Ownership Review: Skoda Superb V6 3.6 FSI 4x4

The show stopper here is the Skoda Superb 3.6 VR6, yes, its a 3.6 litres of pure joy and its a V6. A true "MONSTER" under the civilized skin. This write-up will not cover the extensive features of the Superb but it'll describe the most important ones in a upfront manner.

The car is cosmetically identical as the regular ones, with regular ones, means, the 1.8TSI and 2.0TDI variants. There's only one place where its mentioned that its exemplary, the gear knob. Its engraved with "DSG 4x4". Well, cosmetically it may be same as the other lineup, but, make no mistake, the engine churns out 260hp @ 6000 rpm & 350Nm @ 2500-5000rpm, with limited top speed of 250 km/h and acceleration of 0-100 km/h in under 6.5 seconds. The 6-speed DSG transmission is a charm, equipped with all wheel drive, lowered suspension, upgraded brakes & zero badges, makes this the ultimate stealth missile on Indian soil. A complete monsterous stock package that is built to thrill.

Engine

Technically speaking its not a V6 engine, but a VR6 or a Staggered Inline 6-cylinder engine. VW is the only major manufacturer that has been using this particular cylinder layout. There has been many variants of this basic design, of 2.8L, 3.2L and 3.6L displacements, single vs double overhead cams, 12 valves vs 24 valves, port vs direct injection, positioning of intake/exhaust manifolds, V angle between the cylinders etc. VR - comes from the german words, 'V-motor' and 'Reihenmotor', V-engine and inline engine respectively. This layout is explained in the picture below:

In VR engines, there is a small V angle between the cylinders (10.6 deg to be specific in 3.6L VR6 FSI), whereas most V6's are 60degrees or 90degrees. This way it doesn't have 'banks' of cylinders like in a V-engine. It is more balanced than a V6 and has only one flat cylinder head (V's require separate cylinder head and valve train for each bank). Thus compact in length compared to the I-6, but narrower than a V6. It was primarily the packaging constraints (shorter than inline 6 for transverse front wheel drive application) and less complex than a V6 (no twin cylinder heads, lesser valve train, narrower and possibly cheaper) that led VW to develop this engine layout for their cars. Golf R32 and some other VW cars utilises a 3.2L VR6 FSI engine. The exhaust note of a VR6 is different from an I-6 (which it shares firing order with) as well as from a V6. It isn't butter smooth like an I-6 and rather has a slight burble which is pleasureable. This is primarily due to the unequal intake and exhaust manifold/runner lengths that the the VR6 layout present. Some believe this is one of the best stock exhaust notes for a VR6 engine. In our Superb 3.6 though, long exhaust pipes and mufflers in between doesn't produce anything dramatic unless you go to the higher rpms. This now makes sense why VW is using the multiple combinations of this compact engines to make W8, W12, W16 in their other performance cars.

The VR6 FSI isn't an advanced engine like the 1.8TSI, rather its a unique piece of engineering. This perhaps would be the last of the VR6 engines in transverse engine VAG cars. Similar outputs of power and even more torque can be achieved from the 2.0TSI's with tweaking, while being more fuel efficient. Current generation of Superb has replaced the 3.6FSI with a 280hp 2.0TSI and is lighter, faster and more efficient. Coming back to the variant of VR6 engine in the Superb, the 3.6L VR6 FSI has been offered in various outputs ranging from 260-300hp and 350-400Nm of torque. The one in Skoda has the engine code CDVA and produces 260hp @ 6000rpm and 350Nm @ 2500-5000rpm. Torque curves reveal that, although being an NA, there is a flat mid range similar to that of a turbo petrol. 250hp is produced at 5000 rpm itself if required, which is evident when you drive the car. Being an NA engine remap potential is fairly less for the car. The block however is said to be able to withstand turbo/super charging and can sustain up to 700 hp as some forums cite (this of course requires reducing the compression, going back to port injection etc). It runs a relatively high compression ratio of 11.4:1. Fuel requirements officially recommended are min 95 RON. But all the cars in India have been running fine on regular 91 RON. Interestingly, the owner's manual quotes different fuel efficiency figures for BS4 specific models (so hopefully they do work on 91 RON). The unique engine layout also requires unequal length fuel injectors between cylinders. Timing chains are utilized and no replacement intervals have been suggested. The same engine in its longitudinal application was used in the petrol variants of Audi Q7, Porsche Cayenne, VW Touareg and VW Phaeton.

Transmission

6-speed wet clutch DQ250 DSG is used for shifting duties. The 7-speed units in the 1.8TSI can't handle the extra torque nor is it designed to fit along with all wheel drive layout. Also these are much more reliable than the 7-speed units and thus no major DSG worries. As I understand there is a power take off unit on the DSG for transferring power to the rear, and so there would be small modifications compared to the units.

Drivetrain

Skoda uses on demand 4x4 using Haldex system at the rear. It runs virtually FWD in normal operation (95% power to the front) and power is transferred to rear only when the need arises. This 'need' is controlled by the algorithms on-board computer and a separate ECU is present for the Haldex system, thus, being slightly more advanced than simple slip and grip systems. Equivalent systems are badged and used as '4Motion' by VW (Golfs, Passats, Tiguans etc with transverse front engines), Quattro in transverse engine Audis (TTs, A3s, Q3s etc).

Wheels

Superbs run on 205/55 R16 tyres. Whereas Superb 3.6 runs on staggered 225/45 R17 tyres as stock. Skoda India had played a little cost cutting with choice of stock alloy wheels. They are only 7.0J x 17 and not the ideal size, 7.5J X 17, which were supplied in other markets. 7.0J rims were intended to use with narrower 205/50 R17 winter tyres.

Brakes

Skoda Superb uses 345mm ventilated discs upfront, 310mm ventilated discs at rear. The setup was shared between Audi TTS, S3, Golf R, Passat R36 etc during that period. It gives the extra oomph to the car, and complements with added stopping power. Relatively 1.8 TSI / 2.0 TDI have 288/312mm vented front rotors and 272/282mm solid rear rotors. The brakes provide solid bite and sheds speeds impressively for 1750kg car. The 345mm vented rotors at the front, 310mm vented rotors at the rear do a stellar job. Brake bite is typical euro style Skoda/VW, with the slightest of touch generating large braking forces. It may not be to everyones liking.The 3.6 FSI sheds speeds quicker than the 1.8TSI/2.0TDI variants thanks to large brakes. The large diameter brakes completely fill the 17'' wheels.

Suspension

It sits lowered than regular Superbs sold in India at 139mm vs 158mm. The Superb & Laura (including RS) in India had the rough road package as standard (an option in Euro markets, added GC as well as under-body protection). This utilizes longer springs and different struts. Surprisingly the 3.6 FSI didn't have the rough road package, even as an option in the Euro markets. Thus, it runs on the same stock euro setup i.e., relatively more unforgiving, slightly stiffer, but much better body control. In fact around wider corners, the Superb 3.6 FSI goes around better than regular ones.

Drivability

This car is hoot to drive because of engine producing 260 hp @ 6000rpm, 350Nm @2500-5000rpm, approx 250 hp available from 5000rpm. Skoda quotes a 0-100 timing of 6.5sec. In real life that number is irrelevant and in gear acceleration is what matters. It is a fast car, no doubts, but it doesn't quite feel as fast. The Superb 3.6 is heavier and lack of a turbo might be the reason for this lack of 'feel' of being fast. Although being a NA motor, the large displacement and FSI tech ensure a flat torque curve. Throttle response is as expected, quicker owing to the NA setup. The progress becomes brisk once you are in the peak torque zone. It will put other cars from the segment and all 4 cylinder Germans behind (except for a 328i or A45 AMG). Owing to the Haldex & sticky tyres, it never breaks traction in any kind of harsh manoeuvres. S mode on the DSG holds onto the gear un-necessarily and is pointless unless you are on a track or doing drag timings. Manual mode with paddle shifters work better. There is enough of torque and power available for you to upshift early and still close those tight gaps. Sudden throttle inputs triggers the exhaust burble which transforms to a sweet exhaust note post 3000-4000 rpms. Upshifts are quick, downshifts are relatively slower. Nevertheless faster than what you could manage with a Manual Transmission on an average. If you are in the right gear and above 2000 rpm, it is point and shoot affair. The larger displacement also ensures that it is easier to cruise at lower speeds in top gear.

The beauty is you can do all this in a car that can seat four at utmost comfort and safety. There is safety net of 8 airbags, all wheel drive traction, ESP/ABS etc. Feature list of the Superb has always been impressive. You can have loads of fun, travel comfortably and move a house all at the same time. Apart from slightly more expensive wear and tear parts, expect the service bills to be on par with a Superb 1.8 TSI / 2.0 TDI.

Ride & Handling

The Superb 3.6 sits lower compared to regular ones. The suspension setup is the same stock Euro one. It handles exceptionally well for a car of this dimensions. The long wheelbase is noticeable only in tight corners. Behind the wheel, you easily forget the amount of real estate behind you. Mid corner bumps doesn’t unsettle car much. Going over sharp crests and breaks between flyovers, the rebound is typical euro style, just one bounce up and you feel the car pulled backed to level immediately. You can feel the benefit of all wheel drive traction if you try to accelerate hard, while in a corner. The Superb holds the line without any fuzz in any corners. The ride is not exactly supple, the euro spec suspension ensures a flat ride at higher speeds, but for the larger undulations, one have to be cautious. The 1.8TSI/2.0TDI Superbs have a better ride quality due to softer springs. The low ground clearance, long wheelbase and larger overhangs makes it vulnerable to scraping at mall/parking lot entries, over speed breakers etc.

Conclusion

Likes:

+ Fastest D segment car
+ Understated sleeper looks
+ Good handling for such a long car
+ Top notch Safety features
+ AWD
+ Loads of space everywhere
+ High speed ride quality

Dislikes:

- Steering feedback is missed a little
- Low speed ride quality is a bit harsh
- Long wheelbase, Low GC easy to scrape
- Parts are expensive and hard to find

Anyways, kudos to Skoda for providing this flagship car. A higher sticker price (31 lakhs OTR Mumbai for my car )for a variant which practically looked identical to the cheaper 1.8 TSI didn't help sales either. In my search for a pre-owned car, I found most of them to be registered as corporate vehicles. Either the enthusiasts are still holding onto their cars dearly or the sales that happened were primarily when someone walked into a Skoda showroom and asked for the most expensive variant of Superb. The Superb 3.6 will remain as a unique proposition, one of the most under-stated D-segment cars. Hopefully the car will be a keeper & keep me out of Trouble.

Thank You for reading my post/review.

A Parting Picture from Skoda.