Super test: Volkswagen Golf 2.0 TDI Sportline – 100.000 km
We got to know him very well after spending two years with this car decorated with the Slovenian Car of the Year last year. It became clear which grievances were a matter of taste from the very beginning, and which lasted to the end. At first, for example, we stained the turn signals in the outside rear-view mirrors especially at night (especially the left one, which prevented the driver from blinking), but in the end we forgot about it. But we have not forgotten about too long clutch pedal movement. But, despite all such grievances, we got used to it and took it as our own.
It's probably not hard to believe that 100 thousand kilometers is difficult to drive within the borders of our country, so it's clear that he has seen most of (continental) Europe: Austria, Germany, Benelux, France, Italy, Spain, Croatia and more. It turned out that the ideal machine does not exist; while its sports seats were mostly praised, there were a few drivers who got up tired from them. But the assessment was that the seats are a great compromise between sportiness and comfort, because they hold the body very well and because (most) do not get tired on long trips. Products like this are very rare in the automotive industry, as demonstrated, among other things, by our short test of the Recar seat, which, while otherwise excellent, did not prove significantly better than the standard one from the Sportline package.
If we had to choose again, we would choose just that: with this engine and this set of equipment, only to add a few little things: at least the cruise and steering wheel controls for the audio system, which we both are very lacked and probably a parking assistant (at least in the back) as we leaned on an obstacle several times while reversing and doing plumbing work. We are unambiguously arguing only about the color.
We were also injured through no fault of ours. Three times we caught a sharp enough pebble from under the wheels of the car in front at a speed high enough to leave the effects on the windshield, but we successfully removed them in Carglas. And some of the abrasions to the front and sides were no doubt attributed to "friendly" drivers in the parking lots.
In the first half of our test, there were frequent remarks in the supertest book that the engine was too greedy when it came to engine oil. And as if by a miracle, the thirst in the second half subsided by itself; we still diligently added oil, but noticeably less. This is clearly one of the features of Volkswagen's (four-cylinder) TDI engines. However, it turned out that fuel consumption remained approximately the same throughout the test, or rather: in the second half, it increased by only 0 liters per 03 kilometers. There are several possible reasons.
In the second half of the year, we equipped the engine with two electronic devices to increase power, which could be the reason for the increase in consumption, but the calculation showed that during this time consumption remained in the same range. On the other hand, after so many hours of operation, the engine became a little more power hungry. But given that costs are only marginally increasing, the exact “fault” is difficult to explain with just one reason. It is also possible that only the drivers' driving pace was increased for cognition.
In any case, the calculated mileage shows that, despite the fact that we rode in a wide range - from gentle to very demanding - the mileage remained the same throughout the supertest (with very small deviations from the average up and down), which once again proves that all the fantasies about the fantastic fuel efficiency of TDI engines are in fact more or less fabricated. Even when we switched to the most typical Gorenskaya, we could not bring it to less than 5 liters per 2 kilometers.
Perhaps important or at least interesting is the data on fuel consumption on highways at speeds up to 150 kilometers per hour; with smooth acceleration and less braking, it was about 7, and during normal driving, about 7 liters per 5 km. Now we hope that, at least in some round, we have finally put an end to the Volkswagen Tedeis consumption debate. Whether he made short trips around town or drove several thousand miles across Europe, he was the right size car; big ones are bulky in cities, small ones are too small on long routes inside.
This class of car, along with the Golf, has clearly grown to sizes that are the most reasonable compromise in terms of dimensions. Speaking of compromises, we were convinced to the very end that the sporty chassis of this Golf was the perfect compromise between cushioning under the wheels and no body lean while driving. But here, too, the rule of personal taste applies, although, surprisingly, not a single mention of the discomfort of this car was recorded in the book of supertests. Not even about a beautiful place on the road.
It is difficult to estimate how many hours the engine has run and how many hours this Golf has driven, so the only support in terms of duration is the distance traveled. However, despite the notorious German accuracy, a few small "troubles" accumulated: the cricket began to emit sound on the sensors at a speed of about 2.000 rpm, and the ceiling box for glasses got stuck and we could not open it anymore. In some places, from under the dashboard, there was a low sound, as if an automatic air conditioner had worked, but it worked flawlessly all the time: the fatigue of the driver and passenger.
The key has also been subject to wear. The one with the metal part folded into a plastic bracket that also has a remote trigger lock. The key itself did not stick out to the end, but protruded slightly out of the frame; this is no doubt a consequence of the fact that we opened and closed it as many times as necessary, and much more simply because we played with it. In fact, he still felt good about it.
Even after the test, it is safe to say that the brake pedal remains too soft (to dose the necessary force on a slippery one), that the feel on the gear lever when shifting gears is bad (at the end of the movement, much more decisive thrust is required), that they are inside on idling, longitudinal vibrations of the engine are well felt, that the engine is still quite loud, that the fifth generation Golf is very spacious inside (in terms of feel and measured dimensions), that the position behind the wheel is perfectly adjusted, that the on-board computer is still the best among competitors, that the ride is simple, that the performance is very good, that the wipers are very good at wiping off water, but that the dirt is less washed out, and that the interior materials are excellent, and in some places even better to the touch than in the newer Passat. It has also been shown that at least three flashes of the direction indicators can be annoying and that additional movement of the wipers after an interval of several seconds when washing the windshield is completely unnecessary.
In addition to all of the above, probably its most beautiful feature is that even after our 100 thousand kilometers (and the fact that the reins kept more than twenty different drivers in it), there are no serious signs of wear inside. When the odometer on the way from Hvar to Mulzhava turned six digits and when we then took it for a thorough cleaning, we could easily sell it for at least half a kilometer.
Probably, many will not like it, but it is so. Only those who believe in their product decide to put their car to such a test. "Our" Golf withstood it with ease. And this is another very good buying argument.
Vinko Kernc
Photo: Ales Pavletić, Sasha Kapetanovich, Vinko Kernz, Peter Humar, Mitya Reven, Bor Dobrin, Matevzh Koroshets
Volkswagen Golf 2.0 TDI Sportline
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Base model price: | 23.447,67 € |
| Test model cost: | 23.902,52 € |
| Calculate the cost of auto insurance | |
| Power: | 103kW (140 KM) |
| Acceleration (0-100 km / h): | 9,3 with |
| Maximum speed: | 203 km / h |
| Mixed flow ECE: | 5,4l / 100km |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - direct injection diesel - mounted transversely in front - bore and stroke 81,0 × 95,5 mm - displacement 1968 cm3 - compression ratio 18,5:1 - maximum power 103 kW ( 140 hp) at 4000 hp / min - average piston speed at maximum power 12,7 m / s - specific power 52,3 kW / l (71,2 hp / l) - maximum torque 320 Nm at 1750-2500 rpm - 2 camshaft in the head (timing belt) - 4 valves per cylinder - fuel injection with a pump-injector system - exhaust gas turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | the engine drives the front wheels - six-speed manual transmission - gear ratio I. 3,770 2,090; II. 1,320 hours; III. 0,980 hours; IV. 0,780; V. 0,650; VI. 3,640; reverse 3,450 - differential 7 - rims 17J × 225 - tires 45/17 R 1,91 W, rolling range 1000 m - speed in VI. gears at 51,2 rpm XNUMX km / h. |
| Capacity: | top speed 203 km / h - acceleration 0-100 km / h in 9,3 s - fuel consumption (ECE) 7,1 / 4,5 / 5,4 l / 100 km. |
| Transportation and suspension: | limousine - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, triangular cross rails, stabilizer - rear single suspension, four cross rails, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling) rear, parking mechanical brake on the rear wheels (lever between seats) - rack and pinion steering wheel, power steering, 3,0 turns between extreme points. |
| Mass: | empty vehicle 1318 kg - permissible total weight 1910 kg - permissible trailer weight with brake 1400 kg, without brake 670 kg - permissible roof load 75 kg. |
| External dimensions: | vehicle width 1759 mm - front track 1539 mm - rear track 1528 mm - ground clearance 10,9 m. |
| Inner dimensions: | front width 1470 mm, rear 1470 mm - front seat length 480 mm, rear seat 470 mm - handlebar diameter 375 mm - fuel tank 55 l. |
Our measurements
| T = 16 ° C / p = 1020 mbar / rel. Owner: 59% / Tires: 225/45 R 17 H (Bridgestone Blizzak LM-25) / Meter reading: 101719 km | |
| Acceleration 0-100km: | 10,1s |
|---|---|
| 402m from the city: | 17,3 years ( 132 km / h) |
| 1000m from the city: | 31,4 years ( 169 km / h) |
| Maximum speed: | 205km / h (WE.) |
| Minimum consumption: | 5,2l / 100km |
| Maximum consumption: | 12,1l / 100km |
| test consumption: | 7,5 l / 100km |
| Braking distance at 130 km / h: | 61,8m |
| Braking distance at 100 km / h: | 37,7m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 58dB |
| Noise at 50 km / h in 4rd gear | 57dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 50 km / h in 6rd gear | 56dB |
| Noise at 90 km / h in 3rd gear | 64dB |
| Noise at 90 km / h in 4rd gear | 63dB |
| Noise at 90 km / h in 5rd gear | 62dB |
| Noise at 90 km / h in 6rd gear | 61dB |
| Noise at 130 km / h in 4rd gear | 67dB |
| Noise at 130 km / h in 5rd gear | 66dB |
| Noise at 130 km / h in 6rd gear | 65dB |
| Test errors: | unmistakable |
We praise and reproach
interior space
driving position
capacity
ergonomics
interior materials
on-board computer
chassis
long clutch pedal movement
feeling on the gear lever
dirty hook for opening the trunk lid
recognizable engine noise and vibration inside
no cruise control
engine performance at lower rpm
