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What about VW TDI engine?



  • chmeeeechmeeee Posts: 327
    Oil Filter: You are best to use the OEM one, they are 6 0r 7 bucks at the dealer, 6 at Don't let the dealer overcharge you, the first one I went to wanted $12.95 (Boston Volkswagen).

    Water: Just drain it, although there really shouldnt be all that much if any, unless you are using bad fuel.
  • Thanks for the info. I don't think I am using too bad of diesel. I buy Marathon (Ashland) Diesel. The only reason I go there is because its a local mom and pop outfit and I like to support them. Is BP or Shell any better or worse?
  • 8u6hfd8u6hfd Posts: 1,391
    I fill up where the trucks fill up (and there's a car pump).

    Mine happens to be in New Jersey (cheaper than Eastern PA), at a Texaco station (using Spartan diesel fuel), down the street from the truck stop (which they undercut the real truck stop's price by 20 cents)

    First frost warnings has already hit western PA....mental note...use the diesel treatment with anti-gel until we get winterized diesel fuel...
  • A few questions about the TDI engine longevity:

    1. I used Slick 50 and synthetic Pennzoil 5/30 on my Ford Probe. It had 190-k miles and NEVER had oil drips on the driveway and it used about ½ quart in 4000 miles. Will using Slick 50 or similar products improve engine longevity more then using synthetic oil alone? Any drawbacks?
    2. Would adding an engine oil cooler help increase engine life and decrease oil build up in the turbo charger oil passages?
    3. Is there an oil pump unit, I have heard of some, that would keep the oil flowing after engine shut down to help increase engine longevity?
    4. I used a newer type of Fram oil filter that is rated for around 6,000 miles and better filtering/more surface area, in the Probe. Could I use the same model of filter in a TDI engine?
    5. Is there an intercooler available for the TDI? Would there be any drawbacks to adding one?

    Thanks for your help,
  • natescapenatescape Posts: 176
    Those are tech questions. There's another board full of TDI geeks who would be able to answer them all, but we aren't allowed to mention it. Send me an email and I'll send you the URL.
  • vocusvocus Posts: 7,777

    I can help you with some stuff here though.

    1. They say this stuff doesn't really work, and I never used it, so I can't really comment. If you used it before, then stick with what you know.

    2. Let the turbo sit 30-60 seconds after you stop driving it. The car's engine fan will come on and run with the car off, if the engine is hot enough. Don't bother spending the extra money for the oil cooler, unless you wanna.

    3. Don't know about this one. The link above might help you in that respect.

    4. Only use the filter that's recommended for the TDI. The link above might help you with this one too.

    5. The TDI's turbo already comes with an intercooler, I think. Again, the link I posted will help you with this too!

    Good luck! :)

  • 8u6hfd8u6hfd Posts: 1,391
    1. Use good quality 5w40 oil that is CF-4 certified.

    2. Already has one

    3. Idle the engine for about 30 seconds to a minute before turning it off (idle longer if you were driving it hard)

    4. The current TDI motors don't use a cartridge, they are replaceable filter element only. The Fram Toughgards aren't available for the TDI, only ExtraGuards, and they are harder to find. The Purolator TDI filter is made in Germany by Hengst, a reputable German OEM supplier. Use that or Mann, or the dealership filter.

    6. Already intercoooled. Look at the passenger side air duct and you'll see the intercooler.
  • m9431m9431 Posts: 38
    As new diesle newbie, I wonder about my TDi smoking when it's first started. Seems to do this more on cool days. If it was a gasoline engine, I'd be concerned but is this normal for my 2002 TDi with 7k miles? Engine runs fine otherwise with excellent power and 46 MPG. Seems that ALL diesel engines are louder in cold weather at least until they warm up.
  • chmeeeechmeeee Posts: 327
    Yeap, pretty much the only time that I can smell my own exhaust is when I back out of my driveway on cold mornings, once the car is warm there is no odor. I dont know about visible smoke because I don't stand behind it. ;-) It is definitely louder and coarser as well, which keeps me from beating on it before its warmed up.
  • natescapenatescape Posts: 176
    Don't worry about it being loud/rough/smokey when it starts up on a cold day. :)
  • chmeeeechmeeee Posts: 327
    Ever find your way home? Maybe mapquest could help! ;-)
  • natescapenatescape Posts: 176
    CARB (the California Air Resources Board) has changed their stance on diesel cars.

    Clean-Air Czar of California Shifts to Accept Diesel Engines
    In Controversial Turn-Around, Regulator Sees Diesel as Alternative in Global-Warming Fight

    The Wall Street Journal 10/24/02
    author: Jeffrey Ball
    (Copyright (c) 2001, Dow Jones & Company, Inc.)

    For years, Alan Lloyd has regarded diesel as a dirty word, synonymous with brown haze and cancer-causing black soot. It's a view he has shared with environmental activists across the U.S.

    But in a striking change of heart that could alter the kinds of cars and trucks Americans drive, the chairman of the powerful California Air Resources Board is taking a new look at diesel vehicles. He thinks they're poised to emerge as part of the solution to a different environmental problem that's gaining more attention in the U.S.: global warming.

    Coming from the head of California's famously pugnacious clean-air agency, that amounts to environmental apostasy. In the decades following World War II, California was a main instigator of the world's fight against smog, and it has waged that battle aggressively ever since. CARB's mandates for pollution cuts in everything from gas cans to lawnmowers to 18-wheelers have been celebrated by environmentalists, criticized by industry and mimicked by national governments from Washington to Europe.

    Nowhere has CARB been more aggressive than in its campaign to clean up automobiles -- a priority that reflects California's position as the nation's biggest single auto market, accounting for 12% of U.S. sales. Over the years, CARB's edicts have often shaped Environmental Protection Agency policy and thus the way Detroit designs cars.

    But now, Dr. Lloyd is being forced to address the issue of global warming, and here, diesel engines are the greener option because they don't pump out as much so-called greenhouse gas as gasoline engines do. Diesels still aren't as clean as their gasoline-powered cousins in terms of smog pollutants. But Dr. Lloyd says he has concluded that a new generation of high-tech diesels developed for Europe bear little resemblance to the smoke-spewers that Americans remember from the 1970s and 1980s. He says he thinks it's possible that within five years -- tomorrow in the world of cars and trucks -- the auto industry will have bridged that gap.

    "Ten years ago, I wouldn't have believed what I'm telling you now," says Dr. Lloyd, who in the past several weeks has begun a series of closed-door meetings with auto-industry officials to discuss several clean-car technologies. "However, we have confidence that, given past history, the auto industry will rise to the challenge, and we will have light-duty diesel in the U.S. and California."

    Dr. Lloyd isn't the only environmental official reassessing diesel. Earlier this year, the EPA tested a new version of a diesel car from Toyota Motor Corp. that's under development for future sale in Europe. The agency concluded that the car already meets a round of tough new antismog standards that are set to phase in between 2004 and 2007 in the U.S. EPA officials are scheduled to explain those test results Thursday at an auto-industry conference in San Diego. And they expect to test more diesel cars, as well as sport-utility vehicles, from other manufacturers before the end of the year.

    "Clean diesel sounds like an oxymoron," says Margo Oge, director of the EPA's office of transportation and air quality. "It's not."

    Not everyone is so optimistic that the technology to make diesel engines as clean as gasoline engines will fall into place. No one knows, for instance, whether the Toyota tested by the EPA will stay clean enough as it ages to comply with the new antismog rules. But the progress in diesel engines is setting the stage for yet another fight in California between green activists and auto makers. And this time, caught in a shift in the environmental movement's priorities, CARB finds itself in the uncomfortable spot of having to negotiate with the auto industry it has long ordered around.

    That's because a new California law requires that the agency now address automobiles' effects on global warming, not just on smog. The means of fighting these two very different environmental enemies aren't always compatible.

    Smog is the foe CARB was founded to fight, and diesel engines produce more smog-causing pollutants than gasoline engines do, which is why diesel has been anathema to U.S. environmentalists.

    But there's another environmental concern on the horizon. Carbon dioxide, called a greenhouse gas because of mounting evidence that it contributes to increases in the temperature of the Earth's atmosphere, is produced when any fossil fuel burns. Limiting carbon-dioxide emissions requires burning less fuel. And diesel engines require less fuel to produce a given amount of energy than gasoline engines do.

    Growing Pressure

    Detroit's Big Three and their European and Japanese rivals face growing pressure to make their vehicles more fuel-efficient to reduce dependence on Middle East oil and help slow global warming. Though the U.S. has said it won't ratify the Kyoto treaty to curb global warming, the specter of the California automotive greenhouse-gas law -- the first in the nation -- and the likelihood of tougher federal fuel-economy standards have the auto industry scrambling to make its vehicles more efficient. As "light trucks," a category that includes SUVs, pickup trucks and minivans, have soared in popularity in the U.S., they've dragged down the average fuel economy of the fleet to the lowest level in two decades.

    The industry argues that esoteric technologies such as battery-powered vehicles are impractical and won't sell. With increasing frustration and urgency, auto makers are making the pitch to American regulators that a smarter response to the country's fuel-consumption problem can be found in the success of diesels across the Atlantic.

    In Europe, tax policies have favored diesels for decades as part of a broader push for energy efficiency. By the time Europe began regulating smog-causing auto emissions about 30 years ago, diesel was entrenched, so the Continent wrote its rules to prod the industry to clean up the technology -- not outlaw it. Today's diesel vehicles in Europe are cleaner and quieter than their predecessors, though still not as clean and quiet as gasoline models. They're also often more fun to drive. Diesel power now commands about one-third of Western Europe's new passenger-car market, and most industry analysts expect that share to grow.

    In the U.S., where gasoline is relatively cheap, diesels never caught on, except in commercial vehicles. Today, diesel accounts for less than 1% of U.S. car sales.

    But that could change as pressure mounts on Dr. Lloyd and other environmental regulators to go after greenhouse gases. In 1998, the year before Dr. Lloyd joined CARB's board, the agency a
  • My TDI engine will sometimes , on initial startup from stoplite idle, rev to approx 1900 rev, then drop back to idle for a number of seconds, then slowly come up again. This first occured when new and is still happening at 3000 miles.The car will sometimes be OK for days and then start this weird behaviour. My dealer is no help.
  • I have a 03 Golf GLS TDi. Absolutely love it!! My question is this; The manual says that you don't need to add diesel additives but then I read conflicting reports from people that say you do and some say you don't. Which is it??!! If so what ones are good to add.
  • Folks over at TDIClub tend to prefer PowerService. In the winter, get the white bottle (if you live in cold climates).

    American diesel fuel is filthy (at least until mid-2006), so a cetane boost is a good thing. Or try to find local biodiesel and burn the best fuel available in North America. :) More info at

    BTW, I'm probably going to sell my Passat TDI and get a 2003 Golf GL TDI! :)
  • chmeeeechmeeee Posts: 327
    Chuck: You shouldn't have to deal with that, so if your dealer won't help you under warranty, find another one in your area, see if they can fix it for you.

    Nate: Selling the Passat!?!? :-0
  • Perhaps, perhaps, perrrrrrrrrrrrrhapsssssss. (Sorry, Cake flashback). Yeah, if I can get a decent price for it, I'm going to sell it and get a brand spankin' new Golf GL TDI.
  • Hey,
    I've heard some really horrible stuff about Jetta's and reliability (multiple window repairs, replace O2 sensors very frequently, multiple brake replacement, door handles/locks, tie rods, power steering, etc...). I've also read some of the same concerns for the Golf. Actually had a sister-n-brother-in-law got rid of a jetta (late 90's I think) after sinking a few G into it in just a few months. I LOVE the idea of 50 mpg (REALLY LOVE IT - 90 mile trip one way to work, West Michigan - plenty of snow) not to mention really digging the car itself, but I don't want the savings in fuel to be spent fixing the car. If seems like a good used car buy...I think.

    I haven't been able to find Golf TDI reliability information becuase there aren't that many on the road (and even fewer reviews/comments of them). I have seen Jetta TDI, Beetle TDI and Golf Gasoline reviews, but how do they compare to the Golf TDI? Is the Golf TDI basically a Beetle TDI with different sheetmetal, or is it more like a Jetta TDI?

    I'm looking to buy used ($9-$11K; probably 2000ish), which means I'm looking at a vehicle with some milage. I'm cool with the milage, as long as the bad boy is going to last 200K+ miles like I've heard diesels can. Can anybody comment on TDI Golf (TDI!) reliablilty. I've heard great things about Beetle reliability but not so great things about Golf. Enough of the rambling, can anybody offer some experience based advise?
  • idletaskidletask Posts: 171
    You are suffering an autoignition problem, which is very, very bad a problem for Diesel engines. The symptom of it is too much oil. It will go and burn along with the fuel. Many Diesel engines here break precisely because of that. The engine would be overreving for some time then die. Solution? Engage a gear and press the brake pedal until it stops... And then go to your dealer and ask for a full injection system checkup/cleaning. Costs much, but it will be worth it in the long term...
  • Hi Mopar,

    You posted this on 09/12/02...

    #337 of 383  GTI or 50 mpg TDI re mpg5 by moparbad  Sep 12, 2002 (07:29 am)

    Get the TDI Golf and chip it. Golf is built in Brazil and GTI is built in Brazil. Brazil, Mexico, Germany you are going to get the same quality in a VW. The problems that VW experience are component problems and not build quality problems (New Beetle excluded). With the warranty now at 5 years and the window regulator problem fixed it is a good time to get a Golf or GTI.

    Could you please tell me if New Beetle TDI is poorly made since you said New Beetle is excluded? I am looking to purhcase a New Beetle GLS TDI, but I've heard some bad things about its quality... which the repairs can be quite expensive.

    Is it true?
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