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Discusión: Nuevo Golf GT, 1.4 TSI y 2.0 TDI, ambos 170cv

  1. #1
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    Nuevo Golf GT, 1.4 TSI y 2.0 TDI, ambos 170cv

    · Innovative engine technology, sporty equipment
    · Twice 170 PS: Twincharger and the most powerful TDI in the compact class
    · Golf GT closes the gap between Sportline and GTI

    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 PS: 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 PS 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 PS: 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).
    Standard equipment of the Golf GT in detail (compared to Golf Trendline):

    Exterior equipment:

    - Radiator grill in black

    - Visible twin tailpipe

    - Individual bumpers

    - 4 alloy wheels “BBS ClassiX”, 7 J x 17
    with 225/45 R 17 tyres

    - Sports chassis, 15 mm lower

    - 16-inch brake system


    Interior equipment:

    - Three-spoke sports steering wheel with GT emblem

    - Sports seats at front with individual covering

    - “Black Onyx” decorative inlays

    - Boost pressure display (TSI)

    - Switch for winter driving programme

    Twin-turbocharged FSI engines - Central Aspects
    · “Twincharger” offers maximum power with minimum consumption
    · Compact high-performance power pack with 7.2 l/100 km (39.2 mpg) consumption
    · Very high power output per litre (90 kW / 121 PS) from a series production four-cylinder engine

    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.

    Fuente: GermanCarFans



    Algunos Audi y VW..
    Tengo bastantes mensajes acumulados para contestar, tardaré...

  2. #2
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    por fin salen más motores interesantes, hay rumores de que tienen previsto más adelante el TSI 1.6 con unos 195cv y un 2.0 TSI con 240cv

    y no es menos interesante que por fin pongan un manómetro de serie, sólo que le falta la escala concreta, pero si se ve con el vagcom los valores reales para comparar, pues listo
    Algunos Audi y VW..
    Tengo bastantes mensajes acumulados para contestar, tardaré...

  3. #3
    Aprovecho la ocasión para presentarme jeje

    Desde que leí que estaba previsto el lanzamiento del Golf V GT, he estado siguiendo el hilo, con mucha atención a ese motorcito tan gracioso (1.4 TSI). Con lo que he leido me he quedado muy pero que muy agusto, ahora solo falta que salga (¿finales de diciembre?) y ver que precio tendrá (leí en una noticia alemana que el 1.4 estaría entre los 20mil y 22mil y el 2.0 TDI en torno a los 26mil...)

  4. #4
    Clase Polo SDI
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    Quote Originalmente publicado por Lark
    Aprovecho la ocasión para presentarme jeje

    Desde que leí que estaba previsto el lanzamiento del Golf V GT, he estado siguiendo el hilo, con mucha atención a ese motorcito tan gracioso (1.4 TSI). Con lo que he leido me he quedado muy pero que muy agusto, ahora solo falta que salga (¿finales de diciembre?) y ver que precio tendrá (leí en una noticia alemana que el 1.4 estaría entre los 20mil y 22mil y el 2.0 TDI en torno a los 26mil...)
    Si sale a ese precio, 22.000 eur, esta muy pero que muy bien, se venderan como churros.
    Ahora falta ver que otros modelos de vw y del grupo VAG lo incorporaran.

  5. #5
    Clase Fabia RS
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    Que interesante....uuuuhmmmmm.....2.0 TDI con 240 cv.......!!! jejejeje
    Fotos Espia del VW Passat Variant. Yo estube allí
    MIEMBRO FUNDADOR: "Menos post paja y más post calidad"
    MIEMBRO FUNDADOR: "Cocinero sin fronteras, para foreros hambrientos"

  6. #6
    Clase Touareg V10 TDI Avatar de A4 QUATTRO SLINE
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    Quote Originalmente publicado por vampirnet
    Que interesante....uuuuhmmmmm.....2.0 TDI con 240 cv.......!!! jejejeje
    Muy interesante, pero creo que es un TSI. Pero vamos, que si los precios van por ahí, atención calamares, que los gasofa se revolucionan (y nunca mejor dicho).

    Saludos

    P.D. Por cierto, lark, bienvenido al foro.
    ___________________________
    http://img210.imageshack.us/img210/8868/calamarfl5.jpg


    A4 AVANT 1.9 TDI 130 CV AVF QUATTRO SLINE negro brillante+xenon plus+symphony II+isofix+barras cromadas techo+ TOMTOM GO.
    GOLF IV TDI 110cv 25th
    HONDA CBR 600F PGMFI blanca azul y roja (eso si que acelera )

  7. #7
    Gracias A4 QUATTRO SLINE (¿donde vas sin coche? ). De momento sólo estoy mirando, y el Golf es una opción más de las que barajo para sustituir mi pequeño punto 1.2. La otra opción más probable es el Astra GTC (lo veo estéticamente más "deportivo" y aunque los acabados son ligeramente peores que en el golf, viene más equipado de serie).

    En cuanto a la información que os comentaba de precio del golf, aquí va el texto (es texto alemán, pero lo he traducido con el babelfish :P )

    "Resembles the GTI
    Optically the gulf GT orients itself strongly at the GTI. The GT is among other things rigged with sport chassis, the exclusive 17-Zoll-Leichtmetallraeder BBS ClassiX and 225er-Reifen. Bumpers and radiator grille were transformed, the tail ziert a double final pipe. In the interior the GT with sport seats, a sport steering wheel and a load pressure indication was revalued. On the market the two GT versions at the end of of 2005 come. Over the price there is at present still no information. But probably might cost the gasoline variant between 20.000 to 22,000 euro, the Diesel GT about 24,000 to 26,000 euro.
    (mh) "

  8. #8
    Clase Passat W8
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    Quote Originalmente publicado por vampirnet
    Que interesante....uuuuhmmmmm.....2.0 TDI con 240 cv.......!!! jejejeje
    No, como bien comentan esa potencia pertenece al 2.0 95/98octanos

    The kingdom of the squid this outside time

    Un saludo

  9. #9
    Clase Touareg V10 TDI Avatar de A4 QUATTRO SLINE
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    Quote Originalmente publicado por Lark
    Gracias A4 QUATTRO SLINE (¿donde vas sin coche? ). De momento sólo estoy mirando, y el Golf es una opción más de las que barajo para sustituir mi pequeño punto 1.2. La otra opción más probable es el Astra GTC (lo veo estéticamente más "deportivo" y aunque los acabados son ligeramente peores que en el golf, viene más equipado de serie).

    En cuanto a la información que os comentaba de precio del golf, aquí va el texto (es texto alemán, pero lo he traducido con el babelfish :P )

    "Resembles the GTI
    Optically the gulf GT orients itself strongly at the GTI. The GT is among other things rigged with sport chassis, the exclusive 17-Zoll-Leichtmetallraeder BBS ClassiX and 225er-Reifen. Bumpers and radiator grille were transformed, the tail ziert a double final pipe. In the interior the GT with sport seats, a sport steering wheel and a load pressure indication was revalued. On the market the two GT versions at the end of of 2005 come. Over the price there is at present still no information. But probably might cost the gasoline variant between 20.000 to 22,000 euro, the Diesel GT about 24,000 to 26,000 euro.
    (mh) "
    Bueno, nos podemos delumbrar con los precios, ya que en Alemania son algo mas baratos ya que no incluyen no se que impuestos (unos mas) con los que nos cosen aquí.

    En cuanto a lo del Golf y Astra, pués, aunque no me la has pedido, te la voy a dar: mira, basicamente, lo que yo tengo en cuenta en estos casos es cómo resisten el paso del tiempo los dos coches. Si ves por la calle un golf con cinco años y al lado ves un astra, ¿que sensación tienes? ¿Cual crees que resiste mejor el paso de los años? Ya no solo a nivel de plásticos y mecánica, sinó por imagen. Te digo esto, porque para mi son dos coches muy válidos, es mas, el astra de tres puertas me gusta mucho esteticamente, pero....

    En fin, espero no liarte más, pero cuando tengas el golf, pon unas fotillos, ¿vale?

    Saludos

    P.D. Cuando quieras, en cualquier KDD te enseño el mío. Que te voy a decir "toi tonto" con él
    ___________________________
    http://img210.imageshack.us/img210/8868/calamarfl5.jpg


    A4 AVANT 1.9 TDI 130 CV AVF QUATTRO SLINE negro brillante+xenon plus+symphony II+isofix+barras cromadas techo+ TOMTOM GO.
    GOLF IV TDI 110cv 25th
    HONDA CBR 600F PGMFI blanca azul y roja (eso si que acelera )

  10. #10
    Clase Lupo GTI Avatar de RubenFP
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    Quote Originalmente publicado por Lark
    ... el Golf es una opción más de las que barajo para sustituir mi pequeño punto 1.2. La otra opción más probable es el Astra GTC (lo veo estéticamente más "deportivo" y aunque los acabados son ligeramente peores que en el golf, viene más equipado de serie). ...
    Bienvenido!

    Aunque no sea exactamente lo que estás mirando, igual te interesa esto:

    http://www.vagclub.com/forum/viewtopic.php?t=5072

    saludos
    http://www.vagclub.com/forum/showthread.php?t=1080

  11. #11
    Clase Lupo GTI Avatar de RubenFP
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    El coche está majete. Yo no sé si me lo compraría, pero cuantas más opciones haya, mejor.

    El precio... pues supongo que estará por donde comentáis. Mucho no creo que pase de los 22.000 porque el GTI está en 27.000 (también está la opción de que suba de precio éste último). Y si lo ponen muy barato, perjudicará a los Sportline.

    Aver si no se pasan mucho.
    http://www.vagclub.com/forum/showthread.php?t=1080

  12. #12
    La verdad que la opcion del golf estéticamente me convence menos, y económicamente también, y si lo tengo en cuenta es precísamente por cómo podrá aguantar el paso de los años, cómo se devaluará su valor en el tiempo, cómo están ajustados los plásticos del interior...

    Toi echo todo un lio jaja

  13. #13
    Avatar de berto
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    cada día me gustan más estos motores, esto sí son evolución
    Algunos Audi y VW..
    Tengo bastantes mensajes acumulados para contestar, tardaré...

  14. #14
    Clase Passat W8
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    Yo diria que son y van a ser una Revolucion mas que una Evolucion. Este tipo de motor va a dar mucho que hablar.

    Un saludo

  15. #15
    Clase Fabia RS
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    Quote Originalmente publicado por theBOSS
    Quote Originalmente publicado por vampirnet
    Que interesante....uuuuhmmmmm.....2.0 TDI con 240 cv.......!!! jejejeje
    No, como bien comentan esa potencia pertenece al 2.0 95/98octanos

    The kingdom of the squid this outside time

    Un saludo
    Uppppsss....ley mal, "a veces veo TDI en todas partes....estan con nososotrossssss"
    Fotos Espia del VW Passat Variant. Yo estube allí
    MIEMBRO FUNDADOR: "Menos post paja y más post calidad"
    MIEMBRO FUNDADOR: "Cocinero sin fronteras, para foreros hambrientos"

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