VW Golf 1.4 TSI

notahappycamper

Hi,

I've ordered the above Golf (140BHP) version.

How will I know it's the 140 BHP version and not a lower BHP various as there is a few different TSI BHP models available?

Thanks,

Paul

Stevie Dakota

Do you think they might give you the 120bhp version by mistake?

If you ordered the 140bhp version that is the car you will get.

bazz26

TSi badge on the boot will have red letters afaik.

TSi - 122bhp
TSi - 140bhp
TSi - 170bhp

Fatloss08

how long do u have to wait ???

i ordered my 140 bhp on 1st feb and they said 8-10 weeks

i rang them this week and they said about a month left

so be prepared to wait

-Chris-

Fatloss08 wrote: »

how long do u have to wait ???

i ordered my 140 bhp on 1st feb and they said 8-10 weeks

i rang them this week and they said about a month left

so be prepared to wait

Not meaning to contradict you, but why does this

http://www.boards.ie/vbulletin/showthread.php?t=2055267762

say

Fatloss08 wrote: »

anybody got 1 ?????????????

are they fast ????

petrol versions i mean

thinking of ordering 1

notahappycamper

Fatloss08 wrote: »

how long do u have to wait ???

i ordered my 140 bhp on 1st feb and they said 8-10 weeks

i rang them this week and they said about a month left

so be prepared to wait

My order went through at the end of March and they gave me a "production date" of the 2nd week in June and they should have it here 2 weeks after that - so I'm cutting it fine with the new "tax regime"!

notahappycamper

AudiChris wrote: »

Not meaning to contradict you, but why does this

http://www.boards.ie/vbulletin/showthread.php?t=2055267762

say

Ha! Saw that. Very strange alright!

notahappycamper

Stevie Dakota wrote: »

Do you think they might give you the 120bhp version by mistake?

If you ordered the 140bhp version that is the car you will get.

Mistakes happen and I just want to know for myself. Is that alright with you?

notahappycamper

bazz26 wrote: »

TSi badge on the boot will have red letters afaik.

TSi - 122bhp
TSi - 140bhp
TSi - 170bhp

Hmmm, you could be right! Where did you get that info from?

bazz26

notahappycamper wrote: »

Hmmm, you could be right! Where did you get that info from?

Just from looking at used models on www.carzone.ie. VAG do the same with their diesels.

Fatloss08

dont mind that thread , just wanted to get peoples opinions of one as im very excited , i have my document with my spec that i ordered and details if any of you wanna question if i really ordered one

Neilw

notahappycamper wrote: »

Hi,

I've ordered the above Golf (140BHP) version.

How will I know it's the 140 BHP version and not a lower BHP various as there is a few different TSI BHP models available?

Thanks,

Paul

Check the data sticker in the boot of the car, the power output of the engine will be stated in kw (104kw = 140bhp).

Neil.

notahappycamper

Neilw wrote: »

Check the data sticker in the boot of the car, the power output of the engine will be stated in kw (104kw = 140bhp).

Neil.

Thanks Neil as I forgot to mention that it is the "GT" model and I think that it will only say "GT" on the boot as opposed to "TSI".

Also does anyone know is it only the "170BHP" version that has the "boost" dial in the display?

JHMEG

Neilw wrote: »

Check the data sticker in the boot of the car, the power output of the engine will be stated in kw (104kw = 140bhp).

Neil.

Is that just a sticker?

If so I can see a cottage industry in new stickers springing up, if it hasn't already.

bazz26

The 1.4 litre 80bhp version wears the GT badge too.

su_dios

notahappycamper wrote: »

Thanks Neil as I forgot to mention that it is the "GT" model and I think that it will only say "GT" on the boot as opposed to "TSI".

Also does anyone know is it only the "170BHP" version that has the "boost" dial in the display?

No models say gt on the boot anymore. Only Tsi now and they're all branded gt sport now. The 140 and 170 definitely have the boost dial. Not sure about the 80bhp. Wouldn't be much point there.

I drive the 170 and its a lot of fun and can't imagine the 140 being too different. You'll enjoy it!!

Think the above was right about the red letters. I never copped but yes mine has a red si on the tsi badge.

notahappycamper

su_dios wrote: »

No models say gt on the boot anymore. Only Tsi now and they're all branded gt sport now. The 140 and 170 definitely have the boost dial. Not sure about the 80bhp. Wouldn't be much point there.

I drive the 170 and its a lot of fun and can't imagine the 140 being too different. You'll enjoy it!!

Think the above was right about the red letters. I never copped but yes mine has a red si on the tsi badge.

So your version has the "GT" part on the front grille and on the back has TSI. I checked a few in carzone and all the 170BHP advertised have the "S" and "I" of the TSI badge in red but I saw some that are advertised as 122 BHP and 140 BHP which have the "I" in red. I suppoose the only way to know for sure is check the label in the boot as Neil said above.

Fatloss08

first of all you'll get what you paid for ok

2007 GT's had GT on the grill and GT on the boot

2008 GT's have GT Sport on Grill and TSI ( Red SI ) and twin exhausts

if you ordered the 140bhp then its gt sport on grill and TSI ( Red I )

some of the 122bhp have the red i also

Neilw

JHMEG wrote: »

Is that just a sticker?

If so I can see a cottage industry in new stickers springing up, if it hasn't already.

Yes just a sticker, similar to the info on the left of this pic.

On this one the car is an Ibiza FR 96kw (130bhp)



Neil.

alexmcred

My 140 did not come with a boost guage and I took delivery on the 05 of march this year. Great car I must say Dealer service is lacking though. Have had probs with winf noise and now a pully on the super charger needs to be replaced

notahappycamper

alexmcred wrote: »

My 140 did not come with a boost guage and I took delivery on the 05 of march this year. Great car I must say Dealer service is lacking though. Have had probs with winf noise and now a pully on the super charger needs to be replaced

Who was your dealer as a matter of interest?

notahappycamper

Fatloss08 wrote: »

first of all you'll get what you paid for ok

2007 GT's had GT on the grill and GT on the boot

2008 GT's have GT Sport on Grill and TSI ( Red SI ) and twin exhausts

if you ordered the 140bhp then its gt sport on grill and TSI ( Red I )

some of the 122bhp have the red i also

Not necessarily see this link: http://www.volkswagen.ie/usedcars/index.cfm?fuseaction=car&carID=989804

alexmcred

That is an older version of the GT Late 07 I would say and they just held off registering it.

notahappycamper

alexmcred wrote: »

That is an older version of the GT Late 07 I would say and they just held off registering it.

I thought that maybe the case. So can I assume that the "boost guage" is only on the 170BHP models?

pete6296

Boost gauge is only on 170bhp, i have 140 bhp tsi a year now. Super car but i wish it had a twin exhaust.
Pete

notahappycamper wrote: »

I thought that maybe the case. So can I assume that the "boost guage" is only on the 170BHP models?

WHITE_P

The 122 BHP engine dosn't have the supercharger, only a turbo, the 140 and 170 have both.

VWVortex.com

Volkswagen News
Volkswagen Golf GT TSI - Supercharged and Turbocharged 1.4l
By source: Volkswagen AG
Aug 29, 2005, 13:26



Wolfsburg, 29 August 2005 - The new Golf GT to be launched at the end of 2005 will close the gap between the die Golf Sportline and the Golf GTI. The GT will hit the market in Europe with two engine models, each with 170 HP: The innovative 1.4 l Twincharger and the equally powerful 2.0 TDI with diesel particulate filter as standard.




DESIGN - individual appearance for the GT with special front section

The Golf GT is not just a very special Golf under the engine hood, it also looks special. The new front section with its V-shaped radiator grille in the body colour is the exclusive preserve of the new Golf GT. Air inlet openings are integrated into the front bumper, but are more understated than in the GTI. In this way, the designers have clearly distinguished between the Golf, Golf GT, Golf GTI and R32, thereby making it clear that the models have different power levels. There is an opening for the twin tailpipe in the rear apron. The GT is 15 millimetres lower than the standard level and sports 17-inch wheels.

POWERFUL YET FRUGAL 170 PS ENGINES:
1.4-litre TSI with 125 kW / 170 PS and
2.0-litre TDI with 125 kW / 170 PS

As well as the 1.4 l Twincharger with 125 kW / 170 HP described in detail above, Volkswagen is also launching the Golf GT with the most powerful diesel engine on the market and the most powerful that has ever been available ex-works in a Golf: the 2.0 TDI with 125 kW / 170 HP: The exceedingly frugal Golf GT 2.0 TDI is exciting to drive because it offers impressive power reserves in all situations. The direct-injection pump/nozzle turbo diesel with piezoelectric elements, four-valve technology, two overhead camshafts and a diesel particulate filter as standard develops 125 kW / 170 PS at 4000 rpm. Its torque curve reaches an imposing maximum of 350 newton metres on a plateau of 1800 to 2500 rpm. The performance figures for this, the most powerful Golf TDI ever, are convincing across the board: It achieves a maximum speed of 220 km/h (136 mph) and accelerates from stationary to 100 km/h (62 mph) in only 8.2 seconds; and all this with a consumption of only 5.9 l/100 km (47.9 mpg) diesel.




GEARBOX - Golf GT always with six gears – manual or direct shift gearbox

As standard, the engine power is channelled to the driven front wheels through a manual six-speed gearbox. From early 2006, it will also be possible to combine these engine versions with the crisply shifting six-speed DSG direct shift gearbox. Connoisseurs will lick their lips at this, since the DSG combines the convenience of an automatic with the sporty and fuel-saving advantages of a manual. It has six forwards gears, shifts gear extremely quickly and without any interruption in traction. The DSG is the ideal gearbox particularly in combination with turbo diesel direct injection engines, and now also with the new “Twincharger”. Background: The DSG is the first gearbox to do full justice to the consumption benefits of the innovative engine technology in spite of the automatic gearshift function – indeed, it even adds to the benefits. Like the classic Tiptronic, this gearbox can also be shifted manually using a plus/minus gearshift gate.




EQUIPMENT - Understated sportiness

Externally, the Golf GT can be recognised by its modified front section that is similar to the GTI whilst nevertheless retaining its individuality. For example, the V-shape is developed but is much more understated than in the GTI. Further special optical cues include the GT logos on the front and fear as well as special alloy wheels and the visible twin tailpipe. The standard equipment of the Golf GT is based on the Trendline and includes electric front windows, electrically adjustable and heated outside mirrors, central locking with radio remote control, six airbags, headrests and three-point seat belts for all five seats, electromechanical power steering as well as ABS with electronic stability programme (ESP) and traction control (ASR).

The dynamically set-up Golf GT, whose two available 170 PS power plants enable it to achieve excellent performance, has a sports chassis lowered by 15 millimetres, 17-inch alloy wheels in the “BBSClassiX” design with 225/45 R17 tyres. The 16-inch brakes (as in the Golf GTI) combined with the brake assistant ensure that the Golf GT, both in the guise of the compressor-turbo and the most powerful TDI in the compact class, can be reined in safely.




In the interior, the Golf GT will appeal with special sports seats in the individual “Brick” design, a three-spoke leather steering wheel with GT logo and a boost pressure display in the cockpit (TSI).

Twin-turbocharged FSI engines - Central aspects

Wolfsburg, 29 August 2005 - At the International Motor Show (Cars) in Frankfurt, Volkswagen is presenting to the general public a ground-breaking innovation in the drive sector: The world’s first twin-turbocharged FSI engine – the “Twincharger”. The compact 1.4 litre direct-injection engine develops up to 125 kW / 170 PS and has a maximum torque of 240 newton metres in the range from 1750 to 4500 rpm thanks to the combination of an exhaust turbocharger with a mechanically driven compressor.

The 1.4 litre engine delivers a power output of 90 kW / 121 PS per litre, representing a peak value for a series production four-cylinder engine. Furthermore, the “Twincharger” delivers a torque corresponding to a naturally aspirated engine with a swept volume of approx. 2.3 litres. And its fuel consumption is around 20 percent lower.

Another performance variant of this innovative TSI engine with 103 kW / 140 PS (maximum torque 220 newton metres) will be available from early 2006, initially in the Touran compact MPV, and after that the Golf will also be available with this engine.




THE TASK
Reducing consumption values – Increasing driving performance

It is the declared objective of European car makers to reduce CO2 emissions. This will be done in various steps, to a value of 140 grams per kilometre. Reduction in CO2 emissions goes hand-in-hand with a reduction in fuel consumption. Achieving this ambitious target will require a combination of the latest engine technology with driveline optimisation.

However, this is not enough. As well as the consumption reduction, it was specified that there had to be a full torque characteristic combined with a high standard of quality and a long service life. In addition, the engine had to be compact to allow it to be integrated into many different vehicle concepts. And, it would have to be designed to enable straightforward production in high quantities. Another target was concerned with resolving numerous conflicting objectives in an innovative way. To cut a long story short – we succeeded.

THE CONCEPTUAL IDEA
A compact FSI engine with twin, different supercharging as an approach to the solution

The most effective way to reduce consumption is referred to as downsizing. A reduction in cubic capacity and therefore lower friction losses result in a low specific consumption, which equates to better efficiency. However, an engine with a low cubic capacity only meets the current requirements for active road safety and pleasurable driving to a very limited extent. As a result, the objective can only be achieved by supercharging. Classic turbo engines with a small cubic capacity supercharged using exhaust turbochargers have only been used to a very limited extend in the past since they have low moving-off power and are therefore less acceptable. This problem can be solved by a mechanically driven supercharger that supplies additional fresh air to the engine even at low speeds. The challenge was to combine these two systems in a rational way.

The only candidate for injection technology was the FSI technology that is now used by Volkswagen in numerous model ranges. Experience gathered during the last few years by engine developers at Volkswagen in this injection technology had revealed that FSI could be ideally complemented by the two different supercharging techniques, the result being a previously unheard of increase in efficiency.

This gave rise to the world’s first direct-injection SI engine with twin supercharging for use in high-volume series production – the “Twincharger”.




THE IMPLEMENTATION
Compressor for power at low speeds, turbocharger for power at high speeds

The choice for the basic power unit was the FSI from the EA 111 engine series as used in the Golf in power levels of 66 kW / 90 PS (1.4-litre) or 85 kW / 115 PS (1.6-litre). The 1.4-litre engine is a four-valve four-cylinder engine with a swept volume of 1390 c.c., a cylinder gap of 82 millimetres and a bore/stroke ratio of 76.5 to 75.6 millimetres. The focus in developing the “Twincharger” engine was placed on designing a new, highly resilient grey cast iron cylinder crankcase in order to withstand the high pressure of up to 21.7 bar over long periods, a water pump with integrated magnetic clutch and supercharging technology.

However, the injection technology was also modified. A multiple-hole high-pressure injection valve with six fuel outlet elements is used for the first time in the 1.4 l TSI engine. The injector, like that in the naturally aspirated FSI engines, is arranged on the intake side between the intake port and cylinder head seal level. The quantity of fuel to be injected between idling speed and the 90 kW/litre output power requires a wide variability in the fuel flow through the injectors – given a sufficient mixture preparation time after completion of injection under full-load conditions on the one hand and idling speed with reproducibly low injection volumes on the other hand. The maximum injection pressure was increased to 150 bar in order to achieve this wide range of throughflow. Furthermore, only FSI technology made it possible to achieve a compression ratio of 10:1 which is high for supercharged engines.

The Volkswagen engine developers selected a compressor with a mechanical belt drive in order to increase the torque at low engine speeds. This is a supercharger unit based on the Roots principle. One special feature of the compressor used is its internal step-down ratio on the input end of the synchronisation gear pair.

The exhaust turbocharger also kicks in at higher engine speeds (with wastegate control). The compressor and exhaust turbocharger are connected in series in this case. The compressor is operated by a magnetic clutch integrated in a module inside the water pump. A control flap ensures that the fresh air required for the operating point can get through to the exhaust turbocharger or the compressor. The control flap is open when the exhaust turbocharger is operating alone. In this case, the air follows the normal path as in conventional turbo engines, via the front charge-air cooler and the throttle valve into the induction manifold.

One of the major challenges facing the development was to achieve the best possible interplay between the two superchargers arranged in series. Only when both units – the compressor and the exhaust turbocharger – complement one another optimally can the small power unit achieve its required, level torque characteristic over a broad engine speed range in conjunction with a previously unheard of increase in efficiency.




THE RESULT
A twin-turbocharged FSI with two power levels

The ambitious objective of squeezing an output per litre in excess of 90 kW per litre swept volume out of a 1400 c.c. engine could not be achieved with single-stage supercharging alone. However, an upstream compressor enables the boost pressure buildup of the exhaust turbocharger to be significantly increased.

The maximum boost pressure of the “Twincharger” is approx. 2.5 bar at 1500 rpm, with the exhaust turbocharger and the mechanical supercharger being operated with about the same pressure ratio (approx. 1.53). A straight exhaust turbocharged engine without compressor assistance would only achieve a pressure ratio of about 1.3 bar here. The more rapid response of the exhaust turbocharger enables the compressor to be depressurised earlier by continuous opening of the bypass valve. This means compressor operation is restricted to a narrow map area with predominantly low pressure ratios and, therefore, low power consumption. Consequently, the disadvantage of the mechanical supercharger system in terms of consumption can be limited.

In practice, this means the compressor is only required for generating the required boost pressure in the engine speed range up to 2400 rpm. The exhaust turbocharger is designed for optimum efficiency in the upper power range and provides adequate boost pressure even in the medium speed range. In dynamic driving, this is inadequate for the specified in-gear acceleration values in the low engine speed range. In these driving situations, the compressor is engaged to permit a spontaneous boost pressure buildup. The way in which these two systems complement each other means there is absolutely no turbo lag. The compressor is no longer needed above an engine speed of 3500 rpm at most, as the exhaust turbocharger can definitely provide the necessary boost pressure even dynamically during the transition from coasting to full-load operation.

THE DRIVING EXPERIENCE
High performance and torque produce low consumption and enormous driving pleasure

The compressor, with its high ratio of 1:5 in relation to the crankshaft, delivers a boost pressure of 1.8 bar even just above idling speed. This provides the power needed when moving off. An electromagnetic clutch integrated in the module of the coolant pump is responsible for switching the compressor on and off. It is driven by an additional belt. A torque of 200 newton metres is available at a speed of only 1250 rpm – and all the way through to 6000 rpm. In dynamic compressor mode, the automatic boost pressure control decides whether the compressor will be switched on in accordance with the tractive power required, or if the turbocharger alone can generate the necessary boost pressure. The compressor is switched on again if the speed drops to the lower range and then power is demanded again. The turbocharger alone delivers adequate boost pressure above 3500 rpm.

In practice, the “1400 Twincharger” drives like a big naturally aspirated engine with 2.3-litre cubic capacity. This is because the maximum torque of 240 newton meters is available from 1750 rpm to 4500 rpm. The boost pressure gauge installed as standard in the cockpit of the Golf GT 1.4 TSI is the only signal of the furious activity being undertaken by the superchargers and the complex procedure of harmonizing both systems taking place under the engine hood. The driver likes it, because when the needle is fully deflected then the acceleration really presses the occupants back into their sports seats (fitted as standard).




Power/torque characteristic of 1.4 TSI 125 kW

The smooth torque characteristic allows the driver to refrain from gear changes whilst still driving briskly. It goes without saying that the “Twincharger” is much more free revving than a diesel engine. Indeed, the 1.4 TSI has a maximum speed of 7000 rpm. Thanks to this outstanding engine performance, overtaking manoeuvres on country roads are particularly enjoyable and much more rapid than is the case with a naturally aspirated engine. The value for in-gear acceleration from 80 to 120 km/h (50 to 74.5 mph) in fifth gear in 8,0 seconds can only serve as a reference here. Active safety has seldom been improved in this way without having an effect on consumption.

This is because very low consumption values are possible due to the generous torque and the high level of power that allow a correspondingly relaxed driving style. In the Golf GT, the 1.4 TSI gets along with only 7.2 l/100 km (39.2 mpg) of Super Plus petrol. This is about 20 percent less than in a naturally aspirated engine with comparable torque and power and a cubic capacity of approx. 2.3 litres. In interurban transport, indeed, the “Twincharger” veritably sips only 5.9 l/100 km (47.9 mpg).

In combination with the direct shift gearbox available for the “Twincharger” from early 2006 onwards, the power developed by the 1.4 TSI will be appreciated even more due to the gearshifts without any interruption in traction. And what is more, the advantage in terms of consumption, far from being reduced by this innovative automatic, is in fact increased.

It is possible to activate the winter programme using a switch in front of the selector lever in the centre console of the Golf GT to prevent too much torque being sent to the front wheels on a snowy or icy road. This reduces the moving-off torque and therefore prevents the drive wheels from spinning.

The second power variant of the TSI reveals that this innovative engine technology is not only intended for a sporty model variant but will also be used across the board. With 103 kW / 140 PS and a maximum torque of 220 newton metres, this engine variant will also appeal with its smooth and masterly engine performance. This variant of the TSI will be used first in early 2006 in the Touran.

QUALITY AND PRODUCTION
High-quality materials and assembly assure a long service life

The selection of materials that are resistant to high-temperatures does more than make it possible to keep consumption down to the best possible level at high speed. In spite of the high output per litre, the high pressure level in the engine and possible engine speeds of up to 7000 rpm, the “Twincharger” is designed for a long service life – with the same criteria that apply to all power units from Volkswagen. More than 250 prototype and pilot series engines have been put through their paces in all necessary test cycles. Every single component of this new power plant has been designed for the engine service life and has come through its baptism of fire. Endurance runs corresponding to a mileage of 300,000 km (186,420 miles) have been successfully completed. The cylinder crankcase is made from grey cast iron and guarantees complete operating reliability even at the high peak pressures of up to 120 bar. The highly qualified personnel at the Chemnitz Engine Works use optimised production processes and the latest measuring technology to ensure that these high-tech power plants are assembled without defects.

jonny_b

notahappycamper wrote: »

My order went through at the end of March and they gave me a "production date" of the 2nd week in June and they should have it here 2 weeks after that - so I'm cutting it fine with the new "tax regime"!

Hi im new to the board so this is my first post.
I orderes the 122bhp version on 30th Jan and the dealer said realistically 10-12 weeks, He rang me wednesday saying it now wont be here until early june due to the part shortage on the TSi engines,
More info is posted here:
http://motoring.sky.com/news_features/vw-stops-orders-for-120bhp-14-tsi-golf-story.aspx

jonny_b

From what i am hearing there is a 6-7 month waiting period on them.
Put it this way the dealer is screwed if he doesnt get it to you by july 1st as they are going up a few grand with this new tax coming in. If he has negotiated a price with you and your deposit is paid he will HAVE to deliver!

su_dios

Fatloss08 wrote: »

first of all you'll get what you paid for ok

2007 GT's had GT on the grill and GT on the boot

2008 GT's have GT Sport on Grill and TSI ( Red SI ) and twin exhausts

if you ordered the 140bhp then its gt sport on grill and TSI ( Red I )

some of the 122bhp have the red i also

The gt sport spec came in around August 07. Mines registered end of September.

WHITE_P

Strange thing about the delay in supplying 1.4 TSI engined Golf's and Jetta's is that this problem dosen't seem to exist with other models using the same engine. I'm trading an 06 TDI Highline Passat in for a 1.4 TSI Highline Touran, which I ordered middle of January and will take delievery of next Wednesday as per sales reps, estimated time for delievery, when I ordered the car.

Also SEAT have just announced it will be using the 1.4 TSI in its model range from now.

E92

WHITE_P wrote: »

Strange thing about the delay in supplying 1.4 TSI engined Golf's and Jetta's is that this problem dosen't seem to exist with other models using the same engine.

Indeed. What's so special about these cars that they can't supply enough of them(especially as anything else that uses it bar the Passat uses the same chassis)? I doubt it there is a shortage of TSI Jettas very much though, given it's roaring success here in the only Western European country that likes saloons;).

WHITE_P

E92 wrote: »

Indeed. What's so special about these cars that they can't supply enough of them(especially as anything else that uses it bar the Passat uses the same chassis)? I doubt it there is a shortage of TSI Jettas very much though, given it's roaring success here in the only Western European country that likes saloons;).

There was a readers letter in Autoexpress recently, where the customer in England, wanted a Jetta 1.4 TSI, the salesperson wanted to supply him one but couldn't for at least six months.

Fatloss08

i was told 8-10 weeks on my 140bhp golf

i ordered it 1st feb , called him again this week said 20th may

its fooking rediculous

they need to pull there fingers out of there asses , no wonder new car sales are down , when i have to wait 4 months

notahappycamper

Fatloss08 wrote: »

i was told 8-10 weeks on my 140bhp golf

i ordered it 1st feb , called him again this week said 20th may

its fooking rediculous

they need to pull there fingers out of there asses , no wonder new car sales are down , when i have to wait 4 months

Jesus that's nearly 16 weeks!! I changed my mind to the 170 BHP and I'm going to get it the last week in June (order went in around 28th March) so I just made it in time!! I was worried as the order went through for the 140BHP but I was told that its ok. In saying all that we'll wait and see.....

-Chris-

We're having serious delays on some of our cars/engines. 4 months is OK for that car/engine - 1.4T is delayed in the A3 too.

Dealer should be updating you that the car is late though....

-Chris-

notahappycamper wrote: »

Jesus that's nearly 16 weeks!! I changed my mind to the 170 BHP and I'm going to get it the last week in June (order went in around 28th March) so I just made it in time!! I was worried as the order went through for the 140BHP but I was told that its ok. In saying all that we'll wait and see.....

Make sure you get it in writing that if the car comes in after 1st July that you have the ability to refuse the car.

I don't know of any dealer who would stand over a price if the car comes in late.

notahappycamper

Dealer contacted me to say that the car has a production date of the first week of June (which is a week earlier than originally what I was told which is good news). However, he is saying that VW can't guarnantee delivery of it prior to the 30/06/2008 - deadline for the new tax regime! He says that it normally takes 2 weeks after production to arrive. I got the impression/vibe that he wanted me to cancel the car for some reason. The is coming with a lot of extras and I'm trading in my previous 06 Golf.

I know that they are just covering themselves.

I have emailed him this morning and told him I want to proceed.

leahcim

I ordered my 1.4 122bhp golf on December 17th and I was told it was scheduled for manufacture for week 6 in the factory. Was told it would be delived to the garage in end of feb.

When I rang in mid feb to confirm the date I should come for the car I was told that the manufacture date was now week 16 due to be delivered to the garage in mid may.

I went flipping balistic and had a big rant about how I had already sold my old car and I was now I would be stuck without a car for over two months (which was the truth).

They said to call back the next day so they could investigate what the delay was. Next day I was told they had made a mistake and it was due for manufacture in week 12. To be delived in late march. She told me that I was lucky I had ordered pre the new year because they have hugh delays for cars with the 122bhp tsi engine.

Got the car a few weeks ago and a pretty happy now but at the time I was very angry. The main problem was that they didn't inform me of the delay and I sold my old car.

E92

notahappycamper wrote: »

Dealer contacted me to say that the car has a production date of the first week of June (which is a week earlier than originally what I was told which is good news). However, he is saying that VW can't guarnantee delivery of it prior to the 30/06/2008 - deadline for the new tax regime! He says that it normally takes 2 weeks after production to arrive. I got the impression/vibe that he wanted me to cancel the car for some reason. The is coming with a lot of extras and I'm trading in my previous 06 Golf.

I know that they are just covering themselves.

I have emailed him this morning and told him I want to proceed.

In fairness they are right to be worried about the car coming before July or not - if it gets there in July you have a car that will be a lot less desirable in time to come.

If it were me I'd be cancelling the order. It's too risky, all one needs is a change in the week the car is due to enter production and it could be there a couple of days too late.

For some reason there seem to be serious supply issues with the 1.4 TSI engine(anyone here have any idea why?)

notahappycamper

E92 wrote: »

In fairness they are right to be worried about the car coming before July or not - if it gets there in July you have a car that will be a lot less desirable in time to come.

If it were me I'd be cancelling the order. It's too risky, all one needs is a change in the week the car is due to enter production and it could be there a couple of days too late.

For some reason there seem to be serious supply issues with the 1.4 TSI engine(anyone here have any idea why?)

How will it arriving in July make it a lot less desirable? The garage are only worried that I may not proceed and give the extra it mightn't shift. Bottom line is I want the car and it should not take 3 weeks to arrive once its been produced. Reason there is a shortage of 1.4 TSI engines - I'd say its down to demand.

E92

notahappycamper wrote: »

How will it arriving in July make it a lot less desirable? The garage are only worried that I may not proceed and give the extra it mightn't shift.

Well you'll be paying €600 a year to tax it if it's reg'd in July, while if it's reg'd in June it will be €320.

Why would anyone pay €280 more EVERY year for the same car?

JHMEG

E92 wrote: »

Well you'll be paying €600 a year to tax it if it's reg'd in July, while if it's reg'd in June it will be €320.

Why would anyone pay €280 more EVERY year for the same car?

First thing people will ask when it comes to selling on an '08 car will be "is that the high tax or low tax version?"

One of the few small engined cars that the motor tax is going up substantially on come July. (Some would even say it's getting shafted)

leahcim

anyone here have any idea why?

I was told its a case of demand outstriping supply.
I would guess people are choosing this engine because its low in fuel consumption, emissions, reasonably powerful and well priced.

People who would in the past have bought 1.4, 1.6 or 2.0 litre VWs or AUDIs would consider the 1.4 TSI engine. I would guess there are people who would normally have considered the Golf GTI would pick the 170bhp 1.4 after they test drive both (saving themselved almost 5K).

E92

JHMEG wrote: »

First thing people will ask when it comes to selling on an '08 car will be "is that the high tax or low tax version?"

One of the few small engined cars that the motor tax is going up substantially on come July. (Some would even say it's getting shafted)

Could be worse. Wouldn't like to be someone with their sights set on the 1.4 Tiguan Auto. 22.5% VRT and €330 road tax now, 36% VRT and €2,000 road tax in July. The most dramatic increase I know of for cars in July:eek:!

leahcim

Isn't there going to be an option when renewing motor tax to use the new system rather than the old if it benefits you. Even if your car was purchased pre june 08 as long as your car has emissions data.

JHMEG

leahcim wrote: »

I would guess people are choosing this engine because its low in fuel consumption, emissions, reasonably powerful and well priced.

It's actually not that great at any of those.

Compare the 140bhp Golf 1.4 to the 140bhp Civic 1.8, come July:

CO2: VW=169g, Civic=152g
MPG: VW=40mpg, Civic=44mpg
Tax: VW=€430, Civic=€290
0-60: VW=8.5s, Civic=8.6s
VRT: VW=24%, Civic=20%
5dr basic model: VW=~€27k, Civic=~€25k

The VW has the added complexity of having a turbo, which some might be see as a liability, as well as increasing expense.

That engine has been perfect for a CC-based tax system, but VW would be better off replacing it by a bigger, simpler, cheaper engine.

leahcim

Impressive figures for that Honda 140bhp 1.8

If somebody has in their mind to buy a VW or Audi the fact that a honda has a better engine probably won't sway them.

JHMEG

leahcim wrote: »

If somebody has in their mind to buy a VW or Audi the fact that a honda has a better engine probably won't sway them.

True, but not the point I was making. Point is VW would be better off dropping the 1.4 turbo engine and replace it with a simpler and cheaper 1.8.

jonny_b

Ordered 122bhp gt sport on 31st Jan, was told i'd have in early april, now been told i'll have it early June.

E92

leahcim wrote: »

Isn't there going to be an option when renewing motor tax to use the new system rather than the old if it benefits you. Even if your car was purchased pre june 08 as long as your car has emissions data.

Correct.

Anyone who buys a new car which is registered before July can switch over to the CO2 system if and only if that results in road tax.

If you get a 08 car registered before July and the cc system results in a lower road tax bill then you remain in the cc system.

If the car is registered in July or later then it's the CO2 system only.

This is why I'd be sh1tting myself if I was someone waiting for a 1.4 TSI 170 VW.

The 140 isn't that bad, it's road tax rises by €110 and the VRT is only going up to 24% so that isn't the end of the world but the 170 will be in the same VRT and road tax category as a Golf GTI.

The 1.4 TSI 140 has 162 lb ft of torque at only 1,750 rpm compared to the i-VTEC 1.8 Civic's meagre 124 lb ft at a much higher 4,300 rpm.

That explains in simple English why an ever increasing number of petrol engines use turbos these days(though the TSI 140 has a supercharger too, but the TSI 122 bhp has only a turbo, 122 bhp and still manages 155 lb ft at only 1,500 rpm). You get a shedload more torque than a naturally aspirated petrol at much lower revs so it's a much more flexible engine, like a diesel is with all the torque at low revs but none of the many drawbacks that diesel power brings(pollution, noise, extra weight, rattling, diesel clatter):)!

jonny_b

Rang dealer this morning. My 122bhp Golf gt sport is due for handover last week of may. Production date is confirmed. Thankgod im not getting it after July 1st. That will be 18 weeks after order.