Golf R -v- Golf GTI

[WhiteJames]

Fuel System Control (EA888 motor):

The fuel delivery cycle for the four lobe cam on the EA888 motor takes place four times during a single revolution of the camshaft. That refers to the movement of the pump piston and the activation of fuel pressure regulator.

Yes ... the new generation four lobe cam high pressure fuel pump is working very fast at 5,000rpm. Provides for a more measured, crisp & responsive feel to changes in throttle application.

Cheers.
WJ

[WhiteJames]

EA113: Fuel System

fully demand-controlled and returnless; - fuel tank mounted low pressure fuel pump, Fuel Stratified Injection (FSI): inlet camshaft double-cam driven Hitachi single-piston high-pressure injection pump maintaining a pressure between 30 to 110 bars (440 to 1,600 psi) in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load.

-v-

EA888: Fuel System

fully demand-controlled and returnless; - fuel tank mounted low pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 150 bars (2,180 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON ultra-low sulphur unleaded petrol.
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EA113 motor has oval two lobe camshaft actuator for the Hitachi fuel pump that is driven by the inlet camshaft. Max pressure is 1600psi with single (1) hole injectors.


EA888 motor has four lobe camshaft actuator for the Bosch fuel pump that is driven by the exhaust camshaft. Max pressure is 2180psi with six (6) hole injectors. Each fuel injector has six individual fuel openings, providing better mixture preparation. This also helps prevent “wetting” the intake valves and the combustion chamber surfaces during injection cycles. The angle of cone of the jet is 50°. These modifications have resulted in reduced HC emissions, particulate matter formation, and oil thinning.


Cheers
WJ

[WhiteJames]

Four cylinder EA827/EA113 petrols:

The EA827 family of internal combustion engines was introduced in 1972 in the Audi 80, and was eventually superseded by the EA113 evolution introduced in 1993. Both share the same 88 millimetres (3.46 in) cylinder spacing. The latter EA113 was updated with Fuel Stratified Injection (FSI) direct injection, to be topped by the 200 kilowatts (272 PS; 268 bhp) 2.0 TFSI used in the Audi TTS. Forty million engines have been produced. This range will eventually be superseded by the all new EA888 project, introduced with the 1.8 TSI/TFSI below, but the EA113 still remains in production.

-v-

Four cylinder EA888 petrols:

This latest EA888 family of internal combustion engines is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by AUDI AG. The only common feature with its predecessors is the sharing of the same 88 millimetres (3.46 in) cylinder spacing - which keeps the engine length relatively short, meaning it can be installed either transversely or longitudinally. Grey cast iron (GJL 250) remains the choice material for the cylinder block and crankcase, due to its inherent good acoustic dampening properties. This all-new EA888 range is notable for utilising simplex roller chains to drive the two overhead camshafts, instead of the former engines' toothed-rubber timing belt. Like the final developments of the former EA113 engine generation, all EA888s only use the Audi-created Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able utilise the Audi-developed 'valvelift' technology, which complements the existing variable valve timing. This new family of engines is scheduled to be universally available for all markets on five continents, within all marques of the Volkswagen Group. The former EA113 range still remains in production.

List of Volkswagen Group petrol engines - Wikipedia, the free encyclopedia

Cheers
WJ

[sameatworld]

G'day fellas

*I initially posted this as a response to a threat in golfmkv. Hope you don't mind me copying and paste!*

Got my R last week and have just finished running it in (1000ks).
Still have my MY07 GTI apr stg1 in the garage. I just recently downgraded from stg2 for my GTI as it was just too hard to launch the car without those annoying wheel spins! But the instant throttle response of stg2 was amazing. Oh and it had the RSC so would sound like a thunder when the DSG fart fired

So anyway, in regards to comparison to stg1 GTI, there is a definitely noticeable turbo lag. With the DSG, it's in 6th gear so quick and much more reluctant to kick down than MKV. Hence I would find myself going nowhere trying to climb a hill at 50kph in 6th gear! Certainly no such issue with GTI. I describe to my friends that the stg1 GTI is like an eager puppy on the leash. So very responsive. I believe the MK6 GTI is even more so thanks to their new engine. Certainly for normal daily driving, I believe GTI is easier to have fun with, thanks to the lack of lag.

Once the turbo gets going for the R there is the familiar turbo push back and for me, it's still plenty enough. Can't really comment on whether it feels more than my GTI or not.

However, I think it is unfair to compare the R to a chipped GTI and to be fair we should really be comparing at least a stg1 R. Am thinking about this but the lack of cruise control switchability to stock (for APR) is stopping me at the moment. Will let you know if I bite the bullet.

Now, while the R might not have much of advantage over the stg1 GTI in straight line, I love how it corners. Don't get me wrong, I love the playful rear end of my MKV and the ability to tighten the line with the off throttle. However, was always mindful of how much stick I can give (esp in chipped form) when exiting a corner.

With the R, it's full throttle and the car just corners like it's on rail. Yes, yes I know that expression is often used but I only realized how it feels once I had a go in the R. WOW For this ability alone, I love the R. Plus it doesn't seem to understeer any more than the GTI. When I test drove the R32, the understeer was definitely more noticeable than the GTI. I understand that there are mods to rectify this though.

I'm not too surprised that a number of R32 owners do not find the R to be anything exciting. This is because when you buy an R32, you already love it much more so than the GTI. It's not something you can explain based on spec, performance or even motoring jonos opinions. It's really to do with that crazy linear engine and that noise. I still drool over that noise. While the R has surprising amount of low down growl compared to my GTI, it's no match to the opera of R32... Hence I can't see any R32 owners swapping to the R anytime soon.

So what's the summary after all my blabbering?
Well, I'm very satisfied with R despite the lag and lack of noise.
Thanks to the excellent pricing by VW and 50% tax break by Gov, the R has cost me a lot cheaper than R32. I always wanted to have the R32 but could honestly not afford it. Hence the R for me has been a sensible and affordable upgrade from the MKV GTI.
For a little more cash (ECU chipping, maybe even DP), the R can have power and the performance to stick it to the jap speedsters. And maybe even help a little with reducing the lag

Regards

[ccoops79]

Hi.

Thanks for your comparison and experience. Can i ask do you miss driving a manual car over DSG ?
I'm having trouble deciding

[sameatworld]

Hi.

Thanks for your comparison and experience. Can i ask do you miss driving a manual car over DSG ?
I'm having trouble deciding

I forgot to say that both the GTI and R are DSG. Previous to these, have owned manuals. Do I miss driving the manual at times? Absolutely! Heel toeing and doing it perfectly on a back road you know well is just priceless! Pity that i couldn't always do it perfectly However, DSG certainly does enable for super quick changes and for most of times easier to live with.

However, as briefly touched upon in my initial post, I think golf R could be maybe more suitable with manual as it may help reduce the lag. But remember that if you're not changing fast enough then the turbo will go off-boost! BOO~ Certainly not the case with the GTI which only ever needs the tiniest input of throttle for the car to accelerate/change down.

For me, the autocar demonstration of DSG vs manual sorta blinded me. LOL

[Fab_R]

good write up.
i'm in the same boat.
chipped mkv gti (the wifes) and now a golf r (replacing my ve ss).

how you have described both is perfect!

[WhiteJames]

Here's a comprehensive review from Singapore on a driver going from a 'chipped-up' MKV Golf GTI to a new Golf R std:

The Golf R From The Perspective Of A GTI Owner | Autosavant

Edit: Sorry ... meant to put this in the other Golf GTI -v- Golf R thread. Feel free to move this new thread.

Cheers
WJ

[sameatworld]

This is so true!! Except for the conclusion. I like the R. and I'm not biased.... much!

Don't know why I even bothered with writing my experience -_-; should have just googled it kakaka

Oh well

[dopey]

One thing I really love in the R when comparing it to the GTI is the 4wd system. I could push so much harder in the corners.