In our previous article on the used VW Golf VI, we made our first acquaintance with this model, telling about its position in the C-class, design features and the specifics of the Ukrainian market associated with it.

Our today's article is more thorough - in order to prepare it, we went to the Volkswagen branded service station in order to ask the specialists who encounter this car every day about all its main advantages and sores. So, what did we manage to find out ...

Body

As domestic operating experience has shown, the corrosion resistance of used Golf 6 does not cause any comments. Even in places where paint is chipped, metal resists the appearance of redhead disease for a long time. The important advantages of this model also include high safety - according to the results of EuroNCAP crash tests in 2009, it won the maximum 5 stars.

There are no special complaints about the state body parts... Of the typical problems, only the failure of the boot lid lock should be mentioned. This can happen for two reasons. The first - it ceases to be fixed over time due to wear, the second - due to the fact that the washer fluid supply pipe flies to the rear "wiper" and at the same time fills interior the back door and the lock itself, which safely disables it. However, as a rule, this is due to the fault of unlucky owners, who do not fill the winter "washer" in time, and in frosty conditions the nozzle freezes and the nozzle is torn off by pressure from its place.

Among the four variants of Golf VI bodies in Ukraine, 5-door hatchbacks are the most widespread. Less common on our roads are the more practical 5-door Variant wagons. Hatchbacks in the 3-door version should be considered rare modifications, but the elegant Golf Cabrio convertibles generally belong to the category of exotic.

In addition, owners of versions with headlight washers often complain about increased consumption liquids (see photo "Weaknesses").

Salon

The plastic trim of the VW Golf VI dashboard is soft and pleasant to the touch, the rest of the plastic parts are rigid, but at the same time silent. The finishing materials are highly durable and stand the test of time with confidence. Soundproofing is good and the doors are closed with a noble muffled cotton. There are no complaints about visibility either. The seats, even in basic versions, have good lateral support.

In general, the interior of the Golf VI looks more expressive and solid than that of its predecessor. Neat design touches in the form of chrome edging on a number of interior parts contribute to this perception. The charged versions of the GT, GTI and GTD are adorned with aluminum pedal pads and signature plaid seat upholstery. As before, all Golf 6 is made soundly and efficiently. All the little things are worked out in detail, and the ergonomics are exemplary.

Recall that the Golf 6 is built on the same PQ35 platform that underlies its predecessor, thanks to which the machines are technically similar to each other. Since the wheelbase of the VW Golf VI has not changed (it is still the same 2578 mm), accordingly, the layout of the cabin also remained the same, as well as the space inside.

Single

The whole truth about a used VW Golf VI

23 Mar 2018, 17:00

Legroom rear passengers sufficient - a tall person will easily sit down behind itself and at the same time his knees will not rest against the backs of the front seats! Three of us in the gallery can normally accommodate three people of average build, and a comfortable atmosphere here is created by separate air deflectors located on the box between the front seats.

Comments on the ergonomics of the "gallery" of the Golf VI are already traditional for many VWs - the central tunnel of the body is too massive (high and wide), so the passenger sitting in the middle has to press at the feet of his neighbors sitting on the sides.

This model has always been famous for its practicality. The sixth generation is no exception - it is convenient for transporting passengers and various luggage. At the same time, the traveling volume of the cargo compartment of the etchbacks is average compared to competitors - 350 liters, against, for example, 340 liters for the Mazda 3, 355 liters for the Toyota Auris and 365 liters for Ford focus, the same balance of power remains with the rear seats folded down - 1305 liters versus 1150 liters for the Focus, 1335 liters for the 1335 liters for the Auris and 1360 liters for the "troika". The functionality of using the cargo compartment increases a wide and regular loading aperture (1270 mm), a low loading threshold of the compartment, flat and not very protruding wheel arch recesses and an almost flat cargo area with the rear seats folded, slightly rising up in the area of \u200b\u200bthe backs.

The overall PQ35 platform has an effect on the interior of the Golf VI - in terms of roominess luggage compartment, as well as the interior, is completely similar to its predecessor. If we compare the figures for the volume of cargo compartments, it turns out that they are average in the "six" compared to competitors. For those who often have to use the storage compartment and who care about liters of its volume, we advise you to pay attention to more functional versions with a station wagon.

But the VW Golf VI Variant station wagon will clearly appeal to economic motorists - it is endowed with a very spacious luggage compartment, which in terms of its volume in the stowed state is one of the largest among competitors - 505 liters versus 485 liters Renault Megane Tourer and 490 liters from the Ford Focus Estate.

Test Drive

Volkswagen Golf VI: Differences for Decency

True, in terms of the maximum volume of 1495 liters, it loses to them - 1515 liters for the Focus and 1600 liters for the Megane. This is due to the design features of the transformation of the rear seats - the cushions in the Golf 6 rise to the backs of the front seats and thus “eat up” useful liters of volume. True, due to such a scheme, a perfectly flat cargo area is provided, which is not obtained by all competitors.

Suspension VW Golf VI

Since Golf 6 is built on the PQ35 platform, the designers, without further ado, equipped it with a chassis from its predecessor. So, in front of the hero of our material, an independent McPherson is also used, and in the back there is a "multi-link". An anti-roll bar is installed on both axles. In general, the serviceable suspension is moderately knocked down and copes well with many of the irregularities of our roads, giving off only dull slaps of tires when they enter the salon. Contributes to good driving performance and informative steering, equipped with an electric power assist, which changes the degree of amplification depending on the driving speed.

The adaptive DCC suspension in the VW Golf VI has three operating modes: "sport", "normal" and "comfortable", which can be selected using a button installed near the gear lever.

The only significant difference from its predecessor is that for the first time in the VW Golf VI, the adaptive suspension (DCC) of the first generation was offered as an option, which allows you to change the stiffness of the shock absorbers. However, versions with DCC were not officially delivered to Ukraine, and you rarely find it on copies imported from abroad, so the servicemen who consulted us could not tell us anything about the peculiarities of using the adaptive suspension.

In general, the standard Golf 6 suspension is time-tested and has proven to be quite durable. So, in front the fastest (after 80 thousand km) the rear silent blocks of the front levers wear out, while the stabilizer struts can last about 100 thousand km, and the front silent blocks - up to 140 thousand km. The stabilizer bushings "run" much longer and are rarely changed - this is an expensive pleasure, since they only change together with the stabilizer. The resource of ball bearings is under 200 thousand km.

Thanks to the independent design, the Golf 6 chassis is endowed with excellent grip, making it a pleasure to drive this model actively!

In the rear "multi-link" to a mileage of 100 thousand km may require replacement of the bushing and stabilizer struts (changed separately from it) and rear shock absorbers bumpers. By 120-150 thousand km, the “rubber bands” of the rear breakup levers wear out (an original spare part assembled - about 450 UAH). But the silent blocks of the remaining rear levers are able to withstand a mileage of 200 thousand km. Wheel bearings also serve for a long time, but when the time comes to replace them, you will have to fork out - they change only in assembly with hubs (both branded and non-original).

VW Golf VI has no claims to the reliability of rack and pinion steering. This unit was modernized at the end of the production of the fifth generation model (in it the engagement of the rail and the electric motor did not differ in durability) and the hero of the material no longer raises any complaints. In principle, the same can be said about brake system... On our roads, the tips of the steering rods are able to "run" 100-150 thousand km, and the rods themselves - even longer.

But the engines and transmissions of the Golf 6 are capable of presenting serious problems to its owners. True, this does not apply to all units with which this model was equipped. What modifications should be avoided, which ones should be paid attention to - read in our separate material.

CV "AC"

VW Golf VI deservedly won the honorary title back in 2009 best car in the world. At the time of its presentation, it was the most advanced, and not only in its class - a lot of modern design developments of VW engineers were introduced in it. However, in practice, some of these technologies were not entirely reliable and caused frequent troubles for owners. True, we will talk about this another time.

Like all its previous generations, the Golf 6 is a practical and functional car, endowed with excellent driving performance... True, for all these advantages you will have to overpay - a used VW Golf VI is more expensive than many of its competitors.

Results of "AC"

Body and interior 4 stars

Wide offer for secondary market... Good retention of residual value. Corrosion resistance. High security. Functional station wagon versions are often found on the market. Solid interior and high wear resistance of its skin. Good insulation and visibility. Good legroom for rear passengers. The presence of separate air vents for rear passengers. A functional and roomy trunk.

- Failure of the boot lid lock was noted. Increased fluid consumption in versions with headlight washers. A massive center floor tunnel obstructs the feet of a passenger sitting on back seat in the middle.

Suspension and steering 5 stars

The knocked-down suspension works well for many of the unevenness of our roads and gives the car high stability. The informative steering provides good handling. In general, the suspension is quite durable. Reliable steering and high resource of its consumables. Trouble-free brakes.

- The cost of repairing suspensions increases the replacement of wheel bearings together with the hubs.

Weak spots

Owners of versions with headlight washers often complain about increased fluid consumption. This is an objective fact and some people cope with this feature quite radically - pulling out the appropriate electrical fuse (No. 36, 20 A, yellow).

In the front suspension of the Golf 6, the rear silent blocks of the front levers wear out the fastest (after 80 thousand km), but the rest of the consumables last much longer.

Of the body parts of the VW Golf VI, only the trunk lid lock (applies to both hatchbacks and the station wagon) is capable of disturbing.

Specifications
common data
Body type	hatchback, station wagon, convertible
Doors / Seats	3/5 and 5/5, 5/5 and 2/4
Dimensions, L / W / H, mm	4200/1780/1480, 4535/1780/1505, 4245/1780/1425
Base, mm	2580
Curb / full weight, kg	1140/1750, 1255/1870, 1340/1850
Trunk volume, l	350/1305, 505/1495, 250
Tank volume, l	55
Engines
Gasoline 4-cylinder: 1.2 L 16 V TSI (86/105 HP), 1.4 L 16 V (80 HP), 1.6 L 8 V MPI (102 HP), 1.4 L 8 V TSI (122/160 HP), 2.0 l 16 V TSI (211/235 HP)
5-cylinder: 2.5 L 16 V (170 HP)
Diesel 4-cylinder: 1.6 TDI (105 HP), 2.0 TDI (110/140/170 HP)
Transmission
type of drive	front or full
KP	5- or 6-st. mechan., 6-st. automatic machine, 6- or 7st. robot. DSG
Chassis
Front / rear brakes	disk. vent. / disk.
Suspension front / rear	independent / independent
Tires	205/55 R16, 225/45 R17, 225/40 R18
Cost in Ukraine, $ * from 10.7 thousand to 14.2 thousand * as of April 2018

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The 1.6-liter naturally aspirated 8-valve (!) BSE / BSF / CCSA 102-horsepower engine with multipoint injection is ideal for those who are in no hurry. Power is not enough, of course, but for a C-class car it will go for a leisurely ride. Moreover, the potential mileage before overhaul is under 500 thousand. Like valves, hydraulic lifters, the timing belt serves according to the rules of 90 thousand, but it will be useful to slightly reduce the interval.
- 1.4-liter aspirated (80 hp) CGGA - from the same opera, though the cylinder head is 16-valve, which complicates and increases the cost of maintenance a little. For Golf, the choice is dubious due to the very modest return. The timing is also belt-type with the same interval, the thermal clearance in the valves is also regulated by hydraulic compensators, the injection is also distributed and reliable.
- The 1.2 TSI CBZA / CBZB motors were especially bad until 2011, when they changed the design of a very heavy-duty timing drive, where the chain could stretch to 30 thousand kilometers. The turbine also served less than 100 thousand for the first years, then it was refined, but still the resource is in the region of 160-180 thousand. And even if the car is after 2011, there remains a high-pressure fuel pump with nozzles and coking of the piston rings. All this, again, on runs closer to 150.
- 1.4 TSI (122 HP CAXA) of the EA111 series has a less problematic timing drive (and yet the chain can be stretched to thousands to 100-120), a stronger turbine, about the same fuel equipment, however, a significantly less successful piston group than on 1.2 TSI, which not only actively cokes, but piston burnouts also occur. Basically - due to overheating due to the death of an intercooler, pump, or simply a clogged radiator.
- The higher-powered 1.4 TSI (160 hp, CNWA, CTHD, CTKA, CAVD), in addition to all the problems of the 122 hp CAXA, also have a problem with early wear of the crankshaft liners. The double-pressurization system with a turbine and a drive compressor did not cause problems in the first years, but the complexity is high, so that by the years 10 and thousand closer to 180-200 costs can be expected in this part too.
- Motors 1.8 (CDAA) and 2.0 TSI (CCZB, CDLG) - EA888 series. The set of problems is similar to junior motors - an oil-lubricating piston group, a vulnerable direct injection system, a timing belt with a chain life of around 100 thousand. The problems of the 888 series were cured by 2013-2014, when the sixth Golf was no longer released.
- General recommendation for all gasoline turbo engines: thorough diagnostics upon purchase (preferably with a dealer scanner, endoscope and leak test), and during operation - maintenance intervals reduced to 10 thousand and quality oil (preferably ester and not too liquid, 5W50 is just right).
- Diesels 1.6 TDI (CAYC) 2.0 TDI (CBDC, CBAA, CBAB) - the whole variety of the EA189 line with injection Common rail... We know these motors well from the Passats, but they are not widespread on Golfs in Russia. There are typically diesel complications, such as having to clean the EGR valve and deal with a clogged particulate filter, but the power system can hold out up to 200,000. Of the unexpected weak points 2.0 TDI - wear of the oil pump drive, which lives 140-200 thousand. Check if it was changed if the car is running.

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

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

In general, this fact could be ignored, but a connection with the problems of DSG preselective automatic transmissions of the DQ 200 and partially DQ 250 series suggests itself, because there, too, some of the problems are caused by the high load on the differential and its breakdowns complicated by dirty lubrication. And traditionally, I remind you that dual-mass flywheels need to be repaired or replaced. You can put a custom one, and at the same time a clutch from the version with a VR 6 engine, but this is more for tuning lovers 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 the reliability of a shaft gearbox with gears engaged by clutches in front of a traditional automatic transmission with planetary gears and clutches. And that the boxes of the DQ 200 series, they are also DSG 7, which were installed on cars whose motors were limited to a torque of 250 Nm, really give a lot of trouble in this generation.

This is despite the five-year warranty "knocked out" by the owners' club and good chances for "kulants" - post-warranty service with partial payment for work and spare parts at the expense of the manufacturer. Now almost all automatic transmissions released before 2012 have already received a new mechatronics unit - the heart of the structure, new clutches, and often have new gear shift forks or simply changed the automatic transmission assembly. But still, for a respectable part of the owners, the clutch kit does not live more than 50-70 thousand kilometers, and periodically there are malfunctions in the structure.

Well, I have already mentioned about the weak differential, the death of which usually entails the complete destruction of the automatic transmission. Vigorous starts with slippage or simply slipping too long on ice or snow can lead to the satellites "sticking" to the axis. Yes, and there are just enough cases of wear of the satellites axle and breakdowns of their gears, but this is already the fault of the 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 machine" installed. It was not possible to find cars in a similar configuration, and even with the simplest "automated" 1.6 MPI 102 hp engines. from. a preselective robot is installed. They put 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 1.4 160 liters. from. And even with a 1.6 diesel of all varieties, the same DQ 200 was installed.

More powerful engines with a volume of 2.0 liters, gasoline and diesel, were completed with a stronger automatic transmission DSG DQ 250 with "wet" clutches. Occasionally you can also find a non-standard for this generation of Golf DQ 500 - a reinforced 7-mortar, again with a clutch in an oil sump. However, most often it is already a non-factory "swap", it could be installed normally only on the Golf R of a special series.

In the photo: Torpedo Volkswagen Golf 3-door (Typ 5K) "2009–13

The DQ 250 automatic transmission 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 resource. And a smaller number of gears has a positive effect on the reliability of the mechatronics operation - nevertheless, he has to switch at least a third less often.

The rest of the problems are the same, and even overheating of the box oil is added when low speeds movements with a load. This automatic transmission is currently more maintainable than the younger version. In any case, the repair of mechatronics and the mechanical part has been mastered in many places, though.

The situation with DSG robots is greatly facilitated by frequent oil changes and the installation of an external oil filter. Even if the oil in the automatic transmission does not change more often 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 manner of movement and with a slow-moving diesel engine and 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 here, so you can count on problems with the pump resource and frequent oil changes. See, there is a little more detail, because all-wheel drive crossovers still more than hatchbacks.

Atmospheric motors

It must be admitted that this generation of Golf just had no luck with the range of engines. In fact, the only reliable engines were naturally aspirated eight-valves, dating back to engines from the 80s, but thoroughly modernized, down to the design and material of the cylinder block.

In the photo: Volkswagen Golf (Typ 5K) "2009 – present under the hood.

BSE / BSF / CCSA motors are really reliable, they do not have serious problems with either the timing, or with the piston group, or with other subsystems. Minor problems with ring coking, destruction of plastic pipes, oil consumption due to chilled valve oil seals and oil leaks through the crankshaft oil seals are possible, but not so common. Mileage before overhaul under normal conditions is about 300-350 thousand kilometers, and with good service the motor can overcome the bar of 500 thousand versts.

The main thing is to monitor the health of the crankcase ventilation system and the tightness of the intake, to prevent work with malfunctions of the fuel system. And do not 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, the degree of boost is, of course, too large. By the way, 102 forces "according to the passport" in fact do not show themselves - the car is noticeably more thoughtful than with 16-valve "on top". But in the urban cycle, the motor runs very well, pleasing with traction.

In general, if Golf is needed for a long time, then 1.6 is better not to be found. Simple distributed injection system, timing belt drive with a reliable and cheap belt, simple system ignition and very high maintainability. And of course low prices for parts and service.

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

The 1.4 naturally aspirated engines are somewhat weak, but also quite reliable. But the design of the 16-valve engine is much more complicated, and the recoil is still lower. In addition, there are certain problems with the maintainability of the structure. The motor is not at all disposable, as it is often reproached in the service, but it requires a much better quality of work than an eight-valve one. If you monitor the health of the control system, the intake and change the timing on time, then it will go through its 300-350 thousand before the piston is worn out. For the rest, you can repeat all the warm words that were said to 1.6. Adding more and efficiency - in this respect, only the new 1.2 TSI and 1.4 TSI can be compared with it.

Small petrol turbo engines

The new generation of supercharged engines is complex in nature. On the plus side, they have excellent dynamics and efficiency, and also huge opportunities forcing, especially in 1.4, 1.8 and 2.0. The cons will take much longer to talk about.

The 1.2 TSI engine - usually the CBZB series on the Golf VI - has very high power and fuel consumption parameters, but its design has great amount weak points. Turbines on this series did not fly en masse, here the resource is more than a hundred thousand kilometers, and they usually do not present a special problem. Although there is still a possibility that the turbine will be of the old model, especially for "low-flow" machines. With runs for 150 thousand, in any case, even if there is a mark on the warranty replacement, take a close look at its condition.

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

And the motors since 2011 generally have a modernized timing belt with a completely new design chains and gears, but you won't be able to put this kit on old motors. Timing star on crankshaft non-removable, and replacement together with the crankshaft is an expensive operation. I already wrote about a new approach to and will repeat once again the magic phrase about chain kits from a warranty service employee.

The 03F 198 229 V set is not that 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 the cylinder block is a real feat.

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

In the photo: Volkswagen Golf GTD 3-door (Typ 5K) "2009-12

To avoid chain slip, it is recommended that the crankshaft is not rotated backward or even force is applied in this direction. The owners do not even put the cars in gear on a slope, but still vigorous tow trucks and wise service employees, when replacing clutch kits or other work, manage to turn the crankshaft back. Not much, but this is enough for the chain to slip through and the valves meet the pistons.

In the photo: Under the hood Volkswagen Golf GTI 5-door (Typ 5K) "2011

The piston group is surprisingly strong - in any case, it breaks down very rarely. Here the occurrence of piston rings happens, some engines almost from the factory have a decent oil appetite, but most owners have almost no oil consumption before a run of 120-150 thousand.

Direct injection fuel equipment, which is difficult to diagnose and costs a lot, can be more troublesome. More precisely, it is just easy to diagnose it, it is just that not everyone knows how. But difficulties with the injection pump, its pusher and roller, wear of the camshaft cam and other troubles are still available.

In general, the motor requires a very careful check in specialized service... I did not say "in the dealership" - practice shows that they often do not see the obvious, and if something happens they will offer it.

Of course, such a motor has advantages. I spoke about the resource of the piston group, plus it is extremely compact, and the eight-valve cylinder head is very reliable. In terms of thrust, the engine is much ahead of the atmospheric 1.6, in urban modes it drives almost like a two-liter atmospheric 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.

Engines 1.2 are relatively few, but 1.4 with supercharging turned out to be the most common. It comes in two flavors. More simple - with the CAXA index and a capacity of 122 liters. from. - as a matter of fact, the problems differ little from 1.2. All the same problems with the timing and the oil pump chain, except that it is a little more successful, and even its initial versions traveled about 60-70 thousand kilometers before the appearance of noise and overshoots.

The same difficulties with fuel equipment. A noticeably more reliable turbine. But it was not without a solid fly in the ointment. The engine is prone to an appetite for oil, and the pistons are rather weak, their splitting and burnouts are frequent. The reason for this, in addition to the unsuccessful piston rings and the pistons themselves, is also a liquid intercooler, which periodically ceases to cool the charge air due to contamination of the heat exchanger in the intake manifold (it is clogged with oil sludge from the ventilation system), failure of the electric pump and banal contamination of the radiator. In addition to these reasons, there are also errors of the control system, sensor failure and banal "left" firmware, which is so.

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

And here they also used a double pressurization system, with a compressor and a turbine. It features an extremely complex intake, with a bunch of chokes 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 motors are absolutely amazing. A car with such an engine just flies, and fuel consumption is extremely low.

Do you want a car with that engine anyway? Pour SAE 40 in summer. Change plugs and ignition modules in time at the slightest suspicion of a misfire. Listen to the chains on a cold start. Clean the intercooler and intake, check the operation of the intercooling system. And never put 92nd gasoline in your car, better go to 98th,.

Large gasoline turbo engines

Occasionally you can find on the Golf and the 1.8 160 hp engine. from. Structurally, this is exactly the same engine as the 2.0 on the Golf GTI / R, but with a reduced volume. It is rare, only on custom-made trim levels from Europe.

Gasoline 2.0 is 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 a combination of very good thrust and boost capabilities, and good economy at the same time. They are far from 1.4 TSI, but the flow rate is often no more than 1.6 MPI.

In the photo: Under the hood Volkswagen Golf GTI 3-door UK-spec (Typ 5K) "2009–13

There are also enough cons. Direct injection fuel equipment can be ignored. The timing resource is consistently low, and replacement is several times more expensive than on "small" motors. There are two phase shifters, and their control system requires maintenance.

In the photo: Volkswagen GTI 5-door (Typ 5K) "2009-13

On average, you need to start worrying after 100 thousand kilometers, rarely the chains can withstand 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 in almost all engine series. Somewhere it was originally, somewhere it comes over time with an unsuccessful operating style and regular engine overheating.

The main problems of the engine were cured after 2013, so that on the Golf of this generation, all 2.0 and 1.8 are initially oil-rich and problematic. And besides, alas, "sunk to death." Many have been modernized for a long time, some have already been replaced by contract ones more than once - with good tuning anything happens ... Recommended for purchase only by those who are going to build a sports car.

In the photo: Under the hood Volkswagen GTI 3-door (Typ 5K) "2009–13

As for a slightly higher reliability than that of 1.4 motors, this is indeed the case. Engines 2.0 are less likely to fail "right away", more often problems relate to oil appetite, leaks, fogging of the intake, flaps in the intake manifold, a filter in the same place, an injection control system, failure of ignition modules ... But the price of work and spare parts is much higher, so economical operation will not work. In any case, after 100-150 thousand kilometers, you need to keep a large sum ready.

If you do without special technical innovations, buying a 1.6 MPI with manual transmission, then you can simply get one of the best chassis in the class and good reliability, with the exception of a few "buts" in terms of electronics mentioned.

If you take the "fancy" with 1.4 TSI 160 hp. from. and DSG 7, then you can feel the beauty of modern technology at the age of five or six by your own example. The costs will be about the same as for a car a couple of classes higher and five years older. Well, other than fuel costs. After all, the car is initially economical, and the idle car engine does not consume gas at all in the service.

In the photo: Volkswagen Golf GTI 3-door (Typ 5K) "2009–13

Try to find a car in a relatively factory configuration. Now the cars VW

Not a brand new model. But buyers of a used Golf shouldn't be worried about that. The time-tested design is complemented by advanced technology.

If the body of the Golf 5 looked slightly puffy and had rounded shapes, then the sixth generation looks more filigree and elegant. Good everyday usability is not compromised: dimensions and capacity interior space remained practically the same. Among the most important changes compared to its predecessor, it is worth noting not only the use of higher quality materials for interior decoration, but also the appearance of a knee airbag and additional assistance systems.

The car was produced in three body versions: three and five-door hatchback, as well as a convertible. In addition, there were station wagon versions and an enlarged family golf variant Plus. These two models did not receive many of the technical innovations inherited from the sixth generation. All that they have in common with the updated Golf is the body design.

After the transition from the fifth to the sixth generation, the Golf got better equipment. Air conditioning and a seventh airbag are standard equipment. However, the original Trendline package is relatively sparse. Therefore, when choosing a used car, it is better to consider the Golf, starting with the "Comfortline" trim, equipped with an audio system, better seats and parking sensors front and rear. The special editions "Team", "Style", "Match" and "Move" are well equipped and stylishly decorated.

In 2008, safety was rated five stars. One year later, after changing the test methodology, the Golf 6 confirmed the result with another full set of five stars.

Engines

A rich line of engines provides a wide choice. Over five years of production, 20 different engine names have appeared on the list, incl. and their modifications. The power range is from 80 to 270 hp. So that everyone can choose a car with optimal characteristics.

The most unpretentious and reliable power unit - gasoline 1.4-liter aspirated 80 hp However, it is rather weak, but it does not require a lot of fuel. The 8-valve 1.6 also demonstrates decent reliability.

The 1.4-liter 122-horsepower turbo engine is much more cheerful and at the same time does not consume much more gasoline. Perhaps this is the most practical and versatile engine.

For long runs, it is impossible better fit 1.6-liter 105-horsepower turbodiesel, which consumes a little less than 5 liters of diesel fuel per 100 km.

To those who pleasure is more important driving rather than fuel consumption, the 235bhp GTI is worth a look.

TSI 1.2, 1.4 and 2.0 engines suffer from chain, chain tensioner and intake camshaft adjuster problems. In advanced cases, any of the defects can result in serious engine damage. Volkswagen was aware of the problems, carried out a number of improvements and kindly fixed the defects in the warranty vehicles. Of course, copies with already completed modifications are preferable. It is known that sometimes defects were eliminated proactively, quietly - in the process of scheduled maintenance. If, after starting a cold engine, an extraneous noise (crackling) is heard, or the engine warning lamp comes on, then this car should be avoided.

Timing chain depletion is not the only concern for owners of cars with 1.2 TSI. Frequent transition to emergency mode were caused by a faulty turbocharger bypass servo motor. The turbocharger was supplied by IHI, and the bypass came with it and was not offered separately.

An unpleasant surprise was the increase in the oil level, which took place in the initial period of production. It was diluted with gasoline. Later the software was updated several times. Several engines were replaced by the manufacturer under warranty due to loss of compression in one of the cylinders. As reported, poor quality valves were to blame.

The 1.4 TSI Twincharger (dual-supercharged) had problems with the turbocharger. Later, the software was changed and a gasket for the bypass valve was added.

Another nuisance of the 1.4 TSI Twincharger is the high oil consumption. The cause could be a clogged crankcase ventilation system. If the engine began to consume oil and at the same time troilus (it worked on three cylinders), then usually this indicated the destruction of one of the pistons.

High oil consumption was also characteristic of the 2.0 TSI. The reason was the design of the piston and piston rings. Later, modified pistons appeared. Since they had an increased diameter of the piston pin, the connecting rods were also subject to replacement.

In the 2.0 TSI of the older generation EA 113 (GTI "Edition" and R versions), valves sometimes burned out. This usually happened during long-term operation on 95 gasoline. The motor is only vital for the 98th.

At launch, the Golf Mk6 had two versions of the 2.0 TDI diesel - 110 hp. and 140 hp. In 2009, a 170-strong modification appeared.

The weaker 110-horsepower version lacks a balancing shaft module. In the past, the balancer module put a lot of motors down due to wear on the tiny hex shaft that powered the oil pump. However, in Golf, this problem has already been solved, since in 2008 the manufacturer increased the shaft and began to manufacture it from more durable materials.

All turbodiesels had a Common Rail injection system. The 2.0 TDI was originally equipped with piezoelectric injectors. But there were versions with electromagnetic nozzles. It all depends on the year of manufacture and the engine code. Injectors are sensitive to fuel quality, and piezoelectric ones are more expensive than electromagnetic ones.

One of the common defects is associated with the recirculation valve exhaust gases AGR (same as EGR, only in German). At one point, the valve ratchet would start to jam, causing the servo motor to fail.

Another known problem is cracks in fuel line 2-liter diesels of the first years of production.

Since 2009, the 1.6 TDI has become available, similar in design to the 2-liter turbodiesel. Therefore, with some exceptions, they have similar problems and malfunctions. AT fuel system 1.6 TDI used solenoid injectors.

All turbodiesels have a timing belt drive. According to VW regulations, the timing belt should be renewed - in the case of the 1.6 TDI after 180,000 km, and in the case of the 2.0 TDI after 210,000 km. Together with it, it is necessary to replace the tensioner. In practice, it is better to cut the replacement interval in half.

The belt also drives the coolant pump. Usually the pump does not last long and starts to flow.

Sometimes the ancillary belt tensioner fails. In the best case, the battery will be charged. But, unfortunately, more disastrous scenarios are also known. The flat belt could break and fall under the timing belt. This, in turn, can lead to the meeting of valves with pistons.

Transmission

Sometimes, foreign sounds, well audible from outside, begin to emit dSG box... But, as a rule, this is more an aesthetic problem than a functional one. The robot needs to regularly adapt the clutch (clutch threshold settings), otherwise the clutch discs will wear out too quickly.

Some versions with diesel engines (1.6 TDI and 2.0 TDI), including the top model Golf R, were equipped with 4Motion all-wheel drive. None of the hatchbacks in compact class cannot boast of it. It is noteworthy that the Golf has offered permanent all-wheel drive since the second generation. In the sixth generation, the transmission became available only from 2009. While the standard versions with 1.6 TDI have a 5-speed manual transmission, in combination with four-wheel drive a 6-speed gearbox became available.

All-wheel drive implemented using Haldex multi-plate clutch fourth generation with electrohydraulic drive. Haldex clutch is quite reliable. The main thing is to renew its working fluid every 40-60 thousand km. Haldex oil must meet VW specification G 060 175 A2.

Chassis

From the outset, the sixth generation offered four suspension versions. In addition to the standard, reinforced, sporty and adaptive were available. The latter, with shock absorbers of adjustable stiffness ACC, had three modes: comfortable, standard and sport.

The truth is, conventional suspension provides the best compromise between comfort and agility. The ACC dampers should be left for the sport versions. Classic shock absorbers can live up to 200,000 km. The service life of adapters is half as much, and they cost twice as much.

The levers on the front axle were also different. The very first samples were equipped with aluminum, borrowed from the fifth generation. However, during the manufacturing process, they were gradually replaced by sheet metal levers. Everything depended on the motor. In some versions, this was done in the fall of 2008, and in others, only in the spring of 2010. In any case, the levers are interchangeable.

Both types of levers allow you to replace ball joints and silent blocks separately. Balls have a surprisingly long service life here, more often you have to change silent blocks. Globally, however, the Golf's suspension life is definitely above average.

With high mileage, the silent blocks of the rear thin wishbone, because of which rear wheels become a house. After 200,000 km, the springs also give up.

Other problems and malfunctions

In versions without Climatronic, due to resistor failure, the heater fan only starts to run at high speed.

Poor interior cooling is often caused by a malfunctioning Delphi compressor.

Reliability ratings

Volkswagen Golf practically does not cause problems. This is the opinion of the German technical supervision association TÜV. According to her data, defects in the sixth Golf are much less common than on average in other cars of the corresponding age group. Only springs and shock absorbers after 2-3 years sometimes cause more trouble. In addition, the latest copies of the sixth Golf are increasingly found on great expense oils.

Not the same rosy, but rather positive picture is reflected in the ADAC reports. Models younger than 2010 occupy the first third of the reliability list. In the early years, up to 2009, problems were caused by defective fuel pumps, spark plugs and ignition locks. Until 2011, there were malfunctions in the engine ECU, and the timing chain jumped. The situation was darkened and a large number of revocable campaigns during the initial production period of the Volkswagen Golf VI.

Conclusion

The Sixth Golf is perhaps less revolutionary than the fifth or seventh. However, the Golf 6 is a fairly safe choice. At least until there are problems with the timing chain of TSI engines.

Volkswagen Golf MK 6

VW GOLF MK6, the car began to be produced in 2009. Until January 2010, the car was assembled in Russia, in addition to Germany. Due to the start of production of the Polusedan, the assembly is carried out only in Germany (and that's good!).

The most vigorous version in the Golf 6 R20 family with 256 hp. and all-wheel drive

Golf 6, like the previous generation, is built on the same base with the Audi A3, Audi TT, and there are all sorts of Skoda, Seat. The buyer has a wide range of engines to choose from, there are turbocharged gasoline engines, atmospheric engines, turbodiesel engines.

There are even four-wheel drive versions. By the way, 2-liter turbo versions do not suffer from excessive devouring of engine oil, unlike Skoda and Audi, where the design of the engines is slightly different. There are also several options for transmissions: 5st and 6st mechanics or a 6-speed robot. DSG automatic transmission and 7-speed. Automatic transmission DSG (came to replace the 6st. Robot). According to the reviews of many owners, VAG has not solved many problems with the DSG, to this day many problems arise with this transmission, although the main trump card of this box is the highest characteristics, so to speak, it is great for athletes !! Unlike its classmates, the Golf 6 is more high quality finishing materials and equipment (less oak plastic, well, the number of options will satisfy anyone), probably with the exception of a penny BMW, but the price for it is inadequate.

For the Golf 6 shortcomings, a list will be presented below:

1. Due to the large holes in the lower part of the bumper, with intensive use, over time, the radiator honeycomb can be damaged, since a lot of pebbles fly there. The problem is solved by poking an aluminum mesh (details are described on specialized forums). The net will take the whole blow!

2. Chips on paintwork appear after a year of constant operation. For the sake of ecology, water-based acrylic paints are used and the paint layer itself is very thin. The thresholds are painted with anti-gravel paint without prior application of primer, directly over the metal. Although, when compared with Japanese brands, it did not go anywhere. But still there are instances with good quality painting, but these are few.

3.Scratches on the glass during the first year of use. The reason is the priority in the direction of passive safety, so a plastic scraper does not need to clean the snow on windshield... Alternatively, you can try to install wipers with softer rubber. Although this will not help much, you can still supply non-original glass, but some buyers may have questions during the sale.

4. Problems with the driver's door lock. When low temperatures begins to seize the driver's door lock. It is not always possible to open from the key fob, so you have to open directly ...