Now that IS superb
Nice :) - mileage is a tad higher than I would like but I have to say it's a pretty good looking vehicle and the spec is very high.
Food for thought.
You can go too low on milage with turbo diesels... If you find super low milage cars that have been used for lots of short trips (school runs etc), the DPF filters can get clogged and cause all sorts of nastiness. I would look for average milage cars rather than low milage cars
Paul's BR/805 system thread
(where the photos live) Paul's Flickr page
Not to mention the EGR valve, that can get clogged up. Mind you mine happened at 82,000 miles (in about two years...), luckily it was covered under warranty so didn't cost me anything (would have been about 250 quid plus £25 for a manual DPF regeneration).
No signature worth mentioning...
Oh my, the 170PS engine and DSG. I'd buy that...
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'And so on February 22nd 1966, at Luton airport...'
...is a stupidly named car which suffers the least depreciation of any in the UK, if I recall...
EDIT - actually no, it came fifth after two Morgans, a Lotus and an Audi.
The DSG box is brilliant. I know fr0g thinks that auto boxes are for those who can't drive, but I disagree, I think it makes them even better drivers' cars, especially in Sport mode...
If cars had always had automatic gearboxes, it might have been hard to persuade motorists that a manual gearbox was a good idea ("There's another pedal? And a stick? And they do the same job with added human error? Thanks a lot"). Ditto turntables if CDs had preceded vinyl.
As a private buy, a Golf is a no-brainer in terms of resale. Simples.
Metallic paint (in a 'sensible' hue), DAB, DSG and leather is the spec to go for. (Although, three pedals and / or trad tartan chairs in a GTI is still popular among purists.)
First-gen DSGs - ie, 6-speed, wet clutch - have a bad rep', but 2nd-gen (dry-clutch 6/7-speeders) are pretty much trouble-free. Also, DSG clutches seem to be lasting much longer than coventional manual gerabox clutches.
DSGs are popular because they're the best of both worlds - an autobox for in-town and motorways and a 'manual' for A/B-road hooning.
All discussed info re diesels / DPFs is good / true advice. In short, petrols are less hassle. But, VW's 1.4-litre petrol Twincharger (has a turbo and a supercharger) has a poor reliability rep - VW's coventional petrol turbos are fine.
Also consider that the turbo itself, petrol or diesel, will probably go 'bang' at c. 80k, but only because majority of owners don't warm-up/cool-down correctly. However, if driven correctly, a turbo can last the lifetime of the car, especially in VW Group cars.
And it goes without saying, make sure you only buy a car with a 100% kosher full service history (FSH) - no ifs or buts.
I really don't see why, my last car did 175k miles in 4 years and the turbo didn't go bang. I didn't follow any special procedure.
Maybe you drove it correctly. I find that hard to believe, obviously...
... Avoid the Spanish and Czech versions - they're cheaper for a reason
And the reasons are as follows:
Skoda - have lower quality cabin materials and less budget / developement time spent on suspension / handling set-up, hence they're not exactly sparkling to drive (vRS versions aside). And Skodas don't have a VW badge.
SEAT - have lower quality cabin materials and less soundproofing, but more budget / developement time spent on suspension / handling set-up, so they're arguably the most 'sporty' of VW Group's cars to drive. And SEATs don't have a VW badge.
Skoda Superb - Luxury Car of the Year - Top Gear Magazine 2009.
Throwing a curveball here. I know you have said VW Golf but have a look at the BMW Alpina D3. You may be pleasantly surprised.
Still known as jolls.
Perhaps you inadvertently drive with mechanical sympathy?
A turbo spins at speeds up to c. 20,000rpm.
So, if it's gunned from start-up - ie, when the engine oil is still cold - the turbo suffers excessive wear.
When a turbo is driven with moderate gusto - eg, during a B-road hoon or 'press-on' motorway driving - the turbo becomes red hot, literally. If an engine's ingnition is cut while the turbo is still red hot, when the circulating oil stops flowing it rests/sits on the turbo's red hot metal and calcifies. Eventually, the calcified oil builds up and creates blockages - think of it as the engine equivalent of a heart attack caused by cholesterol build-up.
Solution: when an engine is cold, drive gently until the oil is warm - ie, 7 mins in summer, 12-15 during winter. And when a turbo is hot, before ignition-cut let the engine run at idle for c. 60-90 seconds so that the circulating oil can cool the turbo.
I think it was the March edition of What Car where the 2013 Octavia beat the Golf overall in a multi car shootout.
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