volkswagen voyage 1.0

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Volkswagen Voyage

1.0 Total Flex 5MT

Vehicle Details

Engine details, ecu details.

VW/Audi 1.0 TSI EA211 Engine Specs, Problems & Reliability

The 1.0 TSI is the smallest engine from the EA211 family. The Volkswagen introduced the engine in 2015 as another step of its downsizing strategy. It is a 1.0-liter 3-cylinder gasoline turbocharged engine planed for the VW Polo Mk6, Golf Mk7, and other cars of the Volkswagen AG in different output versions.

The cylinder block for 1.0l TSI is made from die-cast aluminum alloy and has an open-deck design with rough-cast cylinder liners. The engine has a forged steel crankshaft with small crankshaft bearings (45 mm) and connecting rod bearings (47.1 mm) for vibration and friction reduction. The optimized moving masses of the forged connecting rods and aluminum pistons, the unique vibration damper and the flywheel with drilled holes allowed eliminate a balance shaft, despite the 3-cylinder design.

Like the 1.4 TSI EA211 engine , the 1.0 TSI also features an aluminum cylinder head with the integrated exhaust manifold. The hot exhaust gases allow the engine to warm up quickly. The cylinder head has 4 valves for each cylinder (12 valves total). The valves are actuated via roller rocker arms (fingers). The valvetrain is equipped with hydraulic valve-clearance compensators (lifters/lash adjusters). The engine has double overhead camshafts (intake and exhaust camshafts). The camshafts are driven by a toothed belt and installed in the separate camshaft housing attached on top of the cylinder head. The camshafts are not removable from that housing (it forms an integral module). The engine has the variable valve intake and exhaust timing.

The engine has a vane-type oil pump driven directly by a crankshaft. The oil system uses a continuously variable oil pressure control. That means the oil pressure is controlled in accordance with the engine load, engine rpm, and oil temperature. The max pressure produced by the oil pump is a 3.3 bar.

The high-pressure direct injection fuel system operates with injection pressure between 120 and 250 bar and uses 5-hole injectors. The excellent performance and low emissions could not be achieved without using a turbocharger. The 1.0l TSI has a turbocharger with an electronically controlled bypass flap, the charge air cooler cooled by engine coolant, and compact intake manifold made from plastic. The close-coupled catalytic converter goes after a turbocharger and lowers the emissions even better. The engine is controlled by the Bosch Motronic ME 17.5.21.

Engine Specs

Ea211 1.4 tsi engine problems and reliability.

The turbocharger unit is less thermally loaded due to cooled exhaust gases by engine coolant flowing in the exhaust manifold integrated into the head. That is not only increased the reliability of that unit but also allowed warm up the engine faster (important for driving in a cold climate), and reduced the emissions and fuel consumption.

Compared to the small-displacement conventional MPI engines, while the power output is similar, the VW 1.0 TSI engine has much more torque on a wide range of engine speed. That is a good point for engine durability and makes it more efficient and pleasurable to drive.

Engineers tried to keep the simplicity of a cheap 3-cylinder engine, but the modern equipment of the 1.0 TSI requires advanced electronics (sensors, control units and etc). All these expensive components extend the list of potential failures for cars with that engine. VW engines, equipped only with direct injection (like the VW 1.0l TSI), have the common problem with carbon build up on the intake ports and the intake valves. It continuously happens due to lack of fuel as a natural cleaner in the intake ports. The soot layer restricts the air flow, drops the engine output, and leads to serious damages of intake valves and valve seats. The best thing you can do to prevent that problem is just using good fuel (super unleaded at RON 95). But the mechanical cleanup process at least every 50k miles will keep the engine in top condition.

Modifications

CHZJ/CHZD - 115 hp (85 kW) at 5,000-5,500 rpm, 147 lb-ft (200 Nm) at 2,000-3,500 rpm. Application: Golf Mk7, Skoda Octavia, SEAT Leon Mk3, SEAT Ateca. CHZB - 95 hp (70 kW) at 5,000-5,500 rpm, 118 lb-ft (160 Nm) at 1,500-3,500 rpm. The engine is used in the VW Golf Mk7, VW Polo, Audi A3, and SEAT Ibiza IV. CHZC - 110hp (81k W) at 5,000-5,500 rpm, 147 lb-ft (200 Nm) at 2,000-3,500 rpm. The version is for the Volkswagen Polo 1.0. CHYB - 75 hp (55 kW) version was used in the VW Polo, VW Up!, and VW Up Bluemotion.

VW/Audi Engines

• 1.2 TDI CR EA189 Engine
• 1.2 TSI/TFSI EA111 Engine
• 1.4 TDI EA288 Engine
• 1.4 TSI EA211 Engine
• 1.4 TSI/TFSI EA111 Engine
• 1.5 TSI EA211 Engine
• 1.6 TDI CR EA288 Engine
• 1.8 TSI/TFSI EA888 Gen 1/2/3 Engine
• 2.0 TDI CR EA189 Engine
• 2.0 TDI PD EA188 Engine
• 2.0 TSI/TFSI EA113 Engine
• 2.0 TSI/TFSI EA888 Gen 1/2/3 Engine
• 2.5 R5 TDI CR Engine
• 2.5 R5 TDI Engine
• 2.5 R5 TDI PD Engine
• 2.7 V6 TDI Engine
• 3.0 V6 TDI Engine
• 3.6 FSI VR6 EA390 Engine
• 4.2 TDI Engine
• R32 3.2 VR6 EA390 Engine

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Volkswagen Voyage 1.0 VHT TotalFlex Manual, 5-speed 76ps, (2009 - 2012)

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 Engine Specifications

• Engine Configuration 1.0
• Engine Type Ethanol (E85)
• Drive Type 2WD
• Transmission Manual, 5-speed
• Power 56 kW (76 hp)

 Model Specifications

• Chassi Sedan, 4-doors

Available years

User reviews, volkswagen voyage g5 (type 5u).

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• Technology / Powertrains

The compact all-rounder: TSI evo engine with a capacity of 1.0 and 1.5 litres

• Two base engines for many models from the up! to Passat with three or four cylinders, 66 kW (90 PS) to 110 kW (150 PS), optionally available with natural gas or mild hybrid system
• High tractive power and outstanding efficiency: Golf 1.0 eTSI with 98 grams CO 2 per km
•  Numerous high-tech features: efficient combustion process with high compression, VTG turbocharger, Active Cylinder Management, aluminium crankcase with plasma coating

It is THE petrol engine at Volkswagen: the TSI evo with a capacity of 1.0 and 1.5 litres is available for almost all product lines from the up! GTI to Passat, from T-Cross to Tiguan. Whether with three or four cylinders – a package full of high-tech solutions makes the engine both efficient and powerful.

“The acronym TSI stands for turbocharged stratified injection, denoting the combination of turbocharging and direct injection,” explains Dr Frank Welsch, Member of the Board of Management responsible for Technical Development at Volkswagen. “We already have 15 years of experience in building compact TSI engines, and we are consistently enhancing them with new technologies. The 1.0 TSI and 1.5 TSI are highly efficient, high-tech engines that have moved us well to the front in today’s competition.”

Power meets efficiency. Whether the three or the four-cylinder variant, with 90 or 150 PS – the compact TSI evo engines combine powerful performance and high efficiency. In the Golf family , for example, the 1.0 eTSI is available in conjunction with a mild hybrid system. It generates 81 kW (110 PS) and constantly delivers 200 Nm of torque between 2,000 and 3,000 rpm. The three-cylinder engine propels the Golf to a top speed of 202 km/h, yet it only consumes an average of 4.5 to 4.3 litres of petrol per 100 km (depending on the equipment) in the NEDC cycle. This corresponds to between 102 to 98 grams of CO 2 per km.

From EA 211 to EA 211 evo. The 1.5 TSI and 1.0 TSI originate from the EA 211 engine family, which launched in the Golf 7 in 2012. In 2016/17, the four-cylinder units were completely revamped. At the same time, their previous capacities of 1.4 and 1.2 litres were standardised at 1.5 litres. The improvements were integrated into the 1.0-litre three-cylinder engine in 2019. Both power units have had the designation EA 211 TSI evo since the technology updates.

With only two capacity variants – 999 and 1,498 cc – both base engines offer an wide power range. The 1.0 TSI covers the range from 66 kW (90 PS) to 85 kW (115 PS), while the 1.5 TSI generates 96 kW (130 PS) or 110 kW (150 PS). In Polo and Golf , the three and four-cylinder units are also designed for operation with natural gas as TGI engines. Within the Golf family , both engines operate together with a 48-volt mild hybrid system. This reduces consumption, boosts the tractive power and improves spontaneous power development.

Enhanced Miller combustion process. Depending on the number of cylinders and their power class, the compact TSI evo engines integrate different technological components. The four-cylinder with 96 kW (130 PS) and the three-cylinder variant use a combustion process based on the so-called Miller cycle. This reduces consumption in the part load range in particular, that is to say when operated in realistic customer conditions. This is achieved by early closing of the inlet valves, thus reducing throttling losses and enabling a high compression ratio – 12.5:1 in the four-cylinder and 11.5:1 in the three-cylinder engine.

However, the lower fresh gas volume must not reduce the output and torque, which is why two sophisticated technologies are on board. Using an extremely fast and precise hydraulic system, the inlet camshaft can be continuously adjusted to increase filling during acceleration. The exhaust camshaft is also adjustable.

The turbocharger features variable turbocharger geometry (VTG) – for the first time in petrol engines for the high-volume segment. This permits absolute charge pressures up to 2.3 bar in the four-cylinder engine with 96 kW (130 PS) and even 2.8 bar in the three-cylinder variant. As a result, the engines can spontaneously build up their maximum torque already at very low rpm. In the 1.0 TSI, the turbocharger can withstand exhaust gas temperatures of up to 950 degrees Celsius, and it achieves a maximum speed of 289,000 rpm.

Active Cylinder Management ACT. Active Cylinder Management (ACT) is a further highlight to reduce fuel consumption of the 1.5 TSI. The system shuts down the second and third cylinders at low to medium loads and engine speeds by deactivating injection, ignition and the valve gear. Switchover takes place very quickly and practically unnoticed. The efficiency increases in the active cylinders, while the middle cylinders simply follow with practically no losses – they are reactivated when the accelerator is pressed.

350 bar injection pressure. The common rail injection system in all TSI evo petrol engines operates at a maximum pressure of 350 bar and is capable of delivering up to five injections per combustion cycle. The fuel is atomised into very fine droplets, mixture formation is precise, and raw emissions are kept at low levels. A particulate filter is located directly downstream of the engine which filters almost all remaining soot particles from the exhaust gas.

Aluminium crankcase with coated cylinder walls. The aluminium crankcase makes TSI evo engines very lightweight – the three-cylinder variant weighs just 88 kilograms. Both the three-cylinder and the four-cylinder engines with an output of 110 kW (150 PS) benefit from sophisticated manufacturing technology to reduce friction in the crankshaft group: the cylinder walls consist of a 100-micrometre thick iron coating that is applied by plasma spraying. A map-controlled cooling module guarantees efficient thermal management in the 1.5 TSI and 1.0 TSI. An important component here is the exhaust manifold, which is integrated in the cylinder head: this contributes to the engine heating up quickly so that exhaust gas treatment starts early on.

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The specified fuel consumption and emission data are determined in accordance with the measurement procedures prescribed by law. 1 January 2022, the WLTP test cycle completely replaced the NEDC test cycle and therefore no NEDC values are available for new type approved vehicles after that date.

This information does not refer to a single vehicle and is not part of the offer but is only intended for comparison between different types of vehicles. Additional equipment and accessories (additional components, tyre formats, etc.) can alter relevant vehicle parameters such as weight, rolling resistance and aerodynamics, affecting the vehicle's fuel consumption, power consumption, CO 2 emissions and driving performance values in addition to weather and traffic conditions and individual driving behavior.

Due to more realistic testing conditions, fuel consumption and CO 2 emissions measured according to WLTP will in many cases be higher than the values measured according to NEDC. As a result, the taxation of vehicles may change accordingly as of 1 September 2018. For further information on the differences between WLTP and NEDC, please visit www.volkswagen.de/wltp .

Further information on official fuel consumption data and official specific CO 2 emissions for new passenger cars can be found in the "Guide to fuel economy, CO 2 emissions and power consumption for new passenger car models", which is available free of charge from all sales dealerships and from DAT Deutsche Automobil Treuhand GmbH, Hellmuth-Hirth-Str. 1, D-73760 Ostfildern, Germany and at www.dat.de/co2 .

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2017 Volkswagen Golf 1.0T

While it’s natural to give prominence to a car’s total horsepower, the more character-defining statistic often is its specific output: how much juice it squeezes from each liter of displacement. Often, the higher this number, the greater the engineering effort that was put into the engine. So while the new baby Euro-spec Volkswagen Golf has just 109 horsepower, it extracts that from a turbocharged inline-three with just 1.0 liter of displacement. Meaning its state of tune is the near equal to that of the Golf GTI Sport, which makes 220 horsepower from an engine twice the size.

Can You See the Three?

Automakers have become increasingly adept at disguising downsized capacity and reduced cylinder count, but the Golf 1.0 TSI is perhaps the best example yet of this sleight of hand. There are clues, but you have to be paying attention to spot them. The three-cylinder’s idle is lumpier than the norm for four-cylinder versions, and it’s slightly reminiscent of the offbeat tickover that characterized air-cooled Volkswagens once upon a time. Under gentle use there’s the occasional sense that the engine is misfiring—enough to trigger a flashback for anyone who ever nursed a beater with a failing ignition system—but accelerating makes it instantly better. The Golf manages to conceal its relative lack of pistons and cubic centimeters far better than Ford’s similarly sized three-cylinder EcoBoost and Fiat’s distinctly agricultural two-cylinder TwinAir.

As for fuel economy, the three-cylinder doesn’t quite deliver diesel efficiency. Volkswagen claims the equivalent of 49 mpg combined on Europe’s notoriously optimistic official test cycle, against 60 mpg for the TDI. Our indicated 37 mpg—per the trip computer rather than our more rigorously monitored testing—was respectable for 300 miles of mostly rapid use.

Volkswagen claims the smaller engine has the same 148 lb-ft of peak torque generated by the 1.4-liter TSI four-cylinder that sits one rung up in the Euro Golf hierarchy, and that output holds across a flat plateau from 2000 to 3500 rpm. Indeed, the triple is happy to work at even lower engine speeds than that; on our drive, the dashboard upshift prompt often signaled for manual gearchanges that brought the engine down below 1500 rpm, but it still pulled cleanly. While the three-cylinder takes a while to gather momentum when operating at such basement revs, there’s less turbo lag than in the Golf’s rivals.

The 1.0-liter is no firecracker, but it never feels underpowered. A three-cylinder engine can do a more-than-passable aural impression of a six when worked hard, and the Golf is no different, sounding as if it’s packing a V-6 when allowed to explore the upper reaches of its rev range. It’s not particularly rapid—VW’s claimed 9.9-second zero-to-62-mph time for the 109-hp edition seems credible—but it possesses an enthusiasm for revs that encourages harder use. Like many small-capacity turbos, it eventually runs out of puff, and there’s little point in going beyond 5000 rpm where peak power arrives. It’s also spinning what feels like a very heavy flywheel, holding onto revs when the accelerator is released (and even when the clutch pedal is depressed); smooth progress requires unhurried shifts. A dual-clutch automatic also is available, but it’s not really in keeping with the car’s minimalist ethos.

Still a Golf

The new engine is fractionally lighter than its four-cylinder siblings, with the 1.0-liter Golf weighing 66 pounds less, according to Volkswagen. That’s not enough to make a noticeable difference in the Golf’s handling, which remains both keen and accurate with the modest limits of the chassis clearly telegraphed through nicely weighted steering. Like all of Europe’s lower-end Golfs, the 1.0-liter uses a torsion-beam rear axle in place of the more sophisticated multilink setup of the higher-end versions (and which is standard in the United States). As a result, the ride does pick up a serrated edge when the chassis is asked to deal with rougher surfaces at speed. But the rest of the time it does a fine job, with the whole car delivering impressive cruising refinement.

Although it is the most basic of European Golfs, the 1.0 TSI still feels like a quality item. Indeed, the lack of distracting fripperies highlights the excellence of the fundamentals. This Golf’s doors open and close with the same hefty weight and solid thunk as those of a GTI or a Golf R. And its cabin, although gray and short on buttons, exudes a thoroughly Teutonic sense of solidity. Although mostly unadorned, our test car came with Volkswagen’s new navigation system, operated via an 8.0-inch touchscreen; it worked impressively well, even when asked to navigate some of England’s more obscure Roman-era byways.

There’s no chance of the 1.0-liter Golf crossing the Atlantic any time soon—this is an engine that many Americans would regard as insufficient for riding-mower duties—but it does reconfirm that the strength of Volkswagen’s engineering runs through every level of its lineup, even the lowest ones.

Specifications

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 2- or 4-door hatchback

ESTIMATED BASE PRICES (UNITED KINGDOM): $18,000-$19,500

ENGINE TYPE: turbocharged and intercooled DOHC 12-valve 1.0-liter inline-3, 84 or 109 hp, 129 or 148 lb-ft

TRANSMISSIONS: 5-speed manual, 6-speed manual, 7-speed dual-clutch automatic with manual shifting mode

DIMENSIONS: Wheelbase: 103.1 in Length: 167.6 in Width: 70.8 in Height: 58.7 in Passenger volume: 93 cu ft Cargo volume: 23 cu ft Curb weight ( C/D est): 2700-2750 lb

PERFORMANCE ( C/D EST): Zero to 60 mph: 9.8-11.8 sec Zero to 100 mph: 30.4-35.5 sec Standing ¼-mile: 17.6-20.5 sec Top speed: 112-122 mph

FUEL ECONOMY ( C/D EST): EPA combined/city/highway: 36-41/32-37/42-47 mpg

Our man on the other side of the pond, Mike Duff lives in Britain but reports from across Europe, sometimes beyond. He has previously held staff roles on U.K. titles including CAR, Autocar, and evo , but his own automotive tastes tend toward the Germanic: he owns both a troublesome 987-generation Porsche Cayman S and a Mercedes 190E 2.5-16.

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• Volkswagen Virtus Review: 1.0 TSI And 1.5 TSI Automatics Driven

By Pratik Rakshit

1 mins read

Published on May 6, 2022

Follow us on

• New Volkswagen Virtus driven!
• We test the automatic versions of the 1.0 TSI and 1.5 TSI petrol engines.
• Volkswagen Virtus will be launched on June 9, 2022.

In the day and age of SUVs of all shapes and sizes, sedans, more importantly, compact sedans are starting to make noise, as the segment is undergoing an influx of fresher models with the Skoda Slavia and the Honda City e:HEV hybrid sedan taking the fight straight to Maruti Suzuki Ciaz and the Hyundai Verna . Volkswagen India now has brought in the replacement to the Vento and yes it looks gorgeous! With us, is the Volkswagen Virtus that comes in 1.0-litre and 1.5-litre TSI turbo petrol units, but we will be driving only its automatic avatars, specifically the Virtus 1.5 TSI with the 7-speed DSG unit and the Virtus 1.0 TSI with the 6-speed torque convertor. Read on to know exactly what we think of the newest contender vying for the throne in the compact sedan segment.

We tested only the automatic versions of the Volkswagen Virtus, specifically the 1.5 TSI Virtus with the 7-speed DSG unit and the 1.0 TSI Virtus with the 6-speed torque convertor. Photo Credit: Arvind Salhan

Also Read:  Volkswagen Virtus Review: 1.0 TSI And 1.5 TSI Automatics Driven

There's generous use of chrome on both the versions, be it in the profile, or the face. But there's enough to differentiate between the 1.0 TSI and the 1.5 TSI Virtus'. For starters, the Virtus 1.5-litre receives GT badging on the grille, in profile, and even at the back. It is, without doubt, a sporty-looking car, as the single slat grille with chrome surrounds, LED headlamps, and L-shaped LED DRLs all come together quite nicely. And it even reminds you so much of the Volkswagen Jetta! The Wild Cherry Red and Carbon Steel Grey paint scheme on our test vehicles look gorgeous, but there's also the Curcuma Yellow from the Volkswagen Taigun, and a new Rising Blue Metallic paint scheme. The wide air dams and the fog lamp housing look edgy while the sloping roofline and a stout character line add to its overall road presence.

Exterior changes are minor on both versions of Volkswagen Virtus, but when it comes together, it brings a whole new character to the car.   

And of course, the big change is the alloy wheels, they are both 16-inches but the 1.5 TSI receives blacked-out alloys, while the 1.0 TSI receives a dual-tone treatment. The gentle splash of chrome on the door handles, contrast black on ORVMs and roof, wrap-around LED taillights, Virtus lettering on the boot lid, and boot-mounted number plate recess round-up rest of the sporty design. Lastly, the 1.5-litre Virtus receives a faux spoiler at the rear. 

Red brake calipers and GT badging on the front, fender, and rear are specific to the Virtus Performance Line. 

The larger displacement Virtus also gets a dual-tone scheme with black roofs while the smaller displacement Virtus receives a mono-tone colour scheme. It's based on the same platform as the Slavia and there's a lot that both cars have in common but really, the VW Virtus just looks a class apart!

The Virtus Performance Line gets a faux spoiler, while the 1.0-litre TSI version remains true to its body colour. 

Tech and Interior

Now the cabin of the Volkswagen Virtus is extremely spacious, as the quality of the materials used is on the premium side. But the first things you would notice on the 1.5 TSI Virtus are the Red highlights on the dashboard, which are specific to the Wild Cherry Red paint scheme. Apart from this, most elements are common on the top-spec versions of the Virtus 1.5 TSI and the 1.0 TSI, such as the 10.1-inch Play infotainment system, and automatic climate control, but a specific feature on the top-specs is ventilated seats for the front passengers. You also get an all-digital instrument panel which is again on offer with the top-spec version and so is the electric sunroof.

The red highlight on the dashboard is specific to the Wild Cherry Red paint scheme but adds a whole new layer to its sporty nature.  Photo Credit: Arvind Salhan

Like the Taigun, the Virtus' Dynamic Line will come in three trims- Comfortline, Highline, Topline, and a single-spec Performance Line. However, it is worth mentioning that most of these features are limited to the top-spec as the mid trims miss out on the larger display, ventilated front seats, and digital instrument panel. Nevertheless, the cabin is possibly one of the best in the segment with plush leather. Wireless connectivity for Apple CarPlay, and Android Auto, as well as wireless charging, are a few tricks that the Virtus has up its sleeve but then again it is limited to the higher trims.

The all-digital instrument cluster, wireless charging space, and electric sunroof are specific to the top-spec versions of the Virtus. Rear passengers get individual air-con vents and two USB Type C slots.  

With respect to the dimensions, the Virtus is the longest and the widest in the segment, but does that translate to more space for the second-row passengers?

The second row on the Virtus is quite good on space, and we like it, as there's a decent amount of headroom and good enough knee room. The under-thigh support is also not bad and gives us a nice feeling to be here. The seats are also quite comfortable, and you also get a centre armrest here, as well as AC vents for the second-row passengers here, and two Type C charging ports.

There's a difference in the seat upholstery as well on both versions of the Volkswagen Virtus. 

Seating three passengers here could be a squeeze, but all the seats do receive a 3-point seat belt, with adjustable headrests. If you plan for a weekend getaway, then the class-leading 521-litre of boot space should be adequate for the family's luggage and can be even further expanded to 1,050-litre with second-row seats split 60:40.

The boot space on the Volkswagen Virtus is the largest in this compact sedan segment.  Photo Credit: Arvind Salhan

Volkswagen Virtus 1.0 TSI 6-Speed AT 

We have both 1.0-litre and 1.5-litre TSI versions in automatic avatars. First up, is the lower displacement turbo engine. Now, we've seen this 1.0-litre powerplant before on the Volkswagen Taigun, as well as on its siblings, the Skoda Kushaq, and the Skoda Slavia. It punches out 114 bhp and a strong 178 Nm of peak torque. Most notably, the torque kicks in between 1,750-1,800 rpm, and stays till 4,500 rpm, which is ideal for city driving. The NVH level is low, and you don't get any heavy vibrations, with very minimum noise that sweeps into the cabin, only adding to the overall driving experience.

The NVH level is low on the Virtus 1.0-litre TSI, as you don't get any heavy vibrations, with very minimum noise that sweeps into the cabin, only adding to the overall driving experience.  Photo Credit: Arvind Salhan

Our initial impression of driving the 1.0-litre Virtus is that the engine performs at its optimum between 1,800- 1,900 rpm and that's when the car is fun-to-drive. Even at the lower spectrum of the rev band, the power is ample, even though the turbo doesn't start spooling till 2,000 rpm. The engine noise is sweet and sort of music to our ears as is rev-happy. The in-gear acceleration is sprightly and even under strong duress, the engine does not run out of breath. On highways, the Virtus manages to reach the triple digits quite comfortably and wants to stay there all day long.

The Volkswagen Virtus 1.0-litre, 3-cylinder, TSI petrol engine punches out 114 bhp and a strong 178 Nm of peak torque, with very linear power delivery.  

Now, the unit that we are driving gets a 6-speed torque converter, and it doesn't really slump but offers rapid and smooth transitions. You also get paddle shifters, and we don't really have anything to complain about it. For quick runnings, you can slot the gear into Sport Mode or even the manual mode and use the paddle shifters for up/downshifts or even do use the gear levers. 

The 6-speed torque converter on the Volkswagen Virtus 1.0-litre TSI offers rapid and smooth transitions.

Volkswagen Virtus 1.5 TSI 7-Speed DSG

Things are different on the Virtus with the larger displacement. It is available with a single 7-speed DSG box with ample power on tap and claims to be the most powerful sedan in the segment. Now of course, if you love to drive and are willing to spend a little extra money, then the 1.5-litre TSI EVO engine is the version you should be opting for. There's one caveat though, this powerplant doesn't come with a manual gearbox sadly, contrary to the 1.0-litre TSI engine, which comes in both manual and automatic gearbox options.

If you love to drive and are willing to spend a little extra money, then the Virtus 1.5-litre TSI EVO engine is the version you should be opting for. Photo Credit: Arvind Salhan

This unit develops 148 bhp and 250 Nm of peak torque, which kicks in quite early, so the combination of a powerful engine with the DSG box, is something that you will love while driving this car. Plus, you have Sport Mode, for you to take things under control by switching to the manual mode.

The combination of a powerful engine with the DSG box is something that you will love while driving this car.

And of course, paddle shifters are a common aspect here. So, different things to play within the Volkswagen Virtus. Moreover, Volkswagen claims under 9 second, 0-100 kmph sprint time for this powerplant, which is quite remarkable, and we even experienced its resolve to get off the mark.

There's one caveat though, this powerplant doesn't come with a manual gearbox sadly, contrary to the 1.0-litre TSI engine, which comes in both manual and automatic gearbox options.

Ride & Handling

As the Virtus is based on the Group's MQB-A0-IN platform, the company says that the suspension is tuned to tackle the bad roads typical of India and we even got to test it quite extensively. Both the 1.0-litre and the 1.5-litre powerplants sit on the same 16-inch alloy wheels shod with 205/55 tyres that offer ample damping to smoothen things out. Even on undulated roads that we've encountered, the car remains stable and did not bother us with the jerks. The high ground clearance of 179 mm also helps its case. We are also happy to report that the ride quality on the Virtus is quite impressive and we have nothing to complain about.

Both the 1.0-litre and the 1.5-litre powerplants sit on the same 16-inch alloy wheels shod with 205/55 tyres that offer ample damping to smoothen things out. Photo Credit: Arvind Salhan

The highway stability is well balanced and maintains its composure while doing high speeds, and never makes you uncomfortable or even unnerving. The stiffer suspension helps and handles itself quite well around corners. The light steering is suitable for city driving and weighs up once you hit the ground running.

Fuel Efficiency

Volkswagen claims a healthy return on the 1.0-litre versions with 19.40 kmpl on the manual, and 18.12 kmpl on the automatic, while the 1.5-litre returns 18.67 kmpl. And a lot has been done to achieve that figure according to Volkswagen. One is the cylinder deactivation technology which we've seen even in the Taigun and then there's the Engine Start/Stop function which also helps push efficiency higher.

Volkswagen claims a healthy return on the 1.0-litre versions with 19.40 kmpl on the manual, and 18.12 kmpl on the automatic, while the 1.5-litre returns 18.67 kmpl.

Safety is paramount for Volkswagen and the Virtus brings tons of safety features with the company even going on a limb to claim it to be one of the safest cars in the segment. Now, safety is something you can expect Volkswagen to work within all sincerity with its cars and is evident with the Virtus as well. You get more than 40 safety features, but the highlight is of course the 6-airbags, Multi-Collision Brakes, as well as tyre pressure deflation warning which always comes to your rescue on Indian road conditions, but mind you, these will be limited again with only the top-spec versions.

You get more than 40 safety features, but the highlight is of course the 6-airbags, Multi-Collision Brakes, as well as tyre pressure deflation warning which always comes to your rescue on Indian road conditions, but mind you, these will be limited again with only the top-spec versions.

Additionally, you also get Electronic Stability Control, Park Distance Control, and a rear-view camera to make parking in tight spots easier while ISOFIX child seat anchorage is an added layer of protection. For ease of convenience, you also get Volkswagen Connect with numerous features to stay connected.

For ease of convenience, you also get Volkswagen Connect with numerous features to stay connected.

With all parameters covered, it all boils down to the pricing and while Volkswagen will announce it on June 9, 2022, it should be interesting to see how the company stacks it up against the likes of Maruti Suzuki Ciaz, Hyundai Verna, its sibling Skoda Slavia, and the Honda City, which is now offered with a hybrid powertrain. But going by Volkswagen's strategy to pitch the Virtus as a premium offering, it could be on the expensive side and so we expect the sedan to be priced between Rs. 10.49 lakh and Rs. 18 lakh (ex-showroom, India), since the strategy worked well for Volkswagen with the Taigun.

Volkswagen Virtus replaces the VW Vento in the compact sedan segment and will rival the Maruti Suzuki Ciaz, Hyundai Verna, Honda City, and the Skoda Slavia. 

And we have little doubt over VW's commitment to the Indian market, and with a car like the Virtus that is high on looks, and features, with two powerful petrol engines; Volkswagen might just hit it out of the park with the pricing. So, for now, we can only wait!

Last Updated on May 6, 2022

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Volkswagen Golf 1.0 TSI review: three-cylinder Golf tested

SPEC HIGHLIGHTS

This all looks very normal. What’s special here?

Sorry to disappoint, but normal is actually the operative word here. This is the Mk8 Volkswagen Golf in its near-as-makes-no-difference boggo spec.

What does that actually mean these days?

Well, this is a Golf Life, which essentially means 16-inch wheels, cloth seats and a surprising amount of tech for a base level hatch. We’ll get back to that later. Other markets will get a trim that’s simply called Golf, but in the UK the Golf Life is your bottom line.

We’ve also got the most basic powertrain option here - a 1.0-litre turbocharged three-cylinder engine combined with a six-speed manual gearbox (you can also have this engine with mild-hybrid assist and a seven-speed DSG).

The result is just 108bhp and 148lb ft of torque driving the front wheels, but also a starting price of just £23,300 before options.

In that department our test car came with a head-up display (£625), the ‘Winter Pack’ (including a heated steering wheel and heated front seats, £550), rear tinted glass (£245) and what seems like a rather expensive set of floor mats (£100).

How does it drive?

Well earlier this year we suggested that the new Skoda Octavia might just be better than its Golf sibling, but this basic VW calls that into question.

It’s not the most dynamic of things - there’s no optional adaptive damping, no drive modes and only a torsion beam rear suspension setup - but in general it’s all the better for it. The steering is nice and weighty too, and the smaller (and thus lighter) engine means there’s less weight over the front axle.

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Said engine is more than acceptable. There’s not too much lag and you don’t get the sense that its being overworked – it’s impressively refined for a little three-pot in what is not a small car. We managed 44.8mpg from a mix of town, country and motorway driving.

Perhaps this spec’s biggest win is its ride, though. It may not have the fancy multi-link rear suspension setup of the more powerful Golfs, but it’s impressively comfortable and hardly wallows as you might expect. The benefits of small wheels and tall sidewalls is evident once again.

What’s it like inside then?

Good question. Even the Golf Life gets Volkswagen’s new Innovision cockpit with its two 10-inch screens and a real dearth of physical buttons. Shame, because we’re not the biggest fans. The touch-sensitive sliders under the infotainment screen are an awkward solution to something that was never a problem in the first place.

Still, the optional head-up display is fantastic and the Mk8’s hazard-warning Car2X tech is standard. There’s adaptive cruise control too, plus parking sensors, wireless phone charging and Apple CarPlay and Android Auto compatibility. If you just want ‘an car’ this is all the tech you’d ever need and more.

With some metallic paint (£625) thrown in the mix you’d be looking at just over £25,000 for a Golf Life – still less than the starting price of the next-up Golf Style. The pick of the bunch, then? We reckon so.

Score: 8/10

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Volkswagen T-Roc 1.0 TSI 110pk Style (2022)

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Heerlijke auto.

• 4 april 2024

Begin 2022 via de lease een T-Roc 1.0 TSI Style mogen ontvangen. Hierin ruim 40000 km. mogen rijden. De 1.0 3cilinder is geen slechte motor, echter komt hij vlot genoeg mee in het verkeer. Het is een heerlijke "ruime" auto met een goede verhoogde zit, 2e zitrij geeft ook een goed zitcomfort. Met het laadruim zit het wel goed, welke vanwege mijn werkzaamheden vaak volgepakt word bereden. Op alle snelheden goed berijdbaar. Op hogere snelheden goed in het spoor te volgen. Een heerlijke uitgebreide auto welke is voorzien van diverse goede opties. Adapt.Cr. Control, Lane Assist, CarPlay, Parkeer sensoren ed. De Grijze kleur icm de aluminium delen geeft hem een goede uitstraling. Enigste aandachtspunt was in het begin het olieverbruik 1ltr/8000Km, naarmate de hogere kilometerstand werd het gebruik iets minder maar niet geheel over. Nu bezig aan de 2e T-Roc 1.0 Life Edition, tov de Style ed. weer een stuk uitgebreider in de opties, 17" inch, Dig.Dashboard, Parkeerassistent (Park Assist), Buitenspiegels elektrisch inklapbaar, Dakreling in zwart, Sleutelloos vergrendel- en startsysteem, Achteruitrijcamera. Toch weer stuk uitgebreider in de opties. De 17" banden liggen iets fijner op de weg zonder enig comfort verlies. Voorlopig blijf ik heerlijk T-Roccen.

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• Car Reviews

Volkswagen Taigun 1.0 TSI review, test drive

Does Volkswagen’s all-new Hyundai Creta-rivalling SUV with a small 1.0 TSI heart make a big impression?

Published on Nov 12, 2021 01:35:00 PM

64,012 Views

• Fun to drive
• Solid build

We Don't Like

• Lacks road presence
• Cost-cutting in cabin is evident

After driving the all-new Volkswagen Taigun GT with the 1.5-litre TSI turbo-petrol engine, we’ve established that it is a solid, sophisticated and sporty midsize SUV. We now turn the spotlight on the variant that’s likely to comprise a lion’s share of the Taigun’s sales – 1.0-litre TSI manual version – owing to its more affordable pricing that ranges from Rs 10.50 lakh-14.57 lakh (ex-showroom, India).

Volkswagen’s 1.0-litre TSI engine made a stonking debut in the Polo in 2020, punching well above its weight in terms of performance and smoothness. Can this smaller capacity TSI engine hold its ground in this midsize SUV that weighs 203kg more than the Polo?

Volkswagen Taigun 1.0 TSI: what is it like to drive?

Before getting to the drive experience, we must commend the TSI’s refinement, which is so good that the typical three-cylinder engine thrum is barely audible unless revved hard. That said, this motor isn’t as vibe-free as a four-cylinder, and you can feel vibrations on the seats as the engine flutters on its mounts.

In the Taigun, the 999cc turbo-petrol engine gets a minor bump of 5hp and 3Nm of torque over the Polo, taking the figures to 115hp and 178Nm. Within metres of driving the Taigun, its engine character feels identical to that of the Polo TSI’s. The unit needs to be kept on the boil and spun beyond 1,800rpm to extract the best out of it, and in that respect, it isn’t as responsive or lag-free as the 1.5 TSI that does duty in the Taigun GT variant. Once on boost, however, power flows in a smooth, uninterrupted manner and this tiny motor continues to pull all the way till the red line.

It’s interesting to know that despite sharing its components, ancillaries, as well as gear ratios with the Kushaq, in a drag race, the Taigun 1.0 TSI is half-a-second quicker than the Skoda to 100kph, further widening the gap to 2.7sec by the time the cars hit 160kph. What’s surprising is that the Taigun’s 0-160kph time of 30.42sec is at par with the lighter Polo’s 30.36sec. In a rolling race from 20-80kph in third gear, the Taigun is a second quicker, and from 40-100kph in fourth gear, it is 1.5sec quicker than both Kushaq and Polo, both of which have similar in-gear acceleration times. We’ve learnt that the final software map is unique for Volkswagen and Skoda, which could be the reason behind the Taigun’s and Kushaq’s performance variance.

Volkswagen’s 6-speed manual gearbox isn’t butter-smooth and its clutch is springy, so these don’t make the drive experience as effortless as the naturally aspirated rivals the Taigun competes with.

What impressed us during the first drive was the Taigun’s highway stability, and it continues to do so in this 1.0 TSI iteration. It drives with a sense of maturity and confidence that we’ve come to expect from European cars, but at the same time, it feels a bit stiff-kneed at lower speeds and tends to toss you around a bit while dealing with some sharper potholes. Having a platform (MQB A0 IN) that’s 30 percent stiffer than that of the outgoing Polo’s makes hustling this midsize SUV around corners quite rewarding, and what’s nice is that its steering feels adequately weighted the faster you go.

Volkswagen Taigun 1.0 TSI: what is different compared to the 1.5 GT?

The silver body paint on our test car helped mellow down the India-specific chrome treatment on the bumpers, making it appear a lot more palatable. The fully loaded Topline variant gets silver 17-inch alloys that sport a design similar to the ones on the 1.5 GT Plus variant; the diamond-cut treatment is reserved for the GT variant. Even fender embellishments like the ones on the GT variants are missing here, but these aside, the 1.0 TSI looks identical to the GT Plus variant that we reviewed earlier.

The most prominent change inside is its digital instrument cluster, which now wears a blue theme and looks even more pleasing than the GT version’s red theme. Other nuances include white ambient lights that replace the red ones in the GT, different seat upholstery, and the only feature addition over the GT Plus variant are its ventilated front seats. Space, seat comfort, practicality, and even build remain identical to the GT variants we reviewed earlier .

Volkswagen Taigun 1.0 TSI: should I buy one?

The Taigun’s appeal lies in its solid build and its fun-to-drive nature. The variant in question – 1.0 TSI Topline, priced at Rs 14.57 lakh – gets you premium kit like auto LED headlamps, auto wipers, ventilated front seats, sunroof, digital instrument cluster and six airbags, among other things. All of these are missing in the 1.5 TSI GT manual, and is priced at a premium of Rs 43,000. In fact, the 1.0-litre is so good, it is smooth and quick, and is hence likely to satiate the performance needs of most buyers. As a result, a majority of buyers, with the exception of a few ardent driving enthusiasts, are likely to question the need to spend more for the 1.5 TSI. Because of its strengths, the Taigun 1.0 TSI manual comes across as the more sensible pick from the range.

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