VW Golf 2.0 FSi vs BMW 120i

A car comparison test between two German compact sports cars featuring VW Golf 2.0 FSi vs BMW 120i.

BMW 120i

BMW hasn't offered a diesel engine in one of its U.S.-bound cars since the 524td in the mid-80s. So it's no surprise that the company isn't exactly known for oil burners on this side of the Atlantic. In the old country, every BMW model, except for the 6-series, can be had with a diesel. In fact, many Europeans willingly pay extra for a diesel. If you're thinking to yourself, "What kind of person would sully a perfectly good BMW by saddling it with a diesel?" you're not alone. We were more than a bit skeptical about the 1-series diesel that Robert Bosch Corporation dropped off at our Ann Arbor offices.

The thought of a small-displacement diesel doesn't exactly lead to any shoving matches in front of our car board (that's where we hang the keys to our test cars). Nor will a 2.0-liter diesel encourage the road-test editor to arrange to have the car delivered secretly to his home on a Friday to guarantee he will get to drive it all weekend. Clearly, this wasn't an engine we were dying to experience. After all, Volkswagen's 100-horse, 1.9-liter diesel and the formerly available 134-hp, 2.0-liter diesel engine, although fuel efficient, didn't arouse us in any meaningful way. However, the BMW 2.0-liter diesel that arrived in the 120d proved to be a pleasant surprise.

We were unaware that the diminutive diesel had a respectable 161 horsepower and an astonishing 251 pound-feet of torque. This, consequently, is more than can be mustered by the 2.0-liter gasoline engine (147 horsepower, 147 pound-feet of torque) in the 120i. It took about 30 seconds of driving time to realize that the 2.0-liter diesel in the 1-series is actually a performance option.

This 2.0-liter feels about 50 percent larger than the numbers infer as it pulls defiantly all the way to the power peak at 4000 rpm. There's little reason to press on beyond four grand as the thrust tapers off precipitously. At lower revolutions, and after a moment of turbo lag, a party fueled by 251 pound-feet of torque suddenly breaks out at 2000 rpm. The torque hits hard and arrives suddenly, like a phone tossed to you by a disgruntled Russell Crowe. The narrow 205/55R-16 Michelin tires don't have a chance of reining in the bum's rush, and they end up screeching until the traction control dials back the throttle. Acceleration to 60 takes 7.1 seconds, with the quarter-mile arriving in 15.6 seconds at 89 mph. The 5-to-60-mph time takes a bit longer, 8.4 seconds, as the rolling start doesn't allow the car to be brake-torqued (in which, from a stop, one's left foot holds the brake firmly as the right increases throttle), which effectively eliminates turbo lag.

Our 120d came with an excellent six-speed automatic. It's a torque-converter automatic, as the 120d doesn't offer the sequential-manual gearbox that jerks you around like a used-car salesman. The automatic makes the most of the 120d's power, is quick to downshift, and has a manual override if you think you can do better.

Many of us hadn't driven the not-sold-here 1-series, and we were pleasantly surprised by this least expensive BMW. It's interesting to note what the 120d doesn't have compared with its more expensive stablemates. Absent are such things as active anti-roll bars, electronically adjustable damping, active steering, radar cruise control, the aforementioned gearbox, and of course the exasperating iDrive, which rivals HAL 9000 for its love of human input. We didn't miss any of these and in fact celebrated their absence. What the 1-series does have is a remarkably rigid structure, easy-to-use controls, strong brakes, fleet-footed acceleration, precise steering, and entertaining handling. Those are the traits that put BMW on the map, and they are all there unfettered by electronic second-guessing. Add the torquey and efficient diesel (we got 27 mpg over 350 miles), and you have a $25,000 BMW that is closer to the Ultimate Driving Machine ideal than BMWs costing twice its price.

Vehicle type: front-engine, rear-wheel-drive, 5-passenger, 5-door wagon
Base price (Germany): $24,995
Engine type: turbocharged and intercooled DOHC 16-valve diesel inline-4, iron block and aluminum head, direct fuel injection
Displacement: 122 cu in, 1995cc
Power (SAE net): 161 bhp @ 4000 rpm
Torque (SAE net): 251 lb-ft @ 2000 rpm
Transmission: 6-speed automatic with
manumatic shifting
Wheelbase: 104.7 in
Length/width/height: 166.4/68.9/56.3 in
Curb weight: 3190 lb
Zero to 60 mph: 7.1 sec
Zero to 100 mph: 20.5 sec
Zero to 120 mph: 37.3 sec
Street start, 5-60 mph: 8.4 sec
Standing 1/4-mile: 15.6 sec @ 89 mph
Top speed (governor limited): 135 mph
Braking, 70-0 mph: 156 ft
Roadholding, 300-ft-dia skidpad: 0.87 g
Fuel economy, European urban cycle: 27 mpg
C/D-observed fuel economy: 27 mpg

source: caranddriver.com

VW Golf 2.0 FSI

Arguably The Most Desirable Version Of The Latest VW Golf Is The 2.0-litre FSI Petrol Model. By Andy Enright

With over one million examples set to sell over the next eighteen months, Volkswagens latest Golf is as close to a sure-fire success as youre ever likely to get in the motor industry. Though the diesel versions tend to prove the biggest sellers, those who prefer a smooth and refined petrol engine will find a comfortable home behind the wheel of the 2.0-litre FSI model featured here.

Solely available in sporting GT trim, the 2.0-litre FSI engine cranks out a respectable 150bhp without recourse to turbocharging and, given that the Golf tips the scales at a surprisingly svelte 1275kg, its enough to propel it at a reasonable lick. Its worth remembering that the outgoing Mk IV Golf had a GTi model that weighed much the same and could call upon just 115bhp. The GT FSI will jink to 60mph in 8.

6 seconds and run on to a top speed of 131mph - which means that itll show cars like the Alfa Romeo 147 2.0-litre a clean pair of heels. Much of the credit goes to the ingenious way the FSI engine works. Fuel Stratified Injection is a system that promises the twin benefits of more power and better economy.

A high-pressure fuel line mounted on the side of the cylinder head, often dubbed common rail, injects fuel straight into the combustion chamber. The shape of the pistons and the clever working of a set of valves make the air tumble, thus creating more efficient combustion. So far so good, but dont a number of other manufacturers have the same set up? No. Where FSI engines really impress is their behaviour under part throttle loads.

Whereas before, part throttle meant just that, partially strangulating the output by closing a butterfly valve, the FSI system can be run with the throttles in a more efficient open position. How? In effect by creating a rich fuel mix directly next to the spark plug and a leaner mix in other parts of the combustion chamber. This is not only more efficient in terms of how much fuel enters the chamber in the first place but it also means that less energy is wasted as heat to the cylinder block. In effect, a blanket of air shields the ignited fuel from the walls of the cylinder.

"The formula seems to be a winner more power and torque for less petrol and CO2"

When the throttle is pressed wide open, the engine reverts top a more conventional homogenous method of filling the combustion chamber with fuel and air. The tumble effect and the synchronisation of air and fuel along with the careful metering of the high-pressure injection system all combine to offer more power and a cleaner engine. When youre dawdling, you get great economy and when you want to drop the hammer youve got more power. Whereas many direct injection engines have been noticeably noisier than conventional petrol powerplants, the FSI unit offers both a pleasantly refined hum and instantaneous throttle responses.

The formula seems to be a winner more power and torque for less petrol and CO2. Company car users will be delighted with the 173g/km emissions which keep the tax burden to a minimum. The figures stack up well in terms of fuel economy too, the Golf averaging a very creditable 33.2mpg.

Do bear in mind, however, that the FSI engine was designed around running on sulphur-free fuel which is not widely available in the UK yet and Volkswagen admit that to achieve their quoted performance and economy figures, youd need to run the car on 98RON superplus jungle juice. Fuel up on normal 95RON unleaded and you shouldnt notice an appreciable difference. One criticism levelled at the two previous generation Golfs was that although the cars offered a ride and refinement package that was hard to beat, they never really offered the sort of infectious handling that many rivals could boast. The fifth generation car adopts a pragmatic tactic in benchmarking the suspension of the Ford Focus and first impressions are promising.

The body is eighty per cent stiffer than its predecessor and the new electro-mechanical steering feel and composed body control are leagues ahead. The styling is evolutionary rather than revolutionary insofar as most will know its a Golf theyre looking at without recourse to clocking the badge on its rump. As company boss Bernd Pischetsrieder explains: "The only mistake the Golf can make is to stop being a Golf." Theres little doubt that the fourth generation Golf was and is a handsome piece of car design, but the fifth generation marks probably the biggest evolution in the Golfs design language since the Mk 2 became the chubbier Mk 3. Everything is just that little bit curvier, sleeker and more elegant. It runs on the same platform as the latest Audi A3 and Volkswagen Touran models and this means that the sophisticated suspension system has a huge scope for tuning from the most affordable city runabouts to hardcore sports versions. If you hanker after a sportier version of this 2.

0-litre FSI engine, Volkswagen can oblige in the shape of the 200bhp turbocharged GTi and if youre after more traction, theres also a 4MOTION 4x4 version. Swapping the hydraulic power steering system for an electrically assisted setup has helped with fuel economy and the usual complaints that steering feel has been affected havent materialised. Its just one example of Volkswagen managing compromise better than virtually any other manufacturer. The Golf has grown and feels better built than ever but hasnt piled on the weight.

Its got more sophisticated equipment and the 2.0-litre FSI engine is a gem but prices havent been cranked beyond the reasonable. You might get used to seeing a lot of these inoffensive looking cars on our roads but its not difficult to see why so many customers jump at the chance to be one in a million.

FACTS AT A GLANCE

CAR: Volkswagen Golf 2.0 FSI GT range
PRICES: £17,275 - £18,825 on the road
INSURANCE GROUPS: 13
CO2 EMISSIONS: 173g/km
PERFORMANCE: Max Speed 131mph / 0-60mph 8.6s
FUEL CONSUMPTION: 33.2mpg (overall)
STANDARD SAFETY FEATURES: Twin airbags / ABS / Side airbags / ESP
WILL IT FIT IN YOUR GARAGE?: Length/Width/Height, 4204/2000/1485mm

source: car.yahoo.com