VW Vento 1.2 TSI DSG Review: A Cut Above

So what are the engine specs like? How do they match up with the competition in India?

On paper, the power and torque figures from the 4 cylinder 1197cc, direct injected, turbo-charged unit show max power rated at 103 bhp at 5000 RPM, and an impressive peak torque of 175 Nm between a 1500 -4100 rpm rev band, which is wide and begins at a surprisingly low point.

In comparison, the newly launched Honda City, Vento’s immediate competition with a 1.5 liter i-VTEC engine delivers 114 bhp at a high 6600 rpm, and peak torque of 146 Nm at 4800 RPM. Note that the peak torque of the Honda is delivered at an rpm point which is much higher than that of the Vento TSI’s. The overall torque output of the TSI is also superior, with about 30 Nm of more twist – this should say something about the mid-range punch and drivability of the Vento. The Honda City has more power, it is quick to the 100 kmph mark, but the Vento with its higher torque, and wider torque band should deliver better in-gear acceleration.

Cool. I’ll give it to the engine. But what’s the big buzz about the new transmission? It’s not the first automatic sedan in that segment for sure, or is it?

Well, it’s not the first automatic in its segment; the Verna and the previous Vento too among others were offered with an auto transmission option. It’s not the first dual clutch automatic sedan in its segment either – the Ford Fiesta was. However, it’s equipped with DSG auto, the gold standard in terms of quickness, aptness and smoothness of gearshifts when it comes to mainstream automobiles. The seven speed automatic transmission is way more advanced than what any of the automobiles in the segment have seen, and offers a driving experience of a different level for this class of cars.

So how does it feel on the move? How is this transmission different to other auto transmission systems?

Well the DSG has thus far been a piece of equipment which was specified only to cars from the Skoda Laura’s segment and above. Volkswagen decided to democratize the technology in India with the introduction of the transmission on the Polo GT TSI first, followed by the Vento.

DSG doesn’t have the proverbial ‘rubber band effect’, or shift delay that one feels while driving a CVT auto, or a conventional torque converter automatic especially while requiring a kickdown. In DSG’s scheme of things, there are twin clutches, handling odd and even gears. So while one clutch in engaged in 3rd gear, another has 2nd and 4th covered, in case you wish to down, or up shift. With a well designed hardware working in perfect tandem with advanced software, the system makes for lightening fast gearshifts, both in auto and manual modes.

The DSG is capable of choosing the best gear ratio (seven in this case) at any given point in time, based on the driver’s preferences and driving style. It is capable of considering factors such as throttle input, engine speed and driving patterns to pick the perfect gear, and it does that in a matter of milliseconds – faster than you could do it manually. This makes driving a rewarding experience for the enthusiast – and hassle free for someone seeking comfort.

The Vento’s transmission has several modes to choose from. You can let the car decide the right gear for you normally by choosing the standard Drive mode. For light footed drivers, the focus of the transmission would be early shifts, lesser revs and better efficiency. If you are lead footed, the transmission will transfer the shift points relatively higher up the range.

If that’s not enough for your above normal testosterone levels, you can shift into Sport mode, where the transmission will hold on to the revs much higher to extract the last drop of juice from the engine. Shifts would be much more aggressive, and the ‘box would also do the occasional downshift for you.

Finally you also have the Manual mode, where you just have to move the selector lever fore and aft to up- or down-shift.

It’s a turbocharged engine you said. So is there a turbo lag too?

We were impressed with the low rev tractability of the engine. The turbo lag on this engine is very less, or rather non-existent for all practical purposes. However, even if it was there, you wouldn’t have had to worry about that as the capable auto transmission would have taken care of it. It would have slotted the cogs into a lower gear if it felt that the motor was running out of breath for a certain engine speed. Good news is, there is no such problem here, and the 1.2 TSI is a fabulously well-tuned motor with good low-rev response, and is an absolute delight to drive in bumper to bumper city traffic.

How does it perform on the highway?

Better than it does within the city. If you look at those torque figures, they should tell you that the 1.2 TSI loves spending its time between 2000 to 4500 rpm, where the meat of its flat torque curve is. What that effectively translates into, is, that once the car is past the 2000 rpm mark, it’s got incomparably more shove at hand as compared to your normal NA motor. This makes overtaking at relatively lower revs an absolute breeze, which means that at real world speed, you won’t even have to shift down with the 1.2 TSI’s abundant torque at hand. In gear acceleration is strong, though the top whack could have been higher.

The engine is silent in low revs, though it gets quite sonorous post the 3000 rpm mark. It’s a nice sound – sport and unresisting, something an enthusiast would love. You can push the needle all the way up to its 6000 rpm redline and it won’t make any fuss – an absolute delight for the petrolhead. The 1.2 TSI’s motor can make this car reach a top speed which is upwards of 180km/h – which is more than enough for all practical purposes. The final few tens come with a bit of an effort though.

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