Mal wieder 00575 | Posts 32+

Thanks for the tip about the paste, I'll try it right away.

Regarding 'full-throttle proof':

'I've been using it like that for 240,000 km. No oil consumption is noticeable, and there are no unusual noises when the engine is cold or warm.'
Original turbo and clutch included.

'The measured values all look good, both for fuel injection and boost pressure. The power output is fully present. Several other VW cars with 90-115 hp, even those with TDI engines, don't stand a chance of overtaking it on the highway.'

Therefore, he needs to be able to handle it. I will provide him with the best possible care and attention.

If not, he has more than earned a complete overhaul .

What about the intake manifold sensor? Should I replace it? There are no more error messages.
And as I said, since I've had it, it has gone into emergency mode twice, and never any other time.

Thank you for your help.

Quote:

therefore, he must be able to handle it.

He will receive the best care and service from me.

Sure, until one day it breaks down completely. The problem with the overstressed turbocharger housing usually only occurs at extreme temperatures initially, meaning that the VTG (Variable Turbine Geometry) will first just get stuck under full load.

In addition to the poor mileage, the fuel injection pump's timing is completely off, and the spray pattern of the injectors is terrible.

Well, as I said, it just keeps running and running and running. In my opinion, it's one of the best diesel engines out there.

I really wanted to replace the injectors. Even at 200,000 km .
His predecessor was only sold because I wanted something 'new'; he's probably driving around Africa now. He had approximately 650,000 km on the odometer and was also driven with great care by me, even when accelerating hard.

If it ever breaks down, I'll take it apart and take some pictures of the damage.

'But apparently, none of you would replace the intake manifold pressure sensor, or even suspect it as a cause?'

I checked my VTG (variable transmission gear) recently, and it's working perfectly. The charger makes absolutely no noise and builds up full pressure.

What do you mean by 'VP37 injection adjustment'? Can this be checked with VCDS? If so, how?

As I mentioned, this problem has occurred twice now: this weekend and once many years ago.

Please don't misunderstand me, I really like my cars and take meticulous care of them. However, if an engine has reached its operating temperature, it needs to be able to run properly; otherwise, it's a design flaw if it sustains damage in the process.
and if an engine fails after approximately 400,000 kilometers, then it has fulfilled its duty }.

You are right that he fulfilled his duty regarding the engine's mileage. However, if the spray pattern decreases due to simply worn-out nozzles, which eventually damage the pistons, then this has nothing to do with poor design, but simply with wear and tear. Even if there is no maintenance interval, it is now widely known that these nozzles exhibit this type of wear behavior.

It's certainly a cost/benefit analysis. Because it doesn't just stop at the injectors; when you're approaching 400,000 km, there will eventually be other things to do as well. I separated from the ASZ (Automatic Start-Stop system) at 360,000 km, and it's still being driven around by someone in the neighborhood, and it has also been allowed to work hard regularly. Whether that makes sense is something everyone can decide for themselves. I also believe that at this mileage, the goal has been achieved.