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Comments
Remember,many people exagerate on mileage, I had a 2000 NB TDI and was able to average 43 MPG for a complete year. The mileage will vary in the winter with worse fuel.
I just got a 2005 Golf TDI and so far have averaged better than 44 MPG on my first 2 tanks of fuel.
Check your sources. Passats require 505.01, although 506.01 is an even better choice, documentation from VWoA states 505.01.
Instead, a "ventectomy" is the removal of the 'guts' of the filler neck that do not allow venting and filling up to the lip of the filler neck. Some VWs come thru without the vent assembly installed. My 2003 TDI did not have one to remove.
Thanks again.
Many thanks,
How do you know that your timing belt tensionor is a problem? You have to dis-assemble part of the engine to get to it.
As for the in take plugging, this has been discussed to death many, many, many times. It is far better to PREVENT it than to deal with it after it happens.
I was looking at VW's site about the new jetta about to be available in 10 days. Looks good, but I only saw the 2.5 5 cyl available..
Does anyone know if teh new 2005 1/2 Jetta comes in a TDI version in North America?
Thanks,
Larry
My experience so far with VW dealer service is substandard - extremely unprofessional and not acceptable. I'm told continually conflicting advice from one dealer to another and I receive incomplete information. In this example, one tells me the timing belt should be changed at 50K, that the manual is wrong. A call to VW of America said it should be changed at 60K and they refused to let me speak with a supervisor or manager for further verifcation. Another dealer has told me he's not sure but will call me back. Of course, he never did.
As respects the intake manifold, I am brand new to this recommended forum along with this being my first VW and diesel and have never posted before. I was never advised that this problem would develop. Your welcome of yelling and telling me I am beating a dead horse is to say the least, unique and unusual.
I'm sorry to say that now I have the problem and prevention is not going to do much for me except once it's clean again.
I apologize most humbly therefore for mentioning an unpopular subject.
Again, I most respectfully thank you very much for your response.
To properly clean the intake manifold, it must be removed from the vehicle and bathed in solvent. If you are so inclined, search the internet for complete instrucitons including photos to do it yourself.
You have been extremely helpful. And, I will make sure all my friends know about this forum's great resource.
Goodbye and good luck.
Shouldn't Volkswagon of America be recalling this problem and paying for it?
Volkswagon has a great product and needs to get off the dime and do a recall and repair on this before we all stop buying them.
As far as your intake manifold is concerned, if they are going to do the TB, it seems like it would be a good time to remove and clean it. This is a very common problem with these engines. There are also dealers that can do an in place BG induction cleaning (they remove the EGR and have a process that cleans the intake, note oil must be changed after doing it that way). Read this article "http://www.motor.com/MAGAZINE/Pdf/122004_08.pdf", it is one of the better ones that I have seen on the Jetta intake problem. To prevent this from happening in the future, I would suggest looking into installing a CCV filter. If your car is not the newer PD model, the EGR valve can be bias closed by someone that has Vagcom. I would expect that in the future (2006 ULSD will be mandated, and our current 500 ppm sulfur fuel will be 15 ppm) and this problem will become much less (people in CA currently usind ultra low sulfur diesel aren't having this problem). People in Europe also have lower sulfur fuel and don't seem to have this problem. In a way, I really can't completely fault VW for this problem, I'm sure they would prefer the lower sulfur fuel, and the EGR is mandated by EPA emissions (it would have been nice for them to include a CCV filter however).
Don't let that TB tensioner fail on you though. Good luck.
Is the 04 a manual or auto?
Also the dealer in my area has the Castrol TXT 505-01 for $11.95 a quart so I did some serious shopping and found the Motul 5-40 weight which by all accounts is slightly superior for $5.75 a Quart and VW oil filter for $7.65 Thanks this is quite a change for me when I had my 78 diesel there were no forums ROY
I think that Pella sells the most popular topside oil changer, I know they have differant models. I made my own with a vacuum pump that I had. Be sure to suck the oil out of the filter housing and then suck down into the oil cooler which is just below the filter after sucking out the crankcase. You can find more info on the oil extractors at tdiclub.com if you are interested.
506.01 is fully synthetic isn't it? does it meet the requirements of 505.01.
thanks for your help.
Anyone looking for a VW TDI @ $200 over invoice look up Armstrong VW in Portland Oregon. The Internet salesman is very pleasant to deal with.
A lot of truckers complained when CA went to low-sulfur diesel, because many of the older engines were not engineered for this fuel. VWs [and every other EU-designed diesel] were specifically designed for Europe's nearly sulfur-free fuel, and then COMPROMISED for our market because of the crap we sell as diesel in so much of the country. MB and VW are chomping at the bit to get their best diesel technology into this country, which can't happen until late next year when low-sulfur becomes the national standard.
VW is going to hold back the release of their newest diesels in the next-gen Passat for our market precisely because our fuel compromises power and emissions. The lower the sulfur content, the better, and that goes for every diesel car currently available in this country.
I know that the very newest truck engines are being developed with emissions and clean diesel in mind - but these will be more expensive, and yes, in the trucking world, I wouldn't be surprised to see some fuel consumption penalty because of the emissions rules. Cleaner air costs money, and the trucking business is notorious for short-term thinking on this issue. The marginal companies and some independents may not be able to afford to stay in business and go to the new technology. In any case, what makes a trucker's life complicated is precisely what the car companies are lobbying for so they can sell clean diesels here.
Did you finally end up with a TDI?
Sebring
I have a SOCO station about a mile from my house that sells the BP ECD-1 that is less than 15 PPM. I have run it in my little Kubota tractor and it is cleaner for sure. Power seems the same. I have learned a lot about the TDI from the forum both positive and negative. I think the main lesson is find a good VW TDI mechanic. I'm not sure that any exist in San Diego. I will probably ship the VW to Hawaii for our place over there in about a year. They also use a lot of biodiesel in the Islands.
First I'd heard 06 Passat TDI being held off. Any idea when it will come out?
For that matter - pricing for the 06?
The TDI engine was designed for ELSD and will run much better with it. Anyone that has access to ELSD for their TDI is very lucky indeed.
I would like to request to some help/advice on certain problem.
My car has 70k miles on it and began stalling and losing engine power. The engine light also came on. I took it to the dealer. The dealer said that I had carbon build up in the EGR intake and air flow meter.
I cleaned out the carbon build up in the EGR intake but still have the same problem.
I purchased an OBDII tool and came up with the following faults:
P0725: engine speed inp circ malfunction
P1780: this is not in the user manual
P1850: data bus powertrain missing message from engine contr.
The user manual is not very helpful at all into going about fixing these faults.
I'd apprceiate any help/advice anyone can give me.
Thank you!
From what I've heard, there will be no diesel in the new-gen Passat until the '07s are shipped, in the latter part of calendar year 2006. By then, low-sulfur fuel will be the standard nationwide, and thus no longer an issue. So, only gasoline Passats for about 18 months when the new car debuts later this year.
Hopefully the TDI and others will be able to meet California's strict standards on ULSD.
One of the big problems with them are that they are based on "emmissions per MILE" instead of the more realistic way of measuring "emmissions per fuel consumed"
A diesel engine uses so much less fuel than a gasser, the emmissions are actually LESS when measured with "emmissions per fuel consumed"
Although the emmissions from a diesel engine are cleaner than most gassers in many respects, The diesel engine has more SOOT output from the tailpipe than a gasser does.
VW, DC and other diesel engine manufacturers are already working on the SOOT problem. (exhaust filters are the current technology)
-One is indeed particulate matter ["soot"], and the solution there is a new-generation of exhaust traps that have been available in EU for some time, but which are just being rolled out in quantity now. These are a vast improvement over attempts to do this same thing 20 years ago, which MB tried and gave up on. Targets are to go at least 150k miles without servce.
-The second issue is more problematic: NOX emissions. While compression combustion is more efficient in nearly every respect, it is harder to control NOX than in spark combustion engines. There is a lot of confidence between Bosch, Peugeot, MB, VW and others involved that the problem can be solved with a combination of more precise injectors, timing, combustion chamber design, and additives [urea injection seems to help; again, the idea would be for this not to have to be added except at major services like 30k or 60k miles]. I have to emphasize, though, that at this point there is only HOPE and a positive general direction to the engineering - no one has actually produced an engine yet that meets CARB standards for 100k or 150k miles...but no one has given up, either, and the general presumption is that the engineering involved will eventually happen.
IN BOTH CASES, [NOX and particulates], the fuel required will have to be less than 15 ppm of sulfur. In the EU, by 2007, their diesel fuel will essentially be sulfur-free. Ours will vary by region, from 30 ppm to virtually zero. We shall see where all of this leads...