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What about VW TDI engine?
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I'm able to find a local supplier in NE PA which sells it for less than avlube, after tax and before avlube's shipping charges.
www.mobil.com
using their distributor locator link
Brenntag Northeast, Inc
Pottsville Pike & Huller Lane
Reading, PA 19612
610-926-4151
Mauger & Co Inc
300 C Lawrence Rd.
West Chester, PA 19380
610-429-8200
http://www.prod.exxonmobil.com/channelpartners/
Rotella T, I've heard at truck stops is a good product. Choose one brand of oil, and stick with it. It is a CH-4 oil, which supercedes CF-4 and CG-4.
I want Mobil Delvac Synthetic 5W-40 that is CF-4, CG-4, or CH-4 rated for my tdi?
Is there anything else? I live in Ohio, Should I start looking for an anti-gel diesel conditioner or is it already mixed at the pump? I buy Marathon(Ashland) diesel.
Thank you!
Mobil Delvac 1, 5w40 (full synthetic, a reformulated version of Mobil 1 which is intended for diesel engines)
Chevron Delo 400, 5w40 (full synthetic version)
Shell Rotella T (full synthetic version, not to be confused with Rotella SB synthetic blend or regular Rotella T non-synthetic)
Amsoil Series 3000, 5w30 (full synthetic, CH-4 rated)
Amsoil High Performance, 10w40 (full synthetic, CH-4 rated)
Amsoil semi-synthetic 15w40 (CH-4 rated and high quality, but almost as expensive as the full synthetic, and higher viscosity at low temperatures)
Redline, synthetic version (make sure you get the type meant for diesel engines, with the CG-4 or CH-4 rating)
Also I would add that Valvoline Blue Extreme Synthetic 5W-40 is a good oil and the Rotella T synthetic is available at Walmart. As far as additives it is recommended that an additive such as Power Servcice be added at 4 to 8 oz per tank but is not required. http://www.powerservice.com/
The white bottle is for colder temps. though it can be used year round and the silver bottle is best used in warmer weather. The products are available at Walmart and many other locations. Farm supply stores often have best price on the additives.
Diesel Kleen (Silver) and Fuel Conditioner (White) are available at Wal-Mart.
I use the Fuel Conditioner (white) year-round.
Is there a recommendation on oil filter out there? Will any decent filter work? Or just pick a TDi specific filter from the dealership?
Also, do I need to replace the water separator filter or just drain it? If I have to replace it, can I pick one of those up at the parts website or right from the dealership. That isn't something I can get at the tractor supply store, right.
VW filters are fine
Purolator filters are fine (made in Germany and supplied by Hengst, one the OEM suppliers in germany)
www.vwparts.com
also try www.dieselgeek.com
The water separator is part of the filter. Draining it is a waste of time for the most part. Replace it every 20,000 miles. They cost $47 at the dealership.
Water: Just drain it, although there really shouldnt be all that much if any, unless you are using bad fuel.
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...
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,
Tim
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!
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.
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
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.
BTW, I'm probably going to sell my Passat TDI and get a 2003 Golf GL TDI!
Nate: Selling the Passat!?!? :-0
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?
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?
From what I read on these forums, it's very important to find a good dealer w/ a good service reputation who really knows these cars.
Any input (thumbs up or down) on dealers/salespeople, and service would be much appreciated.
Also, heads-up on any other local resources (e.g., TDI mechanics, chip/parts sources, people w/ VAG-COM, etc.) would also be very appreciated!
I hope to buy in the next couple of months and become a more active member here!
Thx,
TC
The negative aspects of diesel are NOx and particulates. Why? Diesel fuel in US has up to 500 ppm sulfur. US diesel is of the poorest quality in the world. You can thank the EPA for this as they regulate fuel quality. In 2006 diesel fuel will be required to have lower sulfur content.
If you care about the environment the TDI is a good choice. It is a technology that works today.
The EPA and CARB present a negative analysis of TDI and diesel that is based on political goals and fails to incorporate a balanced approach to conserving resources and reducing greenhouse gases.
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And let's get back to the subject of this discussion. Thanks!
Revka
Host/Hatchbacks & Wagons
It displaces 2.0 liters vs. 1.9 for TDI, and has 130 HP vs. 90 for TDI.
Sales-woman that I bought my '98 Beetle TDI from said VW told them to clear out all TDIs because they'll be a bugger to sell with the new, better engine avail. for the same price.
This engine is alread in the SHARAN minivan in Europe (with 6-speed and optional 4WD).
PS: My '98 TDI just turned over 150,000 kms coming back from Seattle Monday and runs as good as new. Still over 50 Miles per Cdn. Gallon at 75-85 MPH on the freeway.
It seems they're going to 500cc/cylinder across the board from 2-liter 4-bangers, to the 2.5 V-5 in Europe, the new 3-liter V6 (in Audi), the 4-liter W8 in Passat and V8-tdi in Audi, and the 5-liter V-10 in the Phaeton/Touareg.
It makes sense from a parts manufacturing/spare-parts logistics point-of-view.
Imagine only one piston, con-rod, etc. for over a dozen engines. "Platform design" maximized!
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And now, back to the subject of the VW TDI engine! Thanks! ;-)
Revka
Host
Hatchbacks & Wagons Boards
1.9L is not going away anytime soon.
Revka
Host
Hatchbacks & Wagons Boards
"It has recently been announced the Passat TDI will be produced. It is
tentatively scheduled to become available mid to late 2004. No further
information is available at this time. "
For me this is a good thing. I have had a Golf TDI for 3 years now, an loved it. It has been probably the most reliable car I have ever owned, even more the my Maxima SE. Now we have a third child, and my Golf is too small. I am hoping I can hold out on buying a larger car until the Passat arrives.
Which means my 1.9lTDI engine IS going away, but the new engines will be avail. in 1.9 and 2.0 liter versions.
What's the story on tuner-mods for the new 2.0tdi?