Warum kein VR6 TDI | Posts 16+

dieselmartin wrote:

The 2.7 Audi engine??? Yes, 10 more horsepower that you don't really notice, but it consumes 2 liters more fuel. Compare the values for the A4 (2.0 170 hp vs. 2.7 180 hp). That V6 engine must be incredibly impressive to make someone go through all that trouble. m;

Well,

Some people claim that the camshaft timing chain replacement intervals were simply not suitable to be extended to match the long-life maintenance intervals .

Quote:

Someone who finds a 4-cylinder pump nozzle perfectly acceptable and absolutely brilliant, even when used under nighttime temperatures of -20°C.

Then listen to mine when it's regenerating in the city:
- Idle speed of 1000 rpm, as if the carburetor is completely misadjusted.
- Nail like an LT28 with the D6 machine, which was also used on Volvo 240s.

This pleases society.

I don't drive a diesel car because I want something comfortable. Even when I run a marathon, I sweat, and even expensive clothes worth 1000 euros don't really help with that. A diesel engine just rattles, and then they want to skimp on insulation for my future car... because if we always want quieter cars, they will become heavier... I'll take on Ulf's role while he's on vacation .

@Martin, I'm not familiar with that, but the acoustic artwork at low temperatures, accompanied by shaking and rattling, is truly amazing!

- Nail like an LT28 with the D6 machine, which was also used on Volvo 240s .
Yes, and? They were also available in the 740 model (Thor's Hammer).
Beautiful, well-bred six-year-old. Engine displacement instead of spoilers .

Rudi wrote:

Yes, and? They were also available in the 740 model (Thor's Hammer). Beautiful, well-bred six-year-old. Engine displacement instead of spoilers

.

Pfff, short-stroke diesel engine with a built-in design flaw (cylinder head warping).

... with a built-in design flaw (cylinder head distortion).

It wasn't a problem with a properly sized cooler (even not with 1000km with
Trailer and a second car ('stacked' on top).
Volvo originally intended the coolers for the Australian market.

Best regards,
Rudi

Rudi wrote:

It wasn't a problem with a properly sized cooler (even not with 1000km with Trailer and a second car ('stacked' on top). Volvo originally intended the coolers for the Australian market.

Well, Volvo was probably much smarter than the supplier, VW.
In the LT (likely referring to a specific vehicle or racing class), the engines tend to fail relatively quickly because they are subjected to much greater demands. A short-stroke monster engine simply isn't a good choice for a utility vehicle motor.
The 6-cylinder engine is structurally identical to the 4-cylinder engine, and the 4-cylinder engine has always performed poorly in vans. In contrast, he was excellent in the car.
I know that the engines in Volvos, when properly maintained (allowing them to warm up properly and not being abruptly shut down when hot), had an almost indefinite lifespan, while in VW LTs, they were considered wear-and-tear parts.
And the cylinder head was redesigned three times before it finally worked well starting in 1993 (in the LT model).

Regards,
Jens.

That's true .
The ZKD was also available in a blister pack from Volvo.
I was lucky back then, or I had a skilled salesperson who, within the scope of...
AHK retrofitted the larger radiator.

Best regards,
Rudi

HI,

Quote:

@Martin, I'm not familiar with that, but the acoustic artwork at low temperatures, accompanied by vibrations and shaking, sounds absolutely amazing!

A cold ASV (presumably a type of vehicle) idling in second gear in a quiet, small Black Forest village, attempting to climb a very long and steep (around 15%) incline... that sounds like a tractor struggling. You don't even need to add frost to it...

Best regards,

Jan.

Hi Jan,

My neighbors also watch every morning to see if I leave the house on time.

When I come home in the evening, they notice it less.

Best regards, Jochen.

In my SSP392 for the Audi A5, under the "Transmissions" section for the 6-speed manual transmission, it mentions, for later use, a 2.0L CR R6 / 4V TDI.

That's probably a typo, but it could also have been something else .

... 2.0l R6 ...

BMW

However, that doesn't apply in conjunction with diesel engines... BMW only uses 4 cylinders in their 2-liter diesel engines.

Has anyone ever considered the angled pistons and the unfavorable, one-sided, high cylinder head design in VR and W engines when discussing VR6 TDI engines? These features already cause significant problems in existing engine designs. Thermodynamically, managing knock and controlled combustion is significantly easier with two overhead camshaft engines.

Best, Tom.

Well...

A diesel engine won't knock as much, but since the valve-free pistons in the 2.0 16V already feel like something special, the angles between the cylinder head and the pistons will also be a problem in the diesel, even with a "mere" 18:1 compression ratio.

But VW can't be that naive to first "develop something" and then realize what everyone already knows from casual conversations...

m;

Hello!

dieselmartin wrote:

But VW can't be that naive to first "develop something" and then realize what everyone already knows from casual conversations...

They were, they are, and they will continue to be...

For example, see the very latest Passat Blue Motion.

Many drivers of older TDI models scoff at the idea of consuming over 5.1 liters of fuel.
"I'm already getting 4.9 liters per 100 kilometers on the country roads at an average speed of 75 km/h with my old automatic TDI."

Sure, here's the translation:

"Other examples?" The door construction in the G5, or the rear axle...
These are fantastic developments, but they cost a huge amount of money, especially in production and, even more so, in service. And under normal operating conditions, it offers no advantages whatsoever.

BYE
TDI mechanics.