging, dampers in the intake manifold, the filter there, the injection control system, failure of ignition modules... But the price of work and spare parts is noticeably higher, so economical operation will not work. In any case, after 100-150 thousand kilometers you need to keep a large amount of money ready.

If you do without any special technical innovations and buy a 1.6 MPI with a manual transmission, you can simply get one of the best chassis in the class and good reliability, with the exception of a few “buts” regarding electronics mentioned.

If you take the “sophisticated” one with 1.4 TSI 160 hp. With. and DSG 7, then you can experience all the charm of modern technology at the age of five or six by your own example. The costs will be approximately the same as for a car a couple of classes higher and five years older. Well, except for fuel costs. After all, the car is initially economical, and when the car’s engine is not running during service, it does not consume gasoline at all.

Try to find a car with relatively factory equipment. Now cars VW

The sixth VW Golf is “simple in appearance” – but it’s not as simple as it might seem. Behind its ascetic appearance lies a multifaceted car (corresponding to the title “das auto”), capable of performing a variety of tasks. And its range of standard and additional equipment can be the envy of many “premium peers” (just look at the cost of an automatic parking system without human intervention).

The 6th generation Volkswagen Golf turned out to be, one might say, impeccable: effective brakes, precise handling, excellent sound insulation, good dynamics... and all this with an “absolutely without emotional” appearance.

Of course, getting to know a car always begins with an external inspection. And here we have the sixth generation of the “absolute bestseller” among compact cars. Yes, the “sixth Golf” looks, to be honest, very rustic. An inspection of the body does not reveal any memorable details: everything is streamlined, smooth and... simple. Some variety is provided by the headlights and original wheels. Otherwise, the principle of “minimalism and practical simplicity” is clearly applied.

But you shouldn’t make hasty conclusions - behind the external simplicity of the exterior lies a meticulously worked out design idea, dating back to the “first Golf”. And, it should be noted, the creators of this car have the right to experiment. They reinforce their confidence by the fact that no car in the world has ever sold as many copies as the VW Golf. Despite the fact that disputes over its appearance accompanied all generations of the model (but Volkswagen always won in these disputes).

If the sixth Volkswagen Golf is placed next to the previous models, related features are immediately visible. And this despite the fact that these cars were developed by different people. For example, the creator of the 3rd generation Golf heads the Renault design center.
Today's auto designers have taken the matter seriously. They did not create everything from scratch, but identified the characteristic features of the entire VW model range and previous Golfs, such as the “clarity of the front body panels” from the first generation and the rear pillar “brought to perfection” in the fourth generation . Due to the expressive line that runs from the rear to the front lights, the roof, as in the Scirocco, expands along the line of the shoulder girdle. Thanks to this solution, the Golf silhouette looks more voluminous and lower.

The length of the VW Golf 6 is 4199 mm (which is 5 mm less than the previous model), but it has become 20 mm wider, with the same height. In general, the 6th generation model looks more elongated, which is achieved due to well-chosen proportions.

The design of the front of the “sixth Golf” uses a grille located horizontally between the headlights, painted in shiny black. The lines of the bumper go well with the design of the radiator. At the bottom there is an extended air intake, as is the grille, painted black. Also on a black base are chrome headlight frames, giving the car a certain swiftness.
And in general, horizontal lines dominate the design of the car. Widely spaced rear lights create a unique night look. The clarity of the lines of the signaling devices and reversing lights is similar to the rear lights of the Touareg. In other words, the external simplicity of the machine turns out to be very deceptive. The more you get to know this “Golf”, the more convinced you are of the “cunning” of this “simpleton”.

The interior of the Volkswagen Golf 6 is not as simple as the exterior. Inside you get the feeling that you are in an almost “premium class” car. By the way, this model has repeatedly made “revolutions” in the quality of finishing materials. That seems to be the case this time too. Details such as the silky-matt chrome trim or the rounded contours of the instruments and steering wheel, borrowed from the Passat CC, give the Volkswagen Golf the impression of belonging to a higher class. And all this is true not only for the improved configuration options (Comfortline and Highline), but also for the basic one (Trendline).

To enter the European market, Volkswagen offers the 6th generation Golf with four petrol and two diesel engines with a power range from 80 to 160 hp. But not all of them are represented in Russia.

For the first test drive we chose a VW Golf with a new 2.0 liter diesel engine. (which they promised to bring to Russia, but “did not deliver”). The new 110‑horsepower TDI is paired with a 6-speed automatic transmission. This engine stands out for its particularly low fuel consumption in the combined cycle - only 4.5 liters per 100 km. At the same time, the car has decent dynamics. Acceleration to 100 km/h takes 10.7 seconds, and the top speed is 194 km/h.

The test drive of the sixth Volkswagen Golf took place on European roads, which consist of constant turns left and right, but without serious differences in height. It is on such roads that the car's handling is best tested. And “Golf”, whatever one may say, is a very distant relative of “Porsche”. And this “genetic fact”, apparently, can explain the refined handling of the “parent of the golf class”.
The car too simply (and therefore even somehow “boringly”) carries out the driver’s commands, giving no reason to doubt its loyalty. If the car’s obedience begins to irritate the driver and he intentionally makes a mistake - the Volkswagen Golf, equipped even in the basic version with the ESP system, quickly “cools down human ardor” - the Golf begins to slow down, preventing dangerous behavioral tendencies.

Prices for VW Golf 6 in 2009:

• In the basic configuration Trendline (1.6, 75 kW / 102 hp, 5-speed manual transmission) ~ 592 thousand rubles.
• In the maximum Highline (this is 1.4 TSI DSG, 90 kW / 122 hp, 7-speed DSG) a little more than 812 thousand rubles.
• Well, the two-liter engine is only in the Golf GTI 2.0 TSI (this is 155 kW / 210 hp, 6-speed manual gearbox or DSG), and its price, respectively, is 1077 thousand rubles and 1127 thousand rubles.

That is, as we are already “accustomed” to, despite the promises, there will officially be no “diesels” in Russia – only petrol versions.