WBK vs. TDI: Which is Best?

Okay, it seems our time is coming to an end. I'm talking about my time, and the time of my 1990 Passat.
Time had definitely taken its toll on him.
A new purchase is about to happen, specifically a used vehicle.

Next week, I'm planning to visit the DB (German railway company) vehicle depot in Frankfurt and I'll probably get a Golf with a 'Happy End' (likely referring to a specific trim level or feature) or maybe another Passat. I'm thinking of models from the years 1994-1995.

What do you think, should I go with a turbocharger with a swirl chamber, or would a TDI be better? I'm a long-distance highway driver and not a speed demon.

What are the consumption values?
What are your thoughts on mileage?

Sure, here is the translation of the text from German to English:

'cu Jens'
'See you, Jens'

I upgraded from a naturally aspirated engine to a turbo engine (from a Golf 2 with 54 horsepower to a Golf 3 Variant with 90 horsepower).

No comparison .

But based on my very old experiences with the Whirlwind Turbos (driving school) and now occasionally with T3 TD models, I would definitely go for a TDI.
They have more torque (for comfortable cruising) and, as far as I know, are also more fuel-efficient (but be aware that some station wagons have shorter gearboxes, which can reduce fuel economy).

The only reason I might consider getting a pressure washer would be if I wanted to use it with plant-based oils. While there are now many pressure washers designed for biodiesel, I personally would be hesitant if it involved a nozzle that dripped directly onto the pistons.

Furthermore, a DI can also ignite without preheating .

m;

If you're not looking for high performance and prioritize lower maintenance costs, there's a third option: the SDI. There are also Golf III models with a 1.9 SDI engine (68 hp). Unfortunately, SDI engines are disadvantaged compared to TD(I) engines due to a higher displacement tax, as they have a larger displacement relative to their power output.

Here are some advantages I've noticed compared to a TDI:

-SDIs do not have a limit on the number of messages.
-In the AKU (annual inspection), the water pump is not driven by the timing chain, but by a V-belt, so the water pump can be easily replaced with a non-original part (allowing it to last 100,000 km longer) and the vehicle will still be roadworthy (with the heater turned off and ideally with minimal lighting, and under light load).
- SDIs do not have a turbocharger, nor all the associated sensors and actuators that control it.
- SDI engines have as much torque at low RPMs (below 1300 RPM) as their TDI counterparts, which are 50% more powerful. Starting and maneuvering, or pulling someone out of a snowdrift, is a lot of fun (especially when combined with a precisely adjustable clutch).

hello
Holger.

I have the G3 1Z, and I also used to have the AKU in my ex-girlfriend's Polo 6N2 for a while.

- The water pump on the G3 is also driven by the V-ribbed belt.

- You're absolutely right about the torque; I preferred driving the SDI version in the city.

"But Jens wants to drive on the highway, and even on the acceleration lane, he'll miss the turbo with the SDI - you don't always have to drive with full power, but with a TDI, you can accelerate quickly if you want or need to; with the SDI, it's a different story."

m;

The word 'KeilRippenRiemen' is too long. I think that 'Keilriemen' as an umbrella term also includes belts with many small grooves. When talking about a timing belt, we don't say '248-teeth belt,' even though it doesn't have one tooth but 248.

Regarding the Autobahn: You know, I often drive in the Stuttgart area on the Autobahn during rush hour for work, mainly due to time constraints. Of course, with faster acceleration, you can more easily merge into the traffic flow, even ahead of the next truck. And you can then more easily pull out from behind a truck and accelerate to the speed of the left two lanes (130 km/h). But that's about it. With an adaptive cruise control (ACC), you're just 5 car lengths behind, and ultimately, you're not slower anyway, because you're part of a huge 'tin avalanche,' and even a rocket engine won't help at that point. Besides, the A81/A8 is consistently 120 km/h on the sections I drive.

Conclusion: Whether you reach your destination quickly under local conditions depends 99% on traffic flow and 1% on acceleration. Because of that, I'm even willing to forego 10 cents; I'll keep that feature permanently turned off. Acceleration is just a fun factor, nothing more, nothing less.

Regards,
Holger[/b]

"At 10 cents per piece, all I got from that vending machine was Russian chocolates - absolutely nothing else!"

The part wasn't any faster, but it definitely made a big impression on the road (it looked like an upside-down atomic mushroom).

I mostly drive on empty, winding highways, and sometimes the 1Z speed limit feels too low because it only allows for 140 km/h on the inclines.

If you were to lie down on the A62 highway, you would likely starve to death before you were hit by a car, as it's usually so empty.

And on the B51, you either need an insane amount of patience or an insane amount of horsepower - I have a turbo, so I can choose how I want to do it .

m;

ahh,

The Arosa might be slightly lighter than the 6N2, which would put the issue of the "weak SDI" into perspective.

m;

Okay, my experience with 10ct fuel has only been with RME (biodiesel), so I can't comment on its use with diesel fuel. And the acceleration gain was noticeable, very noticeable indeed. However, there are a few factors that might have been different in your case:

- My AGR valve and throttle are defective, which is why I'm experiencing a quicker response.
-RME has a lower calorific value and a disproportionately higher smoke point, resulting in a relatively higher acceleration gain with RME, and a price difference of 10 cents.
- Were the intake passages clear on your car (due to EGR sludge)?
-was the free Wi-Fi still available?

Right now, I'm driving a lot in the city. Once a week, it feels too slow for me in certain situations, for example, at a green traffic light sequence. Most of the time, however, the vehicles in front of me are too slow, not me! } That's not enough for me personally to activate the 10 cent feature. I prefer to drive a little slower and not put as much strain on it when it's still cold. And it doesn't jerk then either. The potential time savings from the 10 cent feature would simply be too small and would be lost in the measurement noise (there are still hundreds of other factors that can interfere).

Regards,
Holger.

Okay, and one more thing about the AKU (general inspection) and long distances: Because a 6th gear is definitely missing, it starts consuming a lot of fuel from 140 km/h onwards, and the oil consumption also increases proportionally from that point (but always remains within the tolerance). Then it's already running at about 3400 rpm , the maximum speed according to the speedometer is 165 km/h, which I obviously avoid.

IMO ist der AKU im Lupo/Arosa aufgrund seiner Übersetzung definitiv nicht für Schnellfahr-Langstrecke gedacht. SI actually wanted to.

With a 6th gear, a fuel-efficient cruising speed of 150 km/h (at 3000 rpm and maximum torque) would be easily achievable, because even in 5th gear, it maintains a stable 130 km/h at 3000 rpm and maximum torque when climbing a 6% incline.

One option would be 14-inch wheels, but it's not worth it for my driving style (I rarely drive at high speeds over long distances), and they would negatively affect the relaxed cruising at 59 km/h in 5th gear.

For a Golf III 1.9SDI, it's probably a more affordable option.

Oh yes, the unladen weight according to the vehicle registration document: 1050 kg.

I'm missing the entire rear seat, the spare tire and accessories, and the engine cover. So, with an empty tank, it's probably around 9XX kg.

My tractor, with all its attachments (including the operator), weighs almost 1400 kg .

Starting at 140, it also begins to get thirstier.

The speedometer reads 140 km/h at 3000 RPM.

Another argument in favor of a G3 TDI: it already has the complete cruise control software and hardware installed. Just one button is needed (if it's unlocked) to activate it.

To the best of my knowledge, SDI models are not available with cruise control.

m;

So, including the pilot, the weight comes to 1050-1090 kg for me (depending on the fuel level).

In the 1980s, some Volkswagen diesel engines had an electric gear that limited the vehicle's maximum speed. However, at the most fuel-efficient operating point of the engine (as shown in a 'Muschel' diagram), the maximum speed achievable in that gear, approximately 90% of the maximum torque, and the maximum engine efficiency all coincided.

Why was the 'E-Gang' (presumably referring to a gear) discontinued? Did they think people were too stupid to understand it ('huh, I'm going slower in the highest gear? Something must be broken on the car')?

Hi,

"Regarding the engine speed: It's something like that... although some cars have had it recently. For example, the slightly older ASZ engines in the Polo (like Ulf's) and Ibiza are geared in a way that they reach a real speed of 60 km/h in 6th gear at 1000 rpm. This means they definitely won't reach their maximum speed, as they won't be able to achieve a real 240+ km/h, even on steep hills (even though the Ibiza forum claims otherwise). Instead, you'll get around 200 km/h at 3400 rpm... that must be amazing. However, they seem to have moved away from that with the newer ASZ engines."

Quote:

and then they ruin the experience of cruising at 59 km/h in 5th gear.

With 14 Zoll wheels (I assume you have 13-inch wheels now), you wouldn't really mess things up too much, because the longer-geared TDI models can also handle it without any problems, even in 5th gear - in this range, the turbo barely plays a role, as I already mentioned. My ASV, with its 1240 kg weight, can still drive just below 50 km/h on the speedometer in neutral in 5th gear without significant jerking.

Best regards,

Jan.

because the longer-translated TDI models can also do it in 5th gear without any problems

'My car can also do that, but the engine vibrations become too high, and even the tailgate starts to rattle. It's probably due to some resonance. It's a matter of the engine mounting and the dual-mass flywheel. It would probably need more mass, which, of course, also has its disadvantages.'

I've been wondering for a long time whether a V8 engine might be advantageous due to its more even torque delivery within a kilowatt range.

Does anyone have experience with vibrations at the lower end of the RPM range and cylinder count?

Regards,
Holger.

You don't need a V8.

The AKU (automatic air conditioning system) can also operate with very little vibration - at least, that's the case in the Polo!

Do you have a fixed or a suspended engine mount?

The upright (like in the G3) vibrates, while the hanging (Polo 6N2, G4, etc.) is significantly less prone to vibration.

m;

Hi,

At Seat, there's usually a bit more rattling than at VW ... I specifically increased my idle speed by 18 revolutions per minute to avoid the resonant frequency of the instrument panel. I have no idea which engine mounting system is used in the 6K GP01, but considering it's a Golf 4 engine, I would guess it's the hanging type.

However, this is actually harmless when driving at low speeds. The automatic stabilization valve (ASV) only really rattles after a cold start in very low temperatures or when the engine speed drops below the idle speed.

Best regards,

Jan.

Nope, Jan.

The ASV (air suspension valve) is mounted horizontally in the G4 and vertically in the Ibiza, using the exact same mounting points as my 1Z (same part number!).

If you don't want the ASV anymore, I'd be happy to take it for my Golf .

m;