Volkswagen Golf 1.4 TSI GT
I know what confuses you; that he is the smallest in the palette. And gasoline is on top. A combination that doesn't look promising these days, does it? Last but not least, the Golf price list confirms this. There is no basic 55 kilowatt (75 hp) engine in it at all. And how can something done on the same basis be interesting right away? And not just interesting, at the highest level!
Well, yes, it's not as simple as it seems. True, both engines have the same volume. It's also true that they both have the same bore-to-stroke ratio (76 x 5 millimeters), but they're not exactly the same. Looks like maximum. In order for Volkswagen to be able to introduce a subcompact engine with such huge power reserves - the TSI liter with 75 kilowatts (6 hp) - something completely different had to happen first.
They had to develop direct gasoline injection (FSI) technology, which separates air intake from fuel injection. In this way, they were able to comply with increasingly stringent regulations regarding environmental pollution. Then came the second stage. Direct fuel injection was combined with a forced refueling system. They did this with the large 2-liter four-cylinder engine used in the Golf GTI and carries the TFSI designation. It worked out! FSI technology and turbocharger gave the expected results. The third stage has begun.
They took the base engine from the pallet, finalized it, installed it according to already proven technology and reinforced it with a mechanical compressor. And now be careful - this "small" engine provides 1.250 Nm of torque at just 200 rpm, at 250 rpm the compressor and turbocharger reach their maximum pressure (2 bar), and at 5 rpm all the torque is already available ), which is preserved in a straight line up to the number 1.750. Deafening!
Especially if we know what's going on under the hood in the meantime. The compressor and turbocharger have specific tasks. The first one is responsible for the responsiveness in the lower work area, and the second one in the upper one. To do this, they were placed sequentially. But the biggest challenge was waiting for the engineers. Both have not been set up yet. The turbocharger greatly assists the compressor only at the bottom. At 2.400 rpm, applications change, while at 3.500 rpm, charging is completely left to the turbocharger.
However, the compressor did not end there. If the RPM falls below 3.500, he comes to the rescue and makes sure that the unit is breathing full breath again. This is made possible by an electromagnetic clutch inside the water pump that controls its operation, and a special valve that directs the flow of fresh air by opening and closing the damper. Once to the compressor and the second time directly to the turbocharger.
So in practice, everything is not easy at all, and the most amazing thing about all this is that the engine, except for exceptional moments, behaves in the same way as an atmospheric charged one. What is really going on under the hood, the driver has no idea. The engine pulls aggressively throughout the entire operating range, reaches maximum power (6.000 kW / 125 hp) at 170 rpm and, if necessary, easily spins up to 7.000 when the electronics interrupt the ignition.
What this means in practice is more difficult to describe in words. Even the performance numbers, which by the way hold up perfectly (we measured even a tenth of a second the best acceleration from standstill to 100 kilometers per hour), are probably not enough to get a correct idea.
Even more vividly, he describes the button located on the center bump, which shows the W sign. On older automatic transmissions, this sign was used for a winter program that could reduce engine torque to the drive wheels, but in cars with manual transmissions we used to do this. did not see. Until now!
So, has it become clear to you what the Volkswagens have sent to the world? They didn't even adorn their most spiral diesels with anything like that. For them, however, we know that because of their design they have more powerful "torque". But we must look elsewhere for the cause. Take, for example, two engines that are completely comparable in terms of power: the petrol 1.4 TSI and the diesel 2.0 TDI. Both reach their maximum torque at 1.750 rpm. For one, this means 240, and for another 350 Nm. But with the TDI, torque starts to drop when it reaches its maximum and the engine reaches its maximum power already at 4.200 rpm.
Where the gasoline engine still maintains constant torque, and its power doesn't even come to the fore. Thus, the operating range of maximum power is much wider, and this can mean a lot more work while driving on slippery surfaces. Last but not least, the stress on the TSI is evidenced by the fact that the engine block and vital parts made of light cast iron had to be replaced with new ones made of durable steel, and the weight of the engine was reduced by the use of aluminum. head.
Undoubtedly, as much pleasure as this Golf conjures up you will find in only a few cars of this class. It is also aided by a lower chassis (15 millimeters), larger wheels (17 inches), wider tires (225/45 ZR 17), sports seats and a six-speed transmission that come with the GT equipment package, but most of the joys can still be attributed to the engine. An engine that will almost certainly bury diesels in the future.
Matevž Koroshec
Photo: Aleš Pavletič.
Volkswagen Golf 1.4 TSI GT
Basic data
| Sales: | Porsche Slovenia |
|---|---|
| Base model price: | 22.512,94 € |
| Test model cost: | 23.439,33 € |
| Calculate the cost of auto insurance | |
| Power: | 125kW (170 KM) |
| Acceleration (0-100 km / h): | 7,9 with |
| Maximum speed: | 220 km / h |
| Mixed flow ECE: | 7,2l / 100km |
Technical information
| engine: | Engine: 4-cylinder - 4-stroke - in-line - supercharged petrol with turbine and mechanical supercharger - displacement 1390 cm3 - maximum power 125 kW (170 hp) at 6000 rpm - maximum torque 240 Nm at 1750- 4500 rpm |
|---|---|
| Energy transfer: | front wheel drive engine - 6-speed manual transmission - tires 225/45 ZR 17 W (Dunlop SP Sport 01 A). |
| Capacity: | top speed 220 km / h - acceleration 0-100 km / h in 7,9 s - fuel consumption (ECE) 9,6 / 5,9 / 7,2 l / 100 km. |
| Transportation and suspension: | limousine - 3 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 disc – rolling circumference 10,9 m. |
| Mass: | empty vehicle 1271 kg - permissible gross weight 1850 kg. |
| External dimensions: | length 4204 mm - width 1759 mm - height 1485 mm |
| Inner dimensions: | fuel tank 55 l. |
| Box: | 350 1305-l |
Our measurements
| T = 17 ° C / p = 1020 mbar / rel. Ownership: 49% / Tires: 225/45 ZR 17 W (Dunlop SP Sport 01 A) / Meter reading: 5004 km | |
| Acceleration 0-100km: | 7,8s |
|---|---|
| 402m from the city: | 15,6 years ( 146 km / h) |
| 1000m from the city: | 28,5 years ( 184 km / h) |
| Flexibility 50-90km / h: | 6,0 / 8,0s |
| Flexibility 80-120km / h: | 8,1 / 10,2s |
| Maximum speed: | 220km / h (WE.) |
| Minimum consumption: | 9,2l / 100km |
| Maximum consumption: | 12,4l / 100km |
| test consumption: | 10,0 l / 100km |
| Braking distance at 100 km / h: | 37,1m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 57dB |
| Noise at 50 km / h in 4rd gear | 56dB |
| Noise at 50 km / h in 5rd gear | 55dB |
| Noise at 50 km / h in 6rd gear | 55dB |
| Noise at 90 km / h in 3rd gear | 66dB |
| Noise at 90 km / h in 4rd gear | 65dB |
| Noise at 90 km / h in 5rd gear | 64dB |
| Noise at 90 km / h in 6rd gear | 63dB |
| Noise at 130 km / h in 3rd gear | 71dB |
| Noise at 130 km / h in 4rd gear | 68dB |
| Noise at 130 km / h in 5rd gear | 67dB |
| Noise at 130 km / h in 6rd gear | 66dB |
| Test errors: | unmistakable |
evaluation
Don't compare price and engine size because you won't be billed. Rather, compare the price and performance of this engine. You'll find the Golf 1.4 TSI GT almost all the way up - just below the Golf GTI. And one more thing: the engine, hidden in the bow, is by far the most technologically advanced gasoline engine. But that also means something, doesn't it?
Driving pleasure:
We praise and reproach
engine performance
wide engine operating range
synchronization of compressor and turbocharger (non-turbocharged)
advanced technology
driving pleasure
unusable boost pressure gauge
no gauge of coolant and oil temperature
