TDI Laufleistungen | Posts 208+

1998 Volkswagen Golf 4 TDI.
ALH 90 HP
473,000 km
Fuel injection pump has a slight leak, otherwise no issues.

Formerly.
Volkswagen Golf IV TDI, manufactured in October 2003.
Engine: Gasoline / 110 kW / 150 hp
531,000 km

1. Turbo.
1. Engine.
1. Shock absorbers (were according to...). TÜV is still valid.

The ZKD (cylinder head gasket) was replaced at approximately 320,000 km because the workshop, while changing the glow plugs, "inserted" 2 old glow plugs into the combustion chamber .

Total costs for repairs/inspections until the time of sale (08/2016): approximately €22,000.

Volkswagen Golf 4, 1.9 TDI engine (ASZ).
330,000 km
No significant problems.

A4 B5 97
1.9 TDI quattro
540,000 km
Over 300,000 km with a chip (installed).

AFN in a Volkswagen Golf 3.
At 195,000 km, the owner had a chip tuning modification done, increasing the power to approximately 125 horsepower.

Currently at 296,000 km.

No issues, oil consumption is normal (like it was 20 years ago).
Turbo, clutch, and exhaust are still original.
The VP37 engine once needed a new gasket set, but otherwise, there have been no repairs to the engine or its surroundings. It feels like it's running as smoothly as ever.

However, MWB 13 is now showing a reading of -1.10 mg/H for one cylinder. Five years ago, this was still in the range of -0.8 mg/H.
Could it be due to nozzles that are now quite old?
Edit Admin: Yes, it's likely that the opening pressure has decreased significantly. For further questions about this, please open a new topic .

Greetings, Klaus.

Engine: AEL, 103 kW, 408,000 km.

BKD: 350,000 km, with chip tuning (B&B) to approximately 175 hp since 290,000 km.
New turbo (unfortunately, often rebuilt), then a new, original turbo. Slight coolant leak on the exhaust side - fixed with radiator sealant. 2x AGR valve replaced, 1 intake manifold valve replaced. New PDE wiring harness. New AGR cooler replaced "just in case" - but it wasn't necessary.
Replacement tandem pump at approximately 290,000 km.

AYH: 160,000 km, tuned to approximately 360 hp (B&B), turbos replaced twice (once due to a service campaign, once by the previous owner before selling it to me), otherwise nothing.

3c B6 BMP 104kw, 323,000 km, slight turbo whistle from approximately 310,000 km, dual-mass flywheel (DMF) failure at 323,000 km.

VW T5.1, 1.9 Tdi (BRS) from 2009.

It's currently at 413,000 km. I bought it with 344,000 km and a service history, which is rare for a car with that mileage. At 344,000 kilometers, the camshaft and all related components were replaced. Previously, at 290,000 kilometers, the transmission was overhauled, including the flywheel and other components.

Everything is fine except for AGR issues. No tuning.

BKD: Sold with 290,000 km (engine mileage).

Purchased in October 2013 with 88,000 km mileage; performance upgrade performed around 120,000 km. Mileage with a performance increase from 140 hp / 320 Nm to 180 hp / 400 Nm via software, covering approximately 170,000 km (completely trouble-free and fun to drive!).

The clutch has been slipping occasionally for the last 80,000 km - sometimes not at all, sometimes down to 4th gear, and in one instance even down to 3rd gear. It still ran smoothly until it was sold 4 weeks ago, without any issues.

Conclusion: The car was amazing. It was fuel-efficient, but not boring to drive. According to Spritmonitor, the average fuel consumption was about 5.7 liters, and it was only used sparingly when starting cold. Once the oil temperature reached 90°C, it really came to life. It was used for long distances, often on the highway, with stretches of 300 km, and frequently at a constant speed of 200 km/h using cruise control. It was economical, robust, and still fun to drive. It was, by far, the best car I've ever owned. The 8V, therefore, is stepping into some very large shoes .

A4 B5 1.9 TDI, manufactured in 1998, engine code AFN.

purchased with 165,000 km on the odometer.
(already had modifications/tuning when purchased).
Currently 374,000 km.


With 185,000 km, Synchronous Ring 3. Gear malfunction.
The transmission has not been replaced.
"There's a slight grinding noise when downshifting from 4th to 3rd gear."
Shifting from 2nd to 3rd gear is working fine.

At approximately 210,000 km, the mass airflow sensor (MAF) needs to be replaced.

At 335,000 km, the hydraulic lifters failed.
Cylinder head, hydraulic lifters, and camshaft are new.

Still has the original clutch and the original turbo.
The transmission will be replaced when the clutch is worn out.

A few years ago, I had a T4 ACV with an Oettinger package (101 hp, but supposedly 139 hp according to...). Letter.

The increase was recorded in 1997.

Now it has almost 400,000 kilometers on the odometer.

Apart from a timing belt failure caused by maintenance (which is when I ended up taking the bus), there have been no problems at approximately 375,000 km.
That's when I took him apart.
Nozzles, clutch, vibration damper: original parts, but at the end of their lifespan. Turbocharger: good. Cylinder liners: in good condition, not worn. Valves and valve guides: completely worn out. Slight rattling from the front wheel.

Passat TDi 125KW 4motion DSG Engine: CBBB, 330,000 km, Year: 2010, no major mechanical problems, but rust is starting to appear everywhere .

Here, a recent survey would be interesting. Many of us have now reached mileage figures well over 300,000 km with our cars.

A4 B6 1.9 TDI BKE - 308,000 km - runs like a dream...

Only the AGR valve was replaced because it was leaking.

A4 B7 2.0 TDI BLB - 159,000 km

"Purchased with a 'blown engine' and new turbocharger."
However, it turned out that after the previous owner replaced the turbocharger, oil was not drained from the engine, which caused a blockage .

Replaced the oil pump as a preventative measure.
The cylinder head will definitely arrive.

Audi A4 B7 2.0 TDI 140 hp, engine code: BPW.
105,000 km, tuned to 170 horsepower for the last 70,000 km.
Reinforced Sachs clutch installed, otherwise no issues.