A great variety of engines are installed on "golfs", you can't cover everything in one article. We have already talked about the CFNA unit ( ZR, 2011, No. 1 ), so this time we are testing a car with the equally popular BSE engine - a 1.6-liter eight-valve (102 hp). It may not be the most sophisticated in terms of technology, but it is less picky about the quality of Russian fuel, for which we respect. However, there is always a chance to poison the candles.
DO NOT BE AFRAID
According to the official technology, the candles are changed with the removal of the intake manifold. First you need to de-energize the car, then dismantle many components and parts: the throttle pipe, the air blower to the neutralizer, the rear collector mounting bracket (tormented by the inconvenient access to the left point of its attachment), as well as all kinds of sensors and communications (very lucky, if you do without broken brackets). Finally, remove the manifold, being careful not to damage the gaskets. In general, disassemble half of the motor.
We will go the other way, since the candles of cylinders 1–2 are inclined towards the pulleys, and of cylinders 3–4 towards the flywheel, so with a certain skill it is still possible to crawl. First, we take out the spark plug tips by picking them up from under the manifold with a slotted screwdriver sting or, which is more convenient, using pliers for the valve stem seals. We take the tips to the side. For the candles of the first and fourth cylinders, a straight key is suitable, and for the second and third, located directly under the manifold, we use an extension cord with a cardan. We carefully introduce it into a narrow passage, trying not to touch the neighboring parts, and put it on the candle, correcting the position from under the collector. When unscrewing the candles, jewelry accuracy is needed so that the tool does not lean on the nozzles and their connectors, as well as on the manifold. Otherwise, the nozzles will turn over and soon begin to leak, and the collector, being thin-walled, can easily burst. Given such difficulties, we lower the grade for this operation. And you decide for yourself - to save on the planned replacement of candles in the hope that they will still last, or to be ready for repair if they fail on the road.
You are unlikely to bother with replacing the timing drive. Firstly, it is not so often required (every 90 thousand km), and secondly, it is necessary to hang the power unit and remove the right support. In addition, it is necessary to clear the place by removing the tanks on the right mudguard, the lower part of the wheel arch liner, the V-ribbed belt and protective covers. If you have the patience for this, then the main thing is not to fuss. The fact is that there is no mark on the crankshaft toothed pulley, it is applied only to the belt pulley of the auxiliary units, therefore, when unscrewing the four bolts of the latter (we do not touch the central one), it is important not to turn the shaft. You can hardly go wrong with adjusting the belt, as the drive has a semi-automatic tensioner.
"HIGH TECH
There were no difficulties with changing the oil in the engine, apart from the abundance of fasteners for the standard protection of the engine compartment: six bolts and eight self-tapping screws. And without removing the protection, you cannot crawl to the drain plug or to the filter. The stopper is disposable, with a non-removable sealing ring.
The oil in the boxes, regardless of their type, is designed for life. But only the Universe is eternal, so sooner or later it will be necessary to change, especially if the flow through the oil seals has opened. The mechanics are simple: there is both a drain plug and a filler plug (it is also a control one). The level should be at the cut of the latter.
With DSG (robot box with two clutches) it is much more difficult: no control plug, no dipstick. Therefore, if oil leaks, then there is only one road - to the service. If there is no leak, and you just want to play it safe and replace the fluid, then in no case drain it from the valve body, called the mechatronic. Only from the crankcase of the mechanical part (see photo)! Otherwise, ditch the unit. Pour the oil into a measuring container. If everything is in order with the box, we get 1.7 liters - and fill in the same amount of fresh one. But how? The filler plug is not provided, we will be tricky. We remove the air filter housing, the battery and its plastic pad, and then the control lever by loosening the terminal fastening to the axle (located at the rear, closer to the bulkhead). Then we unscrew the four bolts of the cover and, after removing it, we get excellent access to the cavity.
In a rare now on the "Golf" AKP experts advise not to meddle at all, because without a professional scanner, not only measuring the temperature, but also catching the so-called control point, you cannot check the correct oil level.
THE GERMANS ARE BACKING
What we respect old German cars for is the ease of replacing bulbs. It turned out that everything was thought out in the new one, but not to the smallest detail. An adsorber prevents access to the dipped beam of the right headlight, and the air filter housing and fuse box to the lamps of the left. In order not to mess around in cramped quarters, it is better to remove them (it is enough to remove the cover from the fuse box). Despite the provided grip flag on the dipped beam cartridge, replacing the lamp will require dexterity: it just strives to fall out when installed in the socket. To access the foglights, you need to remove the wheel and the lower part of the wheel arch liner by unscrewing 11 self-tapping screws - another drawback.
I didn't like everything with the lanterns either, since the outer sections need to be removed by unscrewing the plastic wing bolt. To get to it, cuts are made in the luggage compartment lining, but they are so short that you cannot crawl through the gap. The hand did not rise to grab the knife, so the upholstery was folded back, freeing it from under the door seal.
If the new lamp does not light, remove the negative terminal from the battery for three minutes to reset the error in the lamp health control unit.
Having "Torx-45" for the guides, you can handle the replacement of the front pads without hassle. There is a nuance in the rear mechanisms: the outer block is glued to the bed in the bracket, and the inner block is glued to the end of the piston. To do this, an adhesive composition is applied to the metal base of the pads, but before placing them, degrease the surfaces. Although, from experience, they will soon peel off anyway and begin to squeak. The tightening torque of the front and rear guides is 30 Nm, the wheel bolts are 100 Nm.
WHAT IS GOOD FOR RUSSIAN
There is a remote fuel filter here! It is located on the side of the gas tank, in front of the rear right wheel. Before changing, release the pressure in the tank (unscrew and re-tighten the plug) and in the rail (press the valve under the blue cap), then when disconnecting the lines, you will not be sprayed with fuel.
To access the cabin filter, unscrew the two plastic thumbscrews securing the trim under the dashboard (above the front passenger's feet). Then everything is simple.
Probably, many wondered what is really different Volkswagen golf the sixth generation from the fifth. The car entered the world market in October 2008 and was built on the same platform as its predecessor, the A5 (PQ 35). Golf was going in the back of a 3 and 5-door hatchback, station wagon and convertible.
The sixth generation model appeared at a time when daytime running lights became mandatory in many countries. VW responded brilliantly. All versions of the Golf received headlights with integrated daytime running lights. The revamped front end makes the 6th generation look much more dynamic than its predecessor.
The sixth generation Volkswagen Golf stands out from its competitors. Even in spite of the fact that the trunk volume is slightly less than that of its rivals, the Golf has not lost its position as a popular family car. At least in Europe.
Engines
Gasoline:
1.4 l / 80 hp / 16 valves - since 2008;
1.6 l / 102 hp / 8 valves - since 2008;
1.2 TSI / 86 and 105 hp - since 2010;
1.4 TSI / 122 and 160 hp - since 2008;
2.0 TSI / 211 hp - since 2009 a sports version of the GTI;
2.0 TSI / 271 hp - from autumn 2009, Golf R 2.0;
2.0 TSI / 235 hp - from 2011 in limited edition for the Golf GTI "Edition 35".
Diesel:
1.6 TDI / 90 and 105 hp - since 2009;
2.0 TDI / 110 and 140 hp - since 2008;
2.0 TDI / 170 hp - since 2009.
The time-tested 4-cylinder 16-valve 1.4-liter petrol unit became the base. If speed is not the main thing for you, then VW Golf 6 with such an engine will take you anywhere. Compared to the technically challenging TSI, the aspirated engine is very reliable. Its indisputable advantages are simple design and inexpensive service. True, sometimes after 200-250 thousand km the engine starts to "take" oil.
The 8-valve 1.6-liter unit is the latest evolution of the engine known from the first Octavia. The motor is more high-spirited, but also more voracious. After 200,000 km, it also begins to consume more oil.
In 2010, the 1.2 TSI turbo engine was prepared to replace the 1.4 and 1.6-liter naturally aspirated gasoline engines. But due to numerous problems with the "newbie", Volkswagen did not dare to completely abandon the old units. Ultimately, all three motors were offered at the same time.
The main problem of the 1.2 TSI is the premature wear of the chain-type timing drive. Noise at startup will indicate problems. Another drawback is the failure of the turbocharger control servomotor. Another problem is the increased oil consumption. The manufacturer has modified the engine management software several times to prevent this disaster. In some cases, there was even a drop in the compression ratio due to the "imprinting" of the valves into the head (low quality material). In addition, with frequent movement in the city, gasoline gets into the oil, which leads to the appearance of carbon deposits.
1.4 TSI provides good dynamics with relatively low fuel consumption. Among the disadvantages is the resource of the timing chain. Beware of the most powerful version of the engine, equipped with dual supercharging (compressor plus turbocharger). The mechanical compressor of the Roots type does not cause problems. High oil consumption and premature timing chain wear are the most common concerns for owners of cars with a 1.4 TSI Twincharger. It is here that the destruction of pistons is sometimes found.
The 1.8 TSI also has problems with the timing chain, which can jump when the engine is turned off. Oftentimes, owners only find out when the engine fails to start. It's just that the pistons are already supported by the valves.
2.0 TSI is represented by old EA113 units with belt drive (CDLF and CDLG) and new EA888 with chain (CCZB). Older units are preferable. They are reliable and do not have fatal defects associated with the timing chain and oil lubricator (due to the unsuccessful design of the pistons).
Traditionally, diesel units are the least popular in Russia. Nevertheless, German turbodiesels have proven themselves quite well. At least the mechanics and hardware are very reliable. But it was not completely without problems.
VW offered a choice of two 4-cylinder 2.0 TDIs. In the Golf Mk6, engines were installed exclusively with a Common Rail injection system. The fundamental difference between a 110-horsepower and a more powerful 140-horsepower (and since 2003 170-horsepower) unit is the absence of a balancing shaft in the weakest version.
The presence of the balance shaft means the presence of a small hexagonal shaft that is responsible for driving the oil pump. In the past, the tender knot has brought to death not a single dozen blocks. But at the time of the release of Golf, the problem had already been resolved. In 2008, the manufacturer enlarged the shaft and began to manufacture it from more durable materials.
In 2009, the 1.6 TDI was added to the list of proposals. By its design, it resembles a 2-liter turbodiesel, only without a balance shaft. The small TDI is very reliable. True, he does not like it when someone "knocks" on him for days on end on the left lane of a suburban highway. Such modes significantly reduce its resource.
Originally, the 2.0 TDI was equipped with piezoelectric injectors. But there are modifications with electromagnetic nozzles (it all depends on the year of manufacture and the motor code). Like all Common Rail injectors, they only require high quality diesel fuel. Electromagnetic injectors are about a third cheaper. 1.6 TDI uses solenoid injectors only.
Another vulnerability is the exhaust gas recirculation valve AGR (abbreviated from German - the same as EGR). In the EGR system, the valve control electronics sometimes malfunction. In addition, over time, the valve seizes (due to carbon build-up), which leads to failure of the servomotor.
Diesel units have a belt-type timing drive. But remember, it is necessary to change not only the belt, but also the rest of the elements (rollers and tensioner). The timing belt also drives the water pump. Replacing the belt is recommended for 180,000 km, but mechanics advise doing it earlier - after 120-150 thousand km. At the same time, do not forget about the belt of the attachments, which drives the air conditioning compressor and the generator. With full wear and tear, at best, it will simply burst, at worst - it can fall under the timing belt. In practice, sad scenarios are already known that ended with a meeting of valves with pistons.
Transmission
Golf 6 has several triumphant things to its credit. First of all, it is the proprietary 4MOTION all-wheel drive system. None of the competitors in the class can boast of anything like that. Interestingly, the Golf has been offering permanent all-wheel drive since the second generation. The sixth version uses a fourth generation Haldex electro-hydraulic multi-disc clutch.
The all-wheel drive system was included in the standard equipment of the hottest modification with the letter R. Civilian versions could receive 4Motion only with diesel units 1.6 TDI (105 hp) and 2.0 TDI (140 hp). All-wheel drive modifications appeared on the list of proposals in 2009. Whereas conventional 1.6 TDI vehicles were equipped with a 5-speed manual gearbox as standard, all-wheel drive vehicles were equipped with a 6-speed gearbox.
Many Volkswagen Golf 6s are equipped with an automated DSG dual-clutch transmission. Definitely a 6-speed wet-clutch DSG is an order of magnitude more reliable than a 7-speed. The first is only available with 2.0 TSI and 2.0 TDI engines. Weaker engines could only be combined with DSG7. Such a bundle makes sense, unless you plan to often push in city traffic jams. Otherwise, large investments in repairs after 100,000 km are guaranteed.
The automatic DSG gearbox requires an oil change every 60,000 km. Do not forget about the periodic adaptation of the clutch. Fluid renewal is also necessary for the Haldex coupling (after 40-60 thousand km). The transmission fluid must necessarily comply with the VW G 060175 A 2 specification. In the manual transmission, the oil should be changed every 80-100 thousand km, and in the automatic transmission - after 60-80 thousand km.
Suspension
From the very beginning, the sixth generation of the model received as many as four suspension versions. In addition to the standard one, there was a reinforced (for increased loads), sporty and, finally, adaptive ACC with shock absorbers of variable stiffness. The latter offered three modes of rigidity: comfortable, standard and sporty. However, the standard chassis provides an optimal compromise between comfort and handling. Classic shock absorbers nurture up to 200,000 km. Resource adaptive is only slightly less, but they cost twice as much.
There are also differences in the front suspension. At first, steel levers were used, copied from the fifth generation model. During the production process, they were replaced by aluminum ones. It all depends on the motor. In some versions, new levers were installed in the fall of 2008, and in others - in the spring of 2010. In any case, the levers, ball and bushings are completely interchangeable. Moreover, the ball joints have a fairly long service life, even exceeding the resource of the silent blocks. Overall, the Golf's suspension is considered a solid mid-range in terms of endurance.
Typical problems and malfunctions
In addition to the above disadvantages, there are others. For example, sometimes the heater fan starts working at high speed (in versions without Climatronic). The problem is solved by replacing the resistor. And insufficiently effective cooling of the passenger compartment in hot weather is often associated with the failure of the compressor of the Delphi air conditioner.
Otherwise, the Golf is a solid car. The chassis is hardy enough, the interior does not age. Peeling rubberized interior elements is a thing of the past. The interior conceals its age very well, showing no signs of wear even after 150,000 km. Doesn't make the owner and the electrician nervous. Services have to be visited only because of the engines and boxes.
Conclusion
The sixth generation Volkswagen Golf is arguably less revolutionary than the fifth edition of the model. But the car turned out to be very mature. Nevertheless, the problems, typical for the products of the concern in recent years, were not without. Serious trouble can be avoided by choosing the “right” engine and observing the operating conditions.
In the process of movement of the car, in its units, there is an increased friction of the elements, which contributes to the generation of energy and an increase in temperature. In turn, the temperature regime in the engine and other vehicle mechanisms is regulated by the cooling system. One of the most important components of this system is the coolant, or antifreeze. To increase the vehicle's service life, the refrigerant must be regularly updated.
But how often should you change the coolant in a Volkswagen Golf 6? What factors indicate the need for replacement? What antifreeze is suitable for these purposes? How to properly prepare for changing the coolant in the Volkswagen Golf 6? How is the working off, flushing of the cooling system and filling with fresh antifreeze carried out in the Volkswagen Golf 6? You can find answers to these questions in the current article.
What is the best refrigerant for Volkswagen Golf?
Coolants for Volkswagen Golf 6 can be roughly divided into 2 categories:
- Original antifreeze- substances developed by the Volkswagen concern and suitable for most models of this brand;
- Analog- coolants provided by other manufacturers, but suitable for a number of individual characteristics.
To replace the refrigerant in the Volkswagen Golf 6, the original technical substance is most suitable - antifreeze VAG G13. Coolants G13, moreover, are among the most environmentally friendly, so manufacturers especially insist on this choice.
If it is possible to purchase an original coolant, substances marked G12 and G12 + from the manufacturers FEBI, VAG, Castrol Radicool Si OAT, Frostschutzmittel A, Freecor QR, Freecor DSC, Zerex G and Glysantin G 40 are suitable for filling the Volkswagen Golf system. To replace antifreeze in Volkswagen Golf, you will need 2 cans of refrigerant, 5 liters each.
It is important to consider! Under no circumstances should antifreeze type G12 and G13 be mixed. When changing from one type to another, the Volkswagen Golf cooling system is flushed. Refrigerants G12 and G12 + mix successfully.
Signs of the need to replace antifreeze in a Volkswagen Golf
The recommended frequency of refrigerant replacement in Volkswagen is 7 years, or 100,000 - 200,000 kilometers of active run. However, in practice, situations arise when it becomes necessary to prematurely update the antifreeze. The need to replace the coolant in the Volkswagen Golf cooling system is detected by the following featured:
- Changing the original color of the used coolant to a more rusty one;
- The appearance of an admixture of dirt and metal shavings in the used coolant for Volkswagen Golf;
- Volkswagen Golf engine overheats faster;
- Some time after the vehicle starts moving, the radiator fan turns on;
- Dirty foam forms on the expansion tank cap;
- Puffs of whitish smoke are pouring from the exhaust pipe;
- The homogeneity of the coolant is lost, it becomes less fluid.
However, the cause of engine overheating can be not only poor quality of the coolant, but also a decrease in its volume. You can check the amount of coolant in the Volkswagen Golf system using a dipstick. The meter is placed in antifreeze, then removed to study the measuring scale. If the coolant level fluctuates between the MAX and MIN values, then it is normal. If the level of antifreeze is less than or equal to the minimum level, then additional coolant topping up is required.
Coolant replacement process
Before proceeding with the basic procedures, the motorist should prepare. In particular, it is required to collect the necessary tools. List of instruments for replacing the coolant in the Volkswagen Golf 6 is provided below:
- Pliers and screwdrivers;
- Technical keys;
- Waste container. A bucket with a capacity of 10 liters, a basin of the corresponding volume or a canister is suitable as such a container;
- A tool for pouring new antifreeze, which can be a filling syringe, hose or funnel;
- Rags or special towels for wiping parts;
- For hand protection - construction gloves.
The Volkswagen Golf must be located on level ground. It is preferable to use a flyover or garage pit with a heavy lift.
Important safety precautions! Before replacing the coolant in the Volkswagen Golf Plus and other models of the brand in question, it is necessary to cool the engine. The fact is that when the engine warms up to the maximum temperature, the refrigerant also heats up. Hot antifreeze is under high pressure. If you try to unscrew the expansion tank drain plug while the engine is running or hot, the coolant can burn your hands. Therefore, it is recommended that before draining the scrap, turn off the Volkswagen Golf engine and wait until the engine and all technical substances of the vehicle have completely cooled down.
First step
Drain the old coolant from the Volkswagen Golf 6 tank as follows:
- A utilization tank is placed under the drain hole of the expansion tank of the car;
- The drain plug of the expansion tank of the Volkswagen Golf 6 is unscrewed;
- After all the spent substance is in the waste container, the container should be moved under the cylinder block;
- Remains of antifreeze are released from the cylinder block. To do this, it is necessary to dismantle the bottom panel of the block, unscrew the drain plug and allow the substance to flow smoothly into the prepared container;
- In the same way, the remains of the cooler are drained from the radiator;
- The drain plugs are closed.
After this procedure, you can proceed to flushing the Volkswagen Golf cooling system, or directly to filling in a fresh coolant.
Second phase
Flushing the cooling system when replacing antifreeze in a Volkswagen Golf 6 is mandatory only in the following cases:
- The existing coolant is replaced with an incompatible type of refrigerant;
- The system is heavily clogged;
- A total system repair of the car is being carried out.
You can flush the Volkswagen Golf 6 cooling system yourself only in the following way:
- Connect the filling hose (garden hose can be used) to the pipes leading to the cylinder block;
- Pass distilled water through the pipes;
- Start the engine for 15-20 minutes;
- Drain the working off, and repeat the procedure several times until the drained substance becomes transparent.
It is impossible to completely flush the system with your own hands - this requires specialized equipment. If the system units are too clogged and the drainage channels of the vehicle are clogged, the car owner should contact the Technical Service Station for qualified assistance of auto mechanics.
Third stage
In most cases, after draining the scrap on Golf 6, the replacement of the coolant is completed by filling in fresh refrigerant - without an intermediate stage of flushing the OS. Before filling, it is necessary to check the tightness of all drain holes of the Volkswagen Golf system. After checking, pour a new coolant into the expansion tank of the vehicle.
At the end of the filling, the cap of the expansion tank is tightly closed. An additional sealing washer can be used if required. Then the engine is started to remove the air that has entered the system. After 15 minutes, the engine of the Volkswagen Golf 6 is turned off and the level of antifreeze is checked. If it drops, add the missing amount of coolant.
So, it's time to replace the cabin filter in my already seen Volkswagen Golf 6. To replace it, I took a carbon filter from Mann CUK 2939, worth 400 rubles.
Rice. 1
The filter is changed quite easily, slowly in 5-10 minutes.
Under the passenger side torpedo, we find two plastic screws with handle-caps. We unscrew them with our hands counterclockwise.
Rice. 2
When the screws are unscrewed, remove the soft upholstery that is around the air ducts. Nothing holds it anymore, it is simply threaded between plastic panels. Therefore, we pull on ourselves and completely pull it out. The piece pulled out is roughly the size of the dining room tray.
Rice. 3
It is very important to completely remove this skin, otherwise, you will not have enough space in the future. Under it we see a rectangular plastic box at the top left. Move the cover at the bottom to the right. It is convenient for this to pull on the rectangular holes at the bottom.
Rice. 4
When the cover is slid to the right, it is possible to pull it down and remove it completely. Pay attention to the “L” -shaped clips: they cling to the holes in the base of the filter.
Rice. 5
Pull the cabin filter straight down. We just do it carefully: we press the latches on the sides so as not to break anything. The filter will be dirty, stuffed with leaves and other rubbish, so remove it carefully so as not to raise dust.
Rice. 6
It seems clean, but there are 1-2 mm of dirt and dust hidden in the folds. And this is after about 10,000 km.
Rice. 7
We take a new cabin filter. It will be located as shown in the photo. Place the beveled corner on the top right. We carefully push it into place.
Rice. eight
Photos and history: vwvortex.com
Studio: Eclectic Audio
Project leaders: Vitaly Karev, Andrey "Waterman" Zubkov
The putt line is the line along which the player would like to hit the ball on the putting green.
Are you good at golf? If without the help of a TV? Do you follow the new rules? Well, it's good at least that they honestly admitted ...
- System type: audio
- Composition: 2-way front + subwoofer
- Source: OEM, Apple iPod Touch 5
- Processor: Audison bit one + Audison SFC
- Wi-Fi interface: Apple AirPort Express
- Amplifiers: Audison AV quattro + Audison AV bit IN, Audison AV uno + Audison AV bit IN
- Speakers: Bewith R-130, Focal Utopia TBe
- Subwoofer: Peerless XXLS 10
The word "Golf" for a normal Russian means a car. The same citizens of the Russian Federation (usually half), for whom this word means a game, do not know about the existence of cars with that name or pretend. The rules of their game are written for them. For us normal people - ours.
The name of Andrei Zubkov, along with a self-proclaimed nickname, appears on our pages for the first time. Search the site - make sure. Only better by the last name as in the passport, and not by the nickname, otherwise you will be tortured with offers to buy an expensive fountain pen. The creative union of Tverich Zubkov with the Muscovite Karev also proved to be durable and effective, as you should have been convinced by this moment by looking at the search results.
The main requirement for the creation of this system was non-interference with the interior. "I'm sorry, what? - you should shout here (if you heeded the advice to use the search, if not, you can not shout). - Zubkov? Waterman? Don't touch the interior !? Yes, he and Karev, there was a case, when the system was installed in the VAZ-21130, they did not leave a living place there ... He is a constant participant in car audio competitions, and now he is also the vice-champion of Russia in one of the classes. " Stop. In which? OEM Master. In the one where nothing in the interior is allowed to be changed. These are the requirements of the EMMA rules, our (in their sense) business is to comply.
In the OEM category, the regulations only allow head unit replacement and buzzer relocation. There should be no other visible changes in the cabin. In the trunk - as you wish (or you can), but in the cabin - no, no. Both requirements were even exceeded, the head unit remained the same, and the tweeters were installed "as usual." Is this lowering the level of requirements? On the contrary, the bar was raised to such a height from which little things are no longer visible.
The regular source copes well with traditional tasks, and the iPod Touch 5 is used as a source to meet the new century. A little later, you will see that this alone opened up fundamentally new possibilities.
Within the framework of the same rules, one could not even think about a three-lane front. I had to think about something else: how to get best result from a two-way system, if you see the target and not notice obstacles. The result of the doom was a very non-trivial combination of components, which, taken separately, are very non-trivial.
Bewith R-130 was started up as a midbass. The most (without reservations) for today technologically advanced midbass speaker. And one of the most expensive, but now about the goal, not about the obstacles. The one-of-a-kind autumn-symmetric (I said!) Diffuser not only differs in a smooth and controlled transition to the zone mode, but also forms an asymmetric and controllable radiation pattern. By turning the speaker around the axis, you can direct the maximum response at the mid frequencies in the desired direction. With low frequencies, despite the seemingly modest caliber, there are also no problems, the speaker was in our test, everything is as it should be.
With one finger - "Legend", with two - Waterman. However, who am I telling ...
The Focal Utopia TBe tweeters are exclusive, of which there are few. A concave dome - that's okay, we're used to it, if Focal means a dome like that. But only here it is made of beryllium, the metal with the highest speed of sound, more than the second cosmic, in such cases it is clear that the frequencies of the natural vibrations of the dome will be far in the ultrasonic range. If they arise, of course, the modulus of elasticity (that is, the stiffness) of beryllium is one and a half times higher than that of steel, the specific gravity is almost five times less. Titanium, magnesium and aluminum, in comparison with this metal, are smoked in designated places, although the queue at the cashier does not come yet: due to the difficulty of processing, beryllium also has few competitors, so the cost of tweeters will not surprise an understanding person.
There are two amplifiers in the system - a four-channel Audison AV quattro and a monoblock Audison AV uno. The monoblock operates in class AB, but not at the expense of efficiency, it is increased due to the use of Power on Demand technology in the power supply unit (literally - "Power on demand", in essence - "How much do you need?"). At low signal levels, the supply voltage decreases, and power consumption decreases.
The tipping glove box is now a control center
But this is not the main point. The Voce line is built according to the concept of a full digital high definition Full DA path. To receive a digital signal, an Audison AV bit IN interface module is installed in each amplifier, as a result of which the signal comes not even through a coaxial digital cable, but through a twisted pair of the fifth category, and the amplifiers are connected to the digital path in series, each taking the part due to it. And which one is entitled to, they do not decide, for this there is an Audison bit one processor in the system. We already had one car where the entire signal was transmitted over Cat5. There will be more, I even foresee that special audiophile network cables will be included in the rotation (the “housekeepers” have already entered), where pairs of suites with a pitch calculated in secret laboratories, RJ45 connectors are made of aviation bulletproof glass and placed in gilded titanium cases ... However, I was dreaming. Let's get back to business.
Let me remind you that there are two signal sources in the system, and they were treated in fundamentally different ways. The "native" GU (nicknamed OEM) was connected to the processor via high-level inputs. For the tasks left to him (receive a radiogram, a gramophone record, if anything, listen) this was enough, and minor flaws can be corrected by the processor. But the "player of the century" is connected according to the technology of the century. Together with him, two devices work, which are in a relationship, each with its own part of the system.
What questions are there for the buzzer? Native, from the VW catalog
From Apple, the Apple AirPort Express Wi-Fi router entered the system, giving the system a gracefulness by its very presence that the laces would break in the most shameless way. The S / PDIF signal from the optical output of the router is fed to the Audison SFC digital audio format sampling frequency converter. This representative of the Audison family works like this: a signal can come to the input in any resolution - with a bit depth from 16 to 24 bits and a sampling rate from 32 to 192 kHz. The Audison SFC output always has a fixed sampling rate of 48 kHz, and the bit width is the same as the input. At the same time, jitter is neutralized. The output signal can be removed from both the optical and the coaxial output, optics were used for complete galvanic isolation and, in general, to comply with the rules of the new century.
What was put where is not an idle question. Midbasses are hidden in the doors behind standard nets, their "non-title" origin and essentially non-factory installation method are shown only after removing the upholstery, then support rings with a thickness of 30 mm and beveled diffusers will become visible. And an interesting story happened to the buzzer. To integrate them, we used triangles of mirrors from a car of a more expensive configuration, with Dynaudio tweeters. The tweeters were replaced, but the sediment ... that is, the nets remained ... Probably, it will have to be repeated, not everyone will believe the first time: the nets were left, the Dynaudio tweeters were thrown away. Well, okay, removed until a suitable occasion ...
For the Peerless XXLS 10 subwoofer, a closed case with a volume of 20 liters was made using a combined technology. The upper part, a flat box, is made of plywood. The lower one, which goes into the center of the spare wheel, is made of fiberglass with a flat plywood wall on the underside. At first, they wanted to make it concave in order to leave the spare wheel fastening pin in place, then they decided to cut the hairpin, which had become unnecessary. The subwoofer, processor and amplifiers are installed in the trunk on a common lifting frame made of argon-arc welded aluminum profiles. Access to the spare wheel and its removal from the niche have become even more convenient than it was with the OEM: there is no need to unscrew the nut, the spare wheel is now centered and fixed by the hemisphere of the subwoofer. And without a spare wheel in any way, the car has a long way to the Austrian lands, very soon Andrey will perform as a member of the EMMA-Russia team at the Eurofinal. By all the rules of the OEM category ...
"Meanwhile ..."
Meanwhile, a pair of Utopia TBe wore custom-made duralumin
Stuck, they will say. From Dynaudio - only nets ...
The standard head unit remained in place, within the framework of the rules
Outwardly (within the same framework), nothing has changed in the doorway. Inside is another matter ...
The modern source is hidden in the most secluded corner, especially since it does not need wires
One trunk in three types: "running", "combat" and "service"
Welded all-aluminum frame is lightweight and durable
From an unsightly bubble to a piece of contemporary art. Stages of the path
RTA
Interestingly, the frequency response of the bass link does not look so flawless. It is interesting because, firstly, no signs of mumbling or other monotony of the bass were heard (after the measurement session, I listened again, with passion). Secondly, this couple could already make the frequency response they wanted, therefore - they wanted it, something was said about the EMMA referee disc, now it’s not the point, and I would not want to jinx it. Above 150 Hz, the frequency response fluctuates around a horizontal line, deviations from it do not change the overall frequency balance. Above, the handwriting of the beryllium dome is clearly visible: “20 kilohertz? No, I have not seen ... "
SQ
To be honest, it has been a long time since I heard two-way systems that sound so good. However, the word "two-lane" can be removed without prejudice to the meaning of the statement. The sound is just flawless, without any caveats. Powerful, smooth, transparent. The stage is where it should be, tonal balance - no comments, bass - as much as needed for good music. So I will do without criticism this time, let the judges look for flaws. If they can ...
