Forum-Erfahrungen mit PD's? | Posts 16+

Hallo , ich fahre einen Golf Variant Bj 03/2001 mit dem AJM Motor, habe jetzt ca 40000km runter ohne Probleme !!! Das mit dem Kaltstart wenn es draußen unter 0 Gard ist oder er länger als 3 Tage steht ist echt scheiße!!! Da läuft der Motor als wäre es n 3Zylinder und hat null Leistung !!! Gibt man mal nach ner Zeit im Leerlauf kurz Gas, klappert er als ob kein Öl drin wäre, danach läift er aber rund !!! Das einzige was ich mich frage, wieviel Drehmoment hat nun mein Motor ??? 'The manual states 285 Nm, but I've heard from some people that my car, due to its production year, might have 310 Nm. I wouldn't consider getting it chipped though, because of concerns about durability; the technology still seems a bit unproven. But otherwise, it's a great engine.'

Best regards,
Stefan

Mr.X wrote:

...The only thing I'm wondering is how much torque my engine actually has??? The manual states 285 Nm, but some people have told me that, depending on the year of manufacture, it might be 310 Nm...

It depends on the transmission. Generally, with an automatic or a 6-speed manual, it's usually 310 Nm. With a 5-speed manual, it's typically 285 Nm.

Aaaaaaaaaaaaaaaaahhhhhhhhhhhhhhhhhhhhhhh !!! Danke !!! Dann hab ich wohl 'leider' 310Nm mit meinen 6 Gängen....

Best regards,
Stefan

Mr.X wrote:

Dann hab ich wohl "leider" 310Nm mit meinen 6 Gängen....

...how unfortunate...

I have a Volkswagen Golf IV SE manufactured in July 2002 with a 96 kW ASZ engine and a 6-speed gearbox.

So far, I've driven about 7,600 km. The engine and transmission are excellent, much better than a previous 85 kW PD Bora that I test drove a long time ago (around the end of '99). With the acoustic package, it's also quite quiet. Especially on the highway, the 6th gear makes it possible to overcome almost anything. Torque rules!

I also like that the ASZ model 2003 is supposed to be largely mechanically identical to the ARL. That makes me hopeful regarding its durability .

The only criticism I have so far about the engine is a droning sound around 2,000 RPM in gears 4, 5, and 6 (winter diesel? Low temperatures?). Also, the PD Longlife oil is terribly expensive .

I have absolutely no issues with stalling, idling problems, or cold starting difficulties. The engine starts pulling strongly from around 1,500 RPM, and it becomes almost frighteningly powerful from 1,800 RPM onwards.

"The oil consumption has been 0.5 liters at a mileage of 7,200 km (a warning message already appeared). The fuel consumption is between 5.6 and 5.8 liters according to the MFA average. When refueling, it's slightly more (calculated): approximately 5.8-6 liters. I drive about 15% in the city and 85% on highways, mostly at a speed limit of 130 km/h, for a total of 60 km per day. I only use premium diesel fuel."

Die Karosseriequalität ist leider nicht so begeisternd. Diverse kleinere optische Mängel wurden vom Freundlichen zwar großzügig beseitigt, vor allem das Klappern der Hinterachse rechts und mittlerweile in der Konsole hinter dem Radio nervt aber. Das Kombiinstrument ist nicht annähernd staubdicht. HässSure!

At kilometer 1,400, I experienced a near brake failure (without a workshop report to confirm!). There's wind noise at the driver's side door. After successfully resolving the initial issues, the workshop seemed helpless and offered no further solutions.

Hi,

Actually, I'm just lurking here, as my expertise regarding modern engines is limited to refilling various fluids and registering for service appointments on time. The last car that I actually worked on was my Wartburg 353 (I also had my dad's garage available back then).

Now, regarding my experience with product development.
I drive a Passat 1.9 TDI with 85 kW, manufactured in April 2000, and it has over 60,000 kilometers on the odometer. The car is generally very well-built, although the locks (not just the lock cylinders) tend to freeze despite using lock oil. The first engine was also very good, with a top speed of 215 km/h and an average fuel consumption of 5.5 liters per 100 kilometers.
However, at over 40,000 km, the tensioner pulley of the timing belt drive failed on the highway, which effectively ended the life of that beautiful machine.

Following that, VW installed a new machine (they covered 100% of the cost, and my workshop really put in a lot of effort). But since then, the car hasn't been quite the same. I went through the initial setup procedure like when it was brand new, but somehow, the car isn't running properly.
The top speed is 190 km/h. The fuel consumption increased by approximately 1.5-2 liters per 100 km, despite similar distances and driving style. And when going uphill, I always try to use the floor pedals to help push.
"Additionally, I occasionally experience issues when transitioning from coasting to light acceleration (jerking) at 1800-2000 rpm, and someone has apparently drilled a huge "turbo lag" into it (about a 1-second "thinking pause" in the RPM range of 2000-2500 rpm). But this topic is often discussed here (and that's how I ended up on this forum)."
The fact that I sometimes don't have any vacuum in the brake system after leaving the vehicle standing for 4 hours was dismissed as irrelevant, even though I think there might be a connection given all the components that rely on vacuum.

The workshop then replaced the mass airflow sensor, but there was no effect whatsoever. And according to the workshop, the error memory is empty. Regarding the poor engine performance, they simply refer me to the permissible tolerance ranges.

Overall, I would be satisfied with the vehicle if it had a different engine or if someone could resolve my issues (which may stem from peripheral components rather than the engine itself).

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

"ejmk" is a string of characters that does not have any meaning in either German or English. It could be an abbreviation, a code, or simply a random sequence of letters. Without more context, it is impossible to determine its meaning.

ejmk wrote:

Die Maximalgeschwindigkeit liegt bei 190 km/h, der Verbrauch stieg bei annähernd gleichen Fahrstrecken und unveränderter Fahrweise um ca. 1.5-2 l/100km an und am Berg suche ich immer die Bodenklappe für die Beine, um mithelfen zu können.

Have you ever done a 2000-4000 RPM pull test, or have you ever had your car put on a dynamometer?
"A reduction of 20 km/h is significant and, based on calculations, indicates approximately 25% less power compared to the first motor."
In my opinion, this would be a strong reason for making a complaint.

Quote:

Die Tastsache, daß ich manchmal nach 4 Stunden stehenlassen des Fahrzeuges keinen Unterdruck auf der Bremse habe, hat man als nicht zur Sache gehörig abgetan, obwohl ich denke, daß bei den vielen unterdruckgesteuerten Teilen da doch ein Zusammenhang bestehen könnte.

There appears to be a leak somewhere in the vacuum system.
If it's that large, it might not generate the necessary vacuum to build up full boost pressure, and that could be the entire cause of the problem.
However, this would be clearly detectable during a test run. Which doesn't necessarily mean anything, as "inconvenient" data is apparently often ignored or deleted by the manufacturers.

Hi,

Quote:

Have you ever done the 2000-4000 RPM pull test, or have you ever had your car put on a dynamometer?

First of all, thank you for the tip. I don't have access to a dynamometer, and I'm not sure where to find one. But I will definitely look into it.
Regarding the permeability test, I have one more question. The table (C39:49) requires torque values to be entered. Where can I find those values?

Quote:

"A reduction of 20 km/h is significant and, based on calculations, suggests approximately 25% less power compared to the first motor." In my opinion, this would be a strong reason for making a complaint.

I've been complaining from the very beginning.

Quote:

There appears to be a leak somewhere in the vacuum system. If it's that large, it might not generate the necessary vacuum to build up full boost pressure, and that could be the entire cause of the problem.

I also fear that some simple mistake is causing these problems.

Quote:

However, this would be clearly detectable during a test run. Which doesn't necessarily mean anything, as "inconvenient" data is apparently often ignored or deleted by the manufacturers.

The vehicle was in the workshop for a total of approximately 8 weeks, with one period lasting more than three weeks continuously. A measurement test should have definitely been carried out during that time.
And if workshops ignore data that indicates errors, then the effort for this technology can be avoided, and the vehicles can be sold more cheaply. As a customer, I have no way of verifying this.

ejmk wrote:

. Regarding the permeability test, I have one more question. In the table (C39:49), torque values are supposed to be entered. Where can I get those values from?

Hi.

The DZR (presumably a device or system) calculates an approximate torque curve based on the provided maximum value at 1900 rpm and the power output.
You can copy and paste these data into the yellow "Moments" column next to it, and the DZR will be ready to go.

Hello everyone,

Volkswagen Passat, model 3BG, manufactured in January 2005, engine code AVF, 130 horsepower, 6-speed manual transmission.

Mileage: 29,500 km

"I'm generally satisfied with the car, but it has a problem starting when the engine is cold (it tends to stall quickly) and the engine runs unevenly. It feels like driving a gasoline engine that's prone to misfires. You can definitely notice it when using cruise control."

Best regards, Danilo.

Hello!

I have owned an Audi A6 Avant for approximately 9 months and 20,000 km with...
1.9L engine with 130 horsepower. The engine code is AVF (with a 6-speed transmission). As far as I know...
AVF is identical to the AWX, but with different torque specifications for the transmission (285/310 Nm).

Problems.

My engine occasionally sputters during steady driving, especially when transitioning between driving and coasting. Additionally, I noticed today that I have a damaged pressure hose. Since I temporarily patched it with tape, the engine is running very well.

That's better than getting a tax refund.

With the EGR disabled, it runs great (I believe I can get used to that ).

Best regards,

Werner.


PS: Hi! Ulf's idea for the survey is great; it seems like the problem might be related to latency/lag.
"This issue often occurs during the transition between driving and pushing modes."

Volkswagen Golf 4 GTI-TDI, year 2000, 6-speed manual transmission, AJM engine, 285 Nm torque, 235,000 km mileage.

Problems: A set of new rings for the PD elements.

Volkswagen Passat PD-TDI, year 1999, 5-speed manual transmission, AJM engine, 285 Nm torque, 190,000 km mileage.

Problems: None.

Wow, it's amazing that someone is digging up this old topic again .

But please continue, because such a collection might still be of interest to potential users who are considering switching from other platforms.

Regarding this matter, here are my previous experiences:
2004 Polo with ASZ engine, mileage currently at 18,000 km, approximately 6,000 km of which were driven with a chip tuning modification. No common problems associated with the PD (Pumpe-Düse) injection system have been encountered so far.

Volkswagen Golf IV, AJM engine, 4motion (all-wheel drive).
Has approximately 140,000 kilometers on the odometer.
'Chipped since approximately 80,000 km.'
1 x cylinder head gasket.
2x LLM -> then AGR deactivated -> no more problem.

A turbocharger might soon be causing me trouble, but with that level of boost pressure, one can probably only speak of self-inflicted problems.

Volkswagen Golf IV Special, March 2002.
Currently 129,000 km.
AXR 74 kW / 101 hp with 240 Nm of torque. For the last 4000 km, it has been running at 96 kW and 290 Nm (OBD).
AGR disabled.
Biodiesel plant.
Fuel consumption: 5.5 - 6 liters (15% city driving, 15% rural roads, 70% highway).
'So far, no clutch slippage despite the increased power output, and it's still running on the original clutch with 90,000 km (approximately 56,000 miles) of use as a driving school car by the first owner.'
No rattling or creaking.

Defects:
The membrane in the vacuum sensor for the exhaust cooler failed at approximately 100,000 km. During troubleshooting, I received a new turbocharger, mass airflow sensor, and boost pressure control valve (under warranty).
Broken glove compartment lid bracket (previous owner).
Rattling noise from the left side mirror.
Popping sound when opening the driver's side door, which can be temporarily fixed with WD-40 for about 6 months.

Volkswagen Golf 4, engine code AJM, 116 horsepower, common rail (PD) injection, 6-speed manual transmission.

305,000 km, first clutch, transmission, etc.
'There's a head gasket issue; it intermittently loses coolant since 10,000 km.'
PD elements, ZKD Turbo - nothing done.