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Golf V Part IV: Engines and Transmissions

Below is the full Volkswagen AG press kit broken down into multiple sections with over 150 photos. The press release, while applicable to the Golf V in general, does contain model specific details for the German market, so expect some detail changes on North American specification models.

ENGINES

Innovation through direct injection

The Golf is launched with power output figures ranging from 75 bhp to 140 bhp

Two new FSI engines with 90 bhp and 150 bhp are already on the starting grid

The new Golf will be launched with two petrol engines (1.4 with 55 kW / 75 bhp and 1.6 FSI with 85 kW / 115 PS) and two diesels (1.9 TDI with 77 kW / 105 bhp and 2.0 TDI with 103 kW / 140 bhp). Four additional engines will be available shortly after market launch: two FSI engines (1.4 FSI with 66 kW / 90 bhp and 2.0 FSI with 110 kW / 150 bhp), a 1.6-litre engine with 75 kW / 102 bhp and an SDI (2.0 litres with 55 kW / 75 bhp) with a unit injection system. The sporty top-of-the-range engines will be introduced in a third phase. All engines of the Golf meet the EU 4 standard. The start-up phase engines in detail:

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1.6 FSI with 85 kW / 115 bhp: direct petrol injection engines uses on average just 6.4 litres of fuel

In conjunction with the Golf, this innovative direct petrol injection engine delivers high performance with low fuel consumption figures. The Golf 1.6 FSI accelerates to 100 km/h in exactly 10.8 seconds; the top speed is 192 km/h. Compared with these figures, the average fuel consumption is just 6.4 litres. The FSI develops a torque of 155 Nm at 4,000 rpm and is fitted as standard with a six-speed manual gearbox. The maximum power output of 85 kW / 115 bhp is achieved at 6,000 rpm.

The 1.6-litre powerplant is equipped with an aluminium crankcase and demonstrates very good acoustic properties. Thus for example the toothed belt drive operates with a noise-optimised inverted tooth chain. The timing case has also been perfected in terms of acoustics. Volkswagen has also redesigned the cylinder head cooling system, the oil pump (to reduce consumption further), the oil-water heat exchanger, the continuous variable valve timing system and the combustion process including dual injection. A new engine management system, an intake system that has been specifically optimised with regard to power output and torque, a fuel supply system that is controlled to meet fuel demand and an improved catalytic converter are all contributory factors that make the 1.6 FSI one of the most outstanding petrol engines in its performance class.

A six-speed automatic gearbox (Tiptronic) is available to the 1.6 FSI as an alternative to the six-speed manual gearbox.

1.4 with 55 kW / 75 bhp: the basic Golf engine improved in every detail

The second petrol engine to be deployed in the introductory phase is the improved 1.4-litre four-valve engine with 55 kW / 75 bhp (at 5,000 rpm). From 3,800 rpm it develops a maximum torque of 126 Nm. With an average fuel consumption of 6.8 litres, the basic Golf engine also delivers the goods economically. Fitted with a five-speed gearbox, the Golf 1.4 reaches a top speed of 164 km/h. It completes the classic sprint from 0-100 km/h in 14.7 seconds.

Technical improvements in the new Golf are the low weight and friction pistons, the structurally optimised crankshaft and the likewise optimised exhaust manifold and pre-catalyst converter concept. These measures have made it possible to reduce the weight of the engine by two kilograms and further improve specific fuel consumption. Because the 1.4-litre engine also complies with the EU 4 standard, it is subject to tax advantages in Germany.

1.4 FSI and 2.0 FSI: direct injection proceeds to set the standard for Volkswagen petrol engines

Right after the market launch of the Golf, Volkswagen will pursue its FSI offensive with two new direct injection engines. The 1.4 FSI marks its future entry into the FSI world with 66 kW / 90 bhp and a maximum torque of 130 Nm. Although with a top speed of 174 km/h and 0-100 km/h in only 12.9 seconds it achieves better performance figures than the 1.4-litre aluminium engine with intake manifold injection, it uses on average only 6.2 litres of fuel over 100 kilometres. The efficiency of direct petrol injection is certainly more than plain to see here. The 1.4 FSI has a five-speed gearbox.

Delivering 200 Nm, the 2.0 FSI is recommended as the new top-of-the-range engine among the FSI powerplants. This four-valve engine delivers 110 kW / 150 bhp (at 6,000 rpm) and provides remarkably sporty performance. The Golf 2.0 FSI reaches a top speed of 206 km/h, accelerates to 100 km/h in 8.9 seconds and uses on average just 7.2 litres of fuel – a consumption figure which even a diesel engine would be proud of. The Golf 2.0 FSI comes as standard with a six-speed gearbox. The six-speed automatic gearbox with Tiptronic function is also available as an option to this engine.

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2.0 TDI with 103 kW / 140 bhp: four-valve diesel reaches a top speed of 203 km/h

The 2.0 TDI with a power output of 103 kW / 140 bhp and a maximum torque of 320 Nm is the new diesel trendsetter in terms of agility, comfort and economy. This sporty and yet economical engine reaches maximum power output at 4,000 rpm while already reaching maximum torque from 1,750 rpm. The four-valve, four-cylinder engine is fitted with a six-speed gearbox or with the optional direct shift gearbox – available slightly later and also with six speeds – which Volkswagen introduced for the first time in the Golf R32 DSG.

The dynamic new Golf 2.0 TDI reaches a tops speed of 203 km/h and completes the sprint to 100 km/h in just 9.3 seconds. On average the 1,968 cc engine uses just 5.4 litres of fuel over 100 kilometres. Being a particularly clean diesel, it complies with the EU 4 standard and is therefore subject to tax advantages in Germany.

The 2.0 TDI is the first turbodiesel engine from Volkswagen to have its innovative unit direct injection system supplemented by four-valve technology. It has two overhead camshafts; the valve gear features low-friction roller rocker fingers with hydraulic backlash compensation; the unit injection elements are actuated via roller-type rocker arms by the exhaust camshaft and a turbocharger with variable turbine geometry is also used.

The transverse-flow cylinder head has two tangential intake ports per cylinder and a “rotated valve star”. This is the term for the special arrangement of the four valves in relation to the crankshaft, which results the most favourable port geometry possible complete with an optimum combination of swirl and cylinder fill.

A crucial role in delivering optimum exhaust emissions (EU 4) is performed by the centrally positioned 6-hole nozzle with tapered, flow-optimised injection holes. No less important is the central combustion chamber recess with a new, emission-optimised geometry. To further reduce nitrogen oxides, Volkswagen uses an EGR cooler (EGR = Exhaust Gas Recirculation) which is of switchable design with regard to the optimum response of the two-way oxidation catalytic converter. An electric throttle valve helps in calculating exactly the exhaust gas recirculation quantity.

In addition, a new generation of unit injection elements has been developed for the four-valve engine; these elements are characterised by their very compact design, again moderately increased partial load injection pressure and measures for effectively reducing the injection noise. This injection system makes a major contribution to the overall quality of the engine. The fuel consumption of this four-valve engine is generally up to 8% lower than that of a two-valve engine of comparable power.

In addition to further noise reduction in the unit injection systems, above all acoustically optimised pistons, a longitudinally and transversally stiffened cylinder head and a noise-attenuated toothed belt guard contribute to a very quiet, acceptable level of engine noise.

The diesel quick-start system with a temperature-controlled metal sheathed-element glow plug is typically innovative. It ensures under virtually all climatic conditions that the engine starts immediately without a long preheating phase. In conjunction with the 6-hole nozzle, which features an injection spray acting as a special ignition spray, the TDI demonstrates the best cold start and cold running properties. It thus offers not only a pioneering level of comfort but also maximum driving pleasure, the best emission values and low fuel consumption.

1.9 TDI with 77 kW / 105 bhp: small diesel, massive driving pleasure – 187 km/h and average consumption of 5.0 litres

The 1.9 TDI with 77 kW / 105 bhp and a maximum torque of 250 Nm is deployed as a second turbodiesel in addition to the 140 bhp version. This four-cylinder engine delivers its maximum power at 4,000 rpm and maximum torque at 1,900 rpm. A new feature of this both agile and economical engine is, like the 2.0 TDI, its diesel quick-start system, which enables the engine to start immediately under all climatic conditions without noticeable preheating by the driver. Technical background: the metal glow plugs of the new TDI are designed to accommodate 5 volts. Thus a temperature of 1000 °C is obtained at the heating element in less than two seconds. During starting, the glow plug is operated above its nominal voltage; when 1000 °C is reached, the engine management system controls the voltage down to the nominal value.

Like the 2.0 TDI, this EU 4 engine is also connected to a two-way oxidation catalytic converter. The major technical components include a turbocharger with variable turbine geometry, a charge air cooler, direct unit high-pressure injection, an EGR cooler, an electrically actuated regulating flap and unit injection elements with special tapered injection holes.

The 1.9 TDI is connected as standard to a five-speed manual gearbox. From early 2004, a six-speed manual gearbox and, at a later date, the extremely fast-shifting automatic direct shift gearbox DSG® are also available as optional equipment.

GEARBOXES

The new Golf class is helping the six-speed gearbox on the road to success

1.6 FSI and 2.0 TDI fitted with six-speed gearboxes as standard

Two innovative automatic gearboxes with six forward gears

The Golf 1.4 and 1.9 TDI have a five-speed gearbox. The Golf 1.6 FSI and 2.0 TDI are fitted as standard with a six-speed gearbox (as an optional extra for the 1.9 TDI). An ultramodern six-speed automatic gearbox (Tiptronic) is also available as an option for the direct petrol injection engine. The Golf 1.9 TDI and 2.0 TDI can also be fitted with the innovative direct shift gearbox (DSG®). It also has six forward gears and can be shifted both fully automatically and semi-automatically. The six-speed gearbox in detail:

Six-speed manual gearbox: standard in the Golf 1.6 FSI and Golf 2.0 TDI, optional in the Golf 1.9 TDI

The six-speed manual gearbox (different configuration for FSI and TDI) features a magnesium selector housing, cable control and very short shifting strokes. A “3-band” synchromesh in the lower gears guarantees maximum shifting comfort. Optimisation of details such as for example reduced-friction smooth-running bearings has helped to further increase gearbox efficiency and further reduce engine fuel consumption. The gearbox has a hydraulic dry single-plate clutch with a vibration-isolating dual-mass flywheel.

Innovative six-speed automatic gearbox: optional for the new Golf 1.6 FSI

The six-speed automatic gearbox (Tiptronic) of the Golf 1.6 FSI is a real innovation (available from early 2004). Up to now Volkswagen has been the only manufacturer in the world to offer a transversally mounted six-speed automatic gearbox at the front in this segment. The shift programs adapt automatically to driving conditions (e.g. driving uphill or towing a trailer). Alternatively, gears can be selected manually by means of a Tiptronic function (+/-). The extremely sporty shift program “S” provides even more agility.

The large effective gearbox spacing results in improved acoustic properties, fuel consumption and acceleration figures in comparison with four- or five-speed automatic gearboxes. The maximum torque capacity of this automatic gearbox is more than 300 Nm. In the interests of easy serviceability, the gearbox is filled with a fluid which does not have to be changed (lifetime fill).

Direct shift gearbox (DSG®): optional for the Golf 1.9 TDI and 2.0 TDI

The most innovative gearbox in the world at present is known as DSG® or automatic direct shift gearbox. It combines in a fascinating way the comfort of an automatic gearbox with the agility and economy of a manual gearbox. The DSG® also has six forward gears and will be available from Spring 2004 in connection with both TDIs.

As one of its outstanding design features, the transversally mounted gearbox has two wet clutches (higher thermal load tolerance than dry clutches) with hydraulically regulated pressure. So-called clutch C1 operates the odd gears (plus the reverse) while C2 operates the even gears. This gearbox unit is essentially two gearboxes in one.

This substantial level of clutch management is required because there is no longer the typical interruption of tractive force for automatic manual gearboxes when changing gear. An incomparably dynamic and at the same time comfortable gearshift feel is conveyed under conditions of supreme comfort.

In parallel with its fully automatic mode, the DSG® has a Tiptronic function, which allows manual gearshifts. Both modes convey a gearshift feel which is characterised by not only absolute comfort but also extreme pleasure when changing gear. Drivers with sporting aspirations experience for the first time that the gears are changed as if by the touch of a button. By recording the wheel speeds via ABS, the gearbox control unit also ensures for example that there are no unwanted upshifts in corners.

Essentially, the engine connected to the DSG® always runs in the optimum torque range because every gear generates tractive force immediately. No less crucial is the fact that the new gearbox delivers an extremely high level of agility while maintaining the consumption figures of a manual gearbox. The acceleration and top speed figures are virtually identical.





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