VW Golf
Stronger EA111 TSI variant with 105 hp. Same timing chain issues as the CBZA. Oil consumption and turbocharger wear typical at higher mileage.
Chain rattle with roof down
105 hp EA111 in the open Golf — the notorious chain rattle is even more audible with the roof down. Cabriolet feel yes, but the worry comes along for the ride.
Engine Weaknesses 9
The timing chain on the CBZB (1.2 TSI, 105hp) stretches from manufacturing defects from as early as 30,000–40,000 km. Defective tensioners and guides increase engine damage risk. Particularly susceptible before 2011.
Symptoms: Rattling on cold start (first 5 seconds), MIL, rough idle
The CBZB turbocharger is susceptible to premature wear, especially with oil consumption or insufficient oil changes. Whistling noises and power loss are early signs.
Symptoms: Whistling noise, power loss, increased oil consumption, bluish smoke
Engines before October 2011 (CBZA/CBZB/CBZC) are inherently susceptible to timing chain stretch from defective tensioners and worn guide rails. Damage from 30,000 km possible.
Symptoms: Metallic rattling on cold start, rough idle, in extreme cases engine failure from chain skip.
The turbocharger of the first 1.2 TSI generation (EA111) is inherently prone to seizing. The problem was known internally; a workshop action (24W6) was carried out.
Symptoms: EPC warning light, sudden power loss, engine briefly recovers after restart, then fails again.
The 1.2 TSI CBZB consumes above-average oil, frequently caused by worn piston rings or the turbocharger. Check oil level between service intervals.
Symptoms: Oil consumption >0.5 L/1,000 km, bluish exhaust smoke, falling oil level
Known weak point: sporadic misfires on all cylinders, often attributable to defective ignition coils. Problem frequently occurs on the Audi A1 with CBZB and is well documented.
Symptoms: Hesitation, engine stumbling, flashing MIL, power loss under load, cold-start problems
Excessively thin oil control rings lead to increased oil consumption. Problem occurs earlier if chain problems have caused oil starvation episodes, as cylinder walls and rings wear more severely.
Symptoms: Falling oil level, bluish smoke, frequent top-ups required, oil consumption above 0.5 L/1,000 km
Direct injection without petrol washing of intake valves leads to coke deposits. Worse combustion, increased consumption and power loss in short-trip use.
Symptoms: Rough idle, power loss at mid-range revs, increased fuel consumption.
The crankcase ventilation on the 1.2 TSI tends to wear at higher mileage. Leaking diaphragms or hoses cause false air ingestion and increased oil consumption.
Symptoms: Rough idle, mixture too lean fault code, oil mist, increased oil consumption
Vehicle Weaknesses 17
The hydraulic pump (8P7871791A) loses power after 80,000–100,000 km. The hood opens/closes extremely slowly or stops mid-travel. Hydraulic fluid can leak out.
In the Golf VI rust forms preferentially at the wheel arch edges and on the tailgate — especially if body damage has been repaired unprofessionally. VW economised on the factory corrosion protection for engine, chassis and gearbox.
The Golf VI uses a continuously running compressor without a magnetic clutch (externally regulated). If it fails, metal particles spread throughout the refrigerant circuit. Without a complete system flush the replacement compressor will quickly be destroyed.
The rear brake calipers of the Golf VI seize through corrosion — especially on cars that rarely brake hard. The integrated handbrake mechanisms jam after standing still. GTI models with larger calipers are particularly affected.
In the Golf VI the ignition lock can jam or the electronic steering lock can activate unintentionally, preventing the car from starting. The problem occurs mainly on early production cars.
The electric power steering of the Golf VI can fail due to ECU failures or motor faults. The steering suddenly becomes heavy, which can be dangerous at motorway speeds. A warning light appears on the dashboard.
The hood fabric chafes at the fold lines when driving with the roof open. After 3–5 years rough, abraded patches appear in the fabric that are visually distracting and can eventually become leaky.
The glass rear window detaches from the hood fabric after approx. 8–10 years. The adhesive is degraded by UV and moisture. The rear window heater also stops working.
The Hall sensor for detecting the hood end position fails. An error message appears, windows stay in an intermediate position, beep from instrument cluster.
Water collects in the boot, preferably behind the left trim panel. The cause is leaking tail light seals and blocked water drains that are more heavily stressed on the cabriolet.
In the Golf VI shock absorbers and springs are frequently rated as defective at MOT from the ninth year of operation. Leaking dampers are a typical finding. Pairwise replacement per axle is mandatory.
The soft-touch surfaces in the Golf VI (door panels, gear knob surround, DSG lever, climate controls) become sticky and peel off. The problem affects almost every example aged eight to ten years.
Electric window regulators in the Golf VI fail due to defective motors or wire breaks in the door rubber. The problem affects all four doors, most frequently the driver's door through heavier use.
In the Golf VI the steering rack develops metallic clicking from as early as 30,000 km. Cause: gear backlash from material ingress or moisture. Warranty case on new vehicles.
Microswitches in the hood latches become dirty and send false signals. Hood refuses to open/close; window auto-drop function does not work.
The frameless side windows must drop automatically when the door opens. This comfort feature fails; the glass jams at the top and prevents the door closing.
Due to the reduced torsional rigidity of the cabriolet body, creaking and cracking occurs with the roof closed over road imperfections. Noises come from the roof area and side window seals.
Reports & Tests
273 owner complaints filed with NHTSA (2008–2013). Most reported: Fuel System (60), Fuel System (59), Diesel (51).