Recalls: Volkswagen Mk.5 Golf GTi
Overview
Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.
Recalls: Volkswagen Mk.5 Golf GTi
Volkswagen Mk.5 Golf with DQ250 DSG: loss of drive
In June 2013, a recall was issued for Volkswagen Mk.5 Golf vehicles that had six-speed DQ250 Direct Shift Gearboxes (DSGs). In these vehicles, the wiring harness of a temperature sensor within the transmission may have insufficiently crimped connector wires. This could cause the temperature sensor to incorrectly detect high gearbox oil temperatures and activate the clutch protection function – this would illuminate a flashing gear warning light and cause
- juddering of the vehicle,
- a reduction in engine torque, and
- opening of the clutch (as if the gearbox were in ‘neutral’).
As such, loss of power to the wheels could pose a hazard to occupants of the vehicle and other road users. For the recalled vehicles, Volkswagen provided a software update for the gearbox control unit (PRA 2013/13625).
2009 and 2010 model year Volkswagen Golf: ABS and ESC may not operate
In March 2017, a recall was issued for 2009 and 2010 model year Volkswagen Golf vehicles. In these vehicles, thermal overload within the ABS/ESC control unit could interrupt the current flow and this could prevent the ABS and ESC systems from functioning as intended; a warning light would also illuminate on the dashboard. In critical driving situations, the absence of ABS and ESC could increase the risk of a collision and injury to vehicle occupants. As part of the recall, the software for the ABS/ESC control unit would be updated to regularly check the operation of the unit (PRA 2017/15956).
Problems and faults: Volkswagen Mk.5 Golf GTi
Overview
This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.
To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.
Volkswagen USA: DQ250 DSG fault and extended warranty
In December 2009, Volkswagen USA initiated a ‘Customer Satisfaction Campaign‘ for 2007-09 ‘model year’ Volkswagen vehicles that had six-speed DSG transmissions.
Faulty component and jerky gearshifts
According to Volkswagen, the six-speed DQ250 DSG transmissions of a limited number of 2007-09 ‘model year’ Volkswagen vehicles had a faulty component inside the transmission’s Mechatronic unit. Specifically, the bushings of two solenoid valves inside the mechatronic unit could wear prematurely, causing the clutches inside the transmission to ‘operate less smoothly than before’ and provide jerky gearshifts. According to Volkswagen, the vehicle remained safe to drive since it did not affect forward or rearward motion of the vehicle. As part of the ‘Customer Satisfaction Campaign’, Volkswagen would replace mechatronic units that were identified as faulty by Volkswagen’s diagnostic tool.
Extended DSG warranty
As part of the Customer Satisfaction Campaign, Volkswagen extended the warranty on the DQ250 DSG transmission to ten years or 100,000 miles (160,900 kilometres) – whichever occurred first – from the vehicle’s original ‘in-service’ date. The ‘in-service’ date was defined as the date that the vehicle was delivered to the original purchaser/lessee or, if the vehicle was a demonstrator, the date that the vehicle commenced service.
Under the extended warranty, the Volkswagen dealer was responsible for diagnosing and repairing the DSG transmission at no cost to the owner provided that the vehicle was maintained in accordance with the requirements in the owner’s manual.
Manual transmission
Although the manual transmission is a ‘sealed for life’ unit, it is recommended that the oil be checked at every second service. The clutch for the manual transmission generally has a service life between 60,000 kms and 160,000 kms depending on use.
Cambelt replacement
The Golf GTi’s cambelt is scheduled to be replaced every 80,000 miles (around 130,000 kms) or every four years, whichever comes first. Furthermore, the water pump and tensioners should be replaced at the same time.
Fuel pump cam follower
For the Mk.5 Golf GTi, the high-pressure fuel pump is driven off a camshaft and the cam follower is prone to early wear. If the follower fails, it can cause serious damage to the engine’s top-end. Given the relatively low replacement cost, some owners recommend changes every 40,000 kms.
Diverter valve failure
The diverter valve controlled air flow to the turbocharger. The diverter valve for the Mk.5 Golf GTi had a rubber diaphragm which could tear – symptoms of a failed diverter valve include:
- Lower peak boost pressure;
- Increased turbo lag;
- Sluggish throttle response;
- Poor fuel economy;
- Error codes 000665 (boost pressure regulation) and p0299 – 002 (lower limit exceeded – intermittent); and,
- A whistling noise in fourth gear at low engine speeds.
Revised diverter valves were subsequently released which had a plastic piston (as per the Audi 8P S3) instead of the rubber diaphragm.
PCV valve failure
The PCV (Positive Crankcase Ventilation) valve was a one-way air valve that enabled blow-by gases to enter the intake tract upstream of the MAF (mass airflow sensor) so that they could be burned in the combustion chamber. The PCV valve for the Mk.5 Golf GTi could split – symptoms included:
- Poor idle quality;
- The sound of leaking air when the engine was turned off;
- Lower peak boost pressure;
- Poor fuel economy; and,
- Oil in or around the diverter valve, oil cap, valve cover, engine cover and coil packs.
To diagnose a failed PCV valve,
- Briefly remove the oil cap or the dip stick – if the engine keeps idling as normal, then the PCV valve has failed. If the engine suddenly runs rough or splutters, then this indicates that the PCV valve is OK; or
- Remove the PCV valve and blow through it on the intake manifold side – if air goes through it without any resistance, then this indicates that the valve has failed.
Revised PCV valves were subsequently released.
Oil consumption
For the Mk.5 Golf GTi, carbon may build up on the back of the valves and prevent them from sealing properly – this can cause high oil consumption. According to VW, however, oil consumption of one litre per 15,000 km is regarded as acceptable.
Problems and faults: Volkswagen Mk.5 Golf GTi
- If the rear shock absorbers become soft, consequences include excessive wear to the inside of the rear tyres and droning noises (like a worn wheel bearing) from the rear of the vehicle.
- The air conditioning may become gradually warmer due to a faulty temperature sensor causing the evaporator to freeze up.
- The airbag warning light may illuminate due to high resistance in a connector under the driver and/or passenger seat; if so, the connector must be replaced.
- Where fitted, the satellite navigation system may develop several faults (i.e. no map, inaudible audio, et cetera) and require the software to be upgraded.
- Noises from the rear springs may be fixed by replacing the galvanized spring plate with a rubber-coated plate.
- The windows may separate from their regulators, requiring the glass to be glued in place.
- A software fault may cause the power windows to retract. Inserting the key into the driver’s door lock, turning the key to the unlock position and holding it there may reset the on-board computer and cause the windows to wind back.
