Jap Imports

Hi, Need some help on what one is better, what one has the best 0-60, best to drive etc.


Golf GT TDi 110BHP 1999 S

ORonder2:

Golf 1.8 20Valve 1999 T

Help Me Please as I have to BUY one Tomorrow!!

dba

both a bit soggy to drive,lifeless steering and wallowly in the corners

the 1.8T mullers the 110 diesel in a straight line and through the gears,don't you mean to compare to the 130 or 150?

the 99T 1.8 comes with Recaros as standard though and has the toys

Jap Imports

Not the 1.8 T, I mean the 1.8 20 Valve, or is that the turbo

dba

i think so yes,i don't they brought out a non-turbo 1.8

Jap Imports

Need Some More Post Please,

taffyboyo

there is a 1.8 20v, the same as in the audi a4's etc, not a bad engine quite good on fuel, 125bhp iirc

and there is a 1.8 20v turbo which is 150bhp, crap on fuel and only a little faster than the non turbo, bag of ****,

go for the diesel instead, non of them are going to blow you away so go for the mpg

Jap Imports

Thanks taffyboyo for that advise,

Any More Out There?

Big Col

this any help?

Astra SRi vs Golf GTi : Autocar twin test 02.09.1998

ESCAPE HATCHES

The Vauxhall Astra SRi and VW Golf GTi add extra excitement to their respective mainstream model ranges. But which hatch is the hottest?

The hot hatch is dead. Long live the hot hatch. Fiery carburettor-fed street machines are long gone. In their place is a new wave of swift and refined performance cars. Where does that leave the driving enthusiasts among us? The new Golf and Astra are terrific cars to own, but in standard trim neither lights a fire for the enthusiast down a demanding road in the way that Peugeot’s (otherwise inferior) 306 still does.
This is a chance for both to redress the balance. At £15.520 the Vauxhall Astra SRi is a perfect rival for VW’s £16,570 Golf GTi.
Both cars fall into the category of warm hatch, despite the relatively high asking prices. With a 2.0-litre engine and 134bhp, the Astra outguns the VW’s 1.8 litres and 125bhp. But both engines are 20-30bhp down on the norm for genuine GTi models; Vauxhall has a 160bhp GSi due next year, while VW already has a 150bhp turbo GTi on sale.
The Golf tested here has different priorities to previous models. Those who remember the original GTi will be shocked to hear this model makes use of the standard suspension set-up from lesser Golfs. In contrast, Vauxhall has honed the Astra chassis in numerous ways, including stiffer suspension and a revised steering rack.
Both cars represent the start of the next generation of performance hatchbacks. Coming soon are new models from Renault, Ford and Peugeot, all marques which have played a part in the genre’s colourful history. The battle begins here.

DESIGN & ENGINEERING
Subtlety is the name of the game for hot hatches in the ‘90’s. The Astra on these pages might look pretty racy, but the extra pieces of bodywork are optional. The £750 kit comprises a front lip spoiler, side skirts and a rear spoiler. The Golf has no exterior extras, save for the darkened rear light lenses and five-spoke alloys, but a styling package is available for £640.
There’s nothing too radical under the skin of either machine, but it is Vauxhall’s Astra that has undergone the most changes. First a 2.0-litre Ecotec engine is slotted into the three-door bodyshell. The unit is carried over from the previous model and is also used in current Vectras. It’s now fitted with twin balancer shafts for extra refinement, and offers 134bhp at 5600rpm and 139lb ft of torque at 3400rpm mated to a close ratio gearbox.
The Golf has a 20-valve 1.8-litre engine, but the extra valve for each cylinder doesn’t make up for the 200cc that the Golf gives away to the Astra. The VW squeezes out 125bhp at 6000rpm, with 125lb ft of torque at a heady 4200rpm. However, it is more powerful than the previous 115bhp eight-valve entry-level GTi engine and more fuel efficient, according to the manufacturer.
Less obvious progress has been made with the Golf’s chassis. Previous GTi’s have made their name on sharp handling, although as each generation has evolved the cars have become softer. This model has totally standard suspension. The MacPherson strut/torsion beam layout is identical to that used on the 1.4 and 1.6-litre models. Only the 1.8T GTi gets lower, stiffer springs.
Vauxhall, on the other hand, has uprated the SRi’s spring rates by 15 per cent and the steering rack has been mounted on a lightweight hydroformed aluminium subframe rather than the bulkhead. Kickback is reduced and feel is improved.
More adventurous Astra takes honours.
Vauxhall 4/5
Volkswagen 3/5

PERFORMANCE, BRAKES
Outright speed may not be the most important facet of a hot hatch, but it’s pretty high up the list of most drivers. However, according to VW, Golf GTi buyers are more interested in image than performance.
This may be the reason behind the VW’s disappointing turn of speed. It is beaten across the board by Vauxhall’s machine. The Astra not only defeats the Golf on the stopwatch, it also feels much sharper subjectively. The 1998cc Ecotec engine is no more powerful than it was in the previous Astra, but twin balancer shafts and an Irmscher exhaust have changed is personality significantly. Producing a perky 134bhp at 5600rpm and 139lb ft at 3400rpm, the Vauxhall engine revs sweetly and has unusually crisp throttle response.
VW’s engine has lower capacity, but bristles with interesting features. The GTi’s 1781cc unit produces 125bhp at 6000rpm and 125lb ft of torque at 4200rpm. It has a 20-valve cylinder head, and despite the extra complexity Volkswagen claims a 2kg weight saving over a 16-valve design. However the Golf is still 66kg heavier than the Astra (1268kg vs 1203kg) overall. The five-valve-per-cylinder layout also takes advantage of VW’s favoured long stroke design. Another innovation is the variable intake manifold for better performance at low revs.
But somehow these bright ideas don’t translate to a convincing performance on the road. Our test results ought to have VW’s engineers smarting. From rest to 60mph the Golf trails by a full 1.6sec; it doesn’t even break into single figures, with a best of 10.0sec dead. The Astra scorches through in comparison, reaching 60mph in 8.4sec.
Part of the gap can be explained by the fact that the Golf needs third gear to reach 60mph. The shift is accurate, but slower than the Astra’s. But the truth of the matter is that it simply can’t keep up. By 100mph the gap widens to a massive 5.6sec (23.9sec vs 29.5sec), and from 30-70mph the gulf is almost two seconds (8.0sec vs 9.9sec).
The Astra’s engine is more willing to rev, has a better spread of power and sounds more overtly sporty thanks to it’s twin tailpipe exhaust box. Both cruise comfortably at motorway speeds, although the Golf’s taller gearing makes it slightly more relaxed.
Under braking, Vauxhall’s Astra maintains its advantage. It takes just 2.6sec for the ventilated discs, anti-lock system and wider tyres to bring the car to a standstill from 60mph. The Golf takes half a second longer, with a time of 3.1sec.
Astra is a league ahead of tardy Golf GTi
Vauxhall 4/5
Volkswagen 2/5

ECONOMY
No more than a few gulps of unleaded separate this pair between garage forecourts. Overall the Golf achieved 27.7 mpg, fractionally better than the Astra’s 26.2mpg. Compare with the previous eight-valve Golf GTi the new car is slightly worse, but across our touring route the balance shifts in favour of the Mk IV model. It manages 35.0mpg (old model 34.1mpg), backing VW’s claimed improvement.
It wasn’t as good as the Astra, though, which returned an impressive 38.3mpg. But a smaller fuel tank means the Vauxhall travels only 10 miles further than the VW (435 miles against 425 miles) despite the touring route advantage.
Under more varied driving conditions the difference isn’t worth worrying about, although both would benefit from averaging closer to 30mpg
A close fight at the pumps ends in a draw
Vauxhall 4/5
Volkswagen 4/5

HANDLING & RIDE
Hot hatches that stand the test of time have one thing in common – terrific handling. Crucial tweeks can turn a run-of-the-mill family hatchback into a genuinely satisfying performance car.
So it’s quite a surprise to learn that Volkswagen has not changed a single item on the Golf’s suspension from the standard models. The result is a car that feels only remotely related to the GTi models of old. In contrast, Vauxhall’s Astra feels every bit the tight and improved car you would hope for. The terrific body control we’ve reported in lesser models is still there, but so to is a slightly firmer ride and less body roll. Even more noticeable is a significant improvement in steering feel. The remounted rack has a meatier feel, offering the driver more to lean on in hard cornering. It also improves the cars’s turn-in, with confidence-inspiring feel.
By family hatchback standards the Golf remains a very capable machine. But compared with its predecessor and in particular this Astra, it’s disappointing. It feels like a 1.8-litre Golf, not a GTi. The chassis rides comfortably, deals with bumpy roads efficiently and holds no hidden vices. But it still lacks the GTi fizz that real enthusiasts love. The steering lacks feel, and worse still the weighting is too light at speed.
In the town the Golf soaks up imperfections in the road surface better than the Astra. Keen drivers will forgive the Vauxhall this, though, because elsewhere it is unquestionably superior. Riding on 205/50/16 VR16 Pilots, the Astra remains acceptably comfortable, not to mention surefooted with excellent levels of adhesion. In short, the SRi is a genuine improvement on standard models. The fundamental solidity of the Astra is even more evident in three-door form, and this rigidity makes the car an appealing prospect.
It is certainly a more endearing proposition than the Golf. By GTi standards it rolls too much and has lethargic responses to quick directional changes. The handsome alloys are wrapped in 195/65 YR15 tyres, hardly a common choice for a sports hatch. And while the Golf is always predictable, it is never inspirational. Most significantly it is no better to drive than any other model from the range, with the exception of the 1.8T.
The Astra SRi is a clear winner, yet it still isn’t as much fun as a Peugeot 306 XSi. The French car is not the great all-rounder it once was, but remains a strong contender.
Sharp handling Astra wins convincingly
Vauxhall 4/5
Volkswagen 3/5

COMFORT & EQUIPMENT
Here’s where the Golf claws back some lost ground. Despite a reasonable sprucing up job on the Astra’s interior, it isn’t a patch on the wonderful driving environment of the Golf. Volkswagen hasn’t bothered with a special GTi interior, but in this area of the car at wasn’t necessary. Tasteful colours and splashes of chrome are a feature of all the Golfs.
Both cars have first rate driving positions, although the Golf has a bigger range of adjustment overall. If anything, the Astra has fractionally better seats including an adjustable squab. Neither lack support in the vital areas.
The VW’s real advantage comes from the aura of total quality that dominates the cabin. From the grade of plastics to the way the switches operate, you feel the £16,570 that the GTi costs is almost justified. The Astra’s interior is functionally beyond criticism, but it doesn’t draw you in like the Golf’s. “Surprise and delight” features just aren’t there, and even the white-backed dials are only partially successful: when they’re backlit an ugly black shadow is cast around the warning lights and the odometer.
That said, the Astra has convincing build quality and feels as if it will give the Golf a real run for its money in the long haul. There is also a “silver insert” option which transforms the centre console. The Astra is well specified, matching the Golf like-for-like on equipment. Both cars have twin airbags, anti-lock brakes and alloy wheels. Remote central locking is standard as well. The Astra has a standard CD player, but air conditioning costs £650: in the Golf it’s just £395. Traction control is also standard on the Vauxhall, but little used. In the end it’s horses for courses, which must be considered a generous effort from Volkswagen. This five-door model costs £950 more than the three-door Astra. But compared with the (currently scarce) three-door Golf there’s barely anything in it. Vauxhall has no plans for a five-door SRi, or indeed any kind of 2.0-litre model in five-door trim.
For those consigned to the back seats of the SRi there is little to fear. Headroom is generous and leg room is also well catered for. There’s even a cup holder and a small bin on each side of the car. In the back of the Golf, rear leg room is a little disappointing considering it has five doors, but the seats are more comfortable than the Astra’s.
However, the Vauxhall possesses the biggest boot: the Astra has 370 litres of luggage space, compared with the Golf’s 330 litres. Both have split folding rear seats and the Astra features a useful ski hatch as well
Brilliant Golf interior eclipses Astra
Vauxhall 4/5
Volkswagen 5/5

THE AUTOCAR VERDICT
There’s one revealing fact which goes a long way towards putting the result of this test in context. In every other country but the UK this Golf is not called a GTi; it is badged the 1.8 Highline. Over here, Volkswagen’s marketing department has seized upon the famous nomenclature and used it for a car that was never intended to be a genuine hot hatch. Some will be quite satisfied with an otherwise ordinary hatchback wearing a classy title. Others, including us, are disappointed to see the badge devalued in such a cynical manner; after all, it was Volkswagen that started the ball rolling. The harsh truth is that the latest car is not deserving of the GTi mantle.
But this takes nothing away from the Astra, which wins this test on merit, not by default. Vauxhall has executed a thorough and effective job on the SRi to create a fine driving machine. It is satisfying and fun, with plenty of performance to keep even hard-core hot hatch buyers interested.
The SRi also bodes well for the forthcoming GSi. The chassis is clearly capable of handling more power and the rumoured 160bhp engine should fit the bill nicely. And if the Lotus Astra comes off, we can reasonably expect it to be a rocket sled on wheels.
This leaves the Golf on the sidelines somewhat. But all is not lost, because the forthcoming four-wheel-drive VR6 model may yet restore our faith in the fast Golf. Even in current form, the GTi remains a desirable car. But it cannot be regarded in the same light as it’s predecessors.
There is at least one other car that might yet top the class. As you can read on page 32, the new Ford Focus is a formidable rival for the entire class. That so much quality choice is just around the corner is terrific news. Meanwhile, Vauxhall has taken an early lead by defeating the Golf GTi – which, in all honesty, will quickly be forgotten by those who really care about driving.
If image is everything and driving thrills come second, the VW will be just fine. But for anybody else it is the Vauxhall Astra SRi you should be thinking about.
Astra takes first blood in a new generation of performance hatchbacks
Vauxhall 4/5
Volkswagen 3/5

StiX

iTrader: (4)

Get the oil burner. I ran a 1.8T for a while and it was ****e.

fatherpierre

Oil burner, again.

Both lumps drive a crap chasis, but the oil burner works out best.

The derv may look worse on paper for performance but in real world driving, there's nothing in it other than stops at the petrol station.

brickboy

The Tdi 110 will feel much quicker in everyday use than the 20V 'cos of the torque (180lb-ft at 2000rpm) and 45+mpg is easily possible.

Also a visit to Revo, Jabbasport or AMD for a remap will give you a reliable 140bhp and 230lb-ft of torque for about £350

apjames

**** compared to a diesel, yes, but I got btw 33 -35 mpg out of my 2000 and 2001 1.8GTi T's. By far and away, due to the specs of the engine, easily the most economic petrol car I have ever driven.

tozerman

The best option IMHO would be to forget the golf and go for the Bora instead,
more room in the boot and better looking IMO.
Forget the 110tdi go for the 115 pdi preferably in sport spec (6speed box, firmer suspension etc) Why i hear you all shouting!!!!
Easy really 115pd tdi = 210lb/ft tourque and an easy 50+ mpg, no brainer really.

Robert Rosario

My ex missus had a 1.8T Golf. Found the handling a bit stodgy, but with leather recaros it was a nice drive, about 35 mpg, all good.

The 1.8 20V non turbo golf gti, is awful.

Diesel much much more expensive initially, yes you will see about 45 mpg minimum, but noisier. And you will reap benefits come trade in time, but unless you do a lot of miles, the difference is not that big in the overall cost of purchase/ownership.