leicht OT: Fahreindrücke Vergleich PD-VP | Posts 16+

Hi,

The ASV even manages to gently climb hills in 4th gear while idling, which is not a problem at all. The ASZ was almost out of gas when it was starting...

I've also driven the ASV up to the top of a hill with a caravan, and I've also managed to push the caravan through a 10 cm hole while it was stationary.

Best regards,

Jan

Besides the 330D and anything over 270CDI, you should definitely consider a suitable V6 TDI, and you'll quickly change your mind. From the VAG group, I haven't seen any 4-cylinder engine that would have overtaken me on the highway so far.

Um, Marco, this was actually about driving skill, not about 'dependence.' But since you're bringing it up, the 163PS V6 in the A4 was really struggling against me, because I'm lighter. Sorry, but I think the 2.5er is a flawed design, born out of necessity. (nothing against your car!)
The 2.5 engine is so sluggish when accelerating, it's difficult to control the rear wheels, which makes for a frustrating experience.
The only engine that I always enjoy is the 400CDI, which is a diesel. The 320 is also not bad, but the sound of the 270 is just more convincing.

The issues with navigation using the PD (which I also initially experienced) are resolved, as the PD becomes more flexible with increasing mileage.

And the short translation also plays a role, for example, the 90 horsepower is designed for the Golf 4 to reach 180 km/h, and it achieves this at 3750 rpm, while my AWX achieves 210 km/h at moderate 3800 rpm. Thankfully, I still have some 'Paltz' available up to the 2.5L V6 engine range...

Why do I suddenly think that I am the one being referred to?


Well, you've complained about the handling of your ASZ. I've been driving every day for 3 weeks, covering 70km twice a day through the beautiful MainSpessart area to work, and I'm noticing that the fuel consumption is decreasing and the range is increasing. And this is all happening at increasingly higher average speeds.
The rattling doesn't please either Longlife or the performance.

As a VP (Vice President) driver and PD (Personal Director) driver, I can confirm several statements.
I think the VPs are more harmonious. Our PDs have a gap in the lower range, and this also affects the upper speed range. The car has absolutely no added catalytic converter, and it's essentially always running at the limit. However, the PD clearly doesn't like to exceed 3500 rpm. Even at 160 km/h, he becomes sluggish; my 1Z can manage that in 4th gear
But otherwise, the PD engine is definitely the newer one, it's a bit more refined in terms of noise and overall feel, but it may also be better insulated in the Golf 4. I wouldn't buy a 100PS PD engine; I'd go for the 130PS version or the new 2.0L.

I still have the E270 CDI (the new one). Well, it has good torque, but it's definitely a car designed for the highway. For the country roads, the car would be too sluggish due to its high weight, and the engine is a bit weak.
Recently, I've been driving a newer 330d with around 204 horsepower (does that come standard?).
That's a diesel! Fantastic car, fast, endless torque, good gearing, and optionally able to run on 6.5 liters or 18 liters at approximately 260 km/h (according to the speedometer)

Hello,

As far as I know, the new 330d has 226 horsepower, or does it? It was always one of the best 6-cylinder engines I knew (even the older 330d with 'only' 198 horsepower). What I really need is for the VAG 4-cylinder engine to consume less fuel than the 6-cylinder engine. But I don't think the turbo should break down. Then it's really expensive.

I need to defend my V6 again. When the 130 horsepower engine tries to overtake me and I give it gas, it just sputters and diesels! I'm sure it won't overtake me (based on my own experience). His doesn't even have 163 horsepower .

Maybe the other V6 engines should also get their mass airflow sensors replaced

Only during the fun driving, when the consumption is higher, might he need less.
But VW, of course, didn't invent the automatic transmission. The 130 horsepower engine should also consume 10 liters at full load, which is a small consolation.

Julian wrote:

Well, you've complained about the instability of your ASZ.

That's how he was delivered = with a late night arrival.
Since the correction, I have nothing more to complain about regarding the gear ratio.

Convinced by the VP, but now also by the PD. I don't see any evidence of pushing from the top down; all the PDs I've driven so far have reached speeds of up to 4,000 RPM, and you shouldn't expect more (even though ours can reach 4,500 RPM). When I go back to school soon, I can test how quickly the PD can accelerate downhill. The 1Z achieved almost 200 km/h at that time. The PD is likely to improve further, as he's already reaching speeds of almost 210 km/h on the straight, according to the speedometer, and has 4,200 revs per minute on the rev counter.

The VP is not as stiff and doesn't stick to the boost pressure when operating in reverse. The PD relies on boost pressure; without it, it becomes sluggish. But he has enough air, and nothing of all that is felt.

Best regards, WarLord

Only during the fun driving, when the consumption is higher, might he need less.
But VW, of course, didn't invent the automatic transmission. The 130 hp engine should also need 10 liters at full load. A small comfort.

Indeed, the last full-capacity test at the ASZ resulted in 10.5 liters per hour...
however, even HE is unable to raise the overall average above 8, despite all his efforts
During vacation, meaning without driving on the highway, the fuel consumption can even reach 5 liters per 100 kilometers.


See you, Gremlin

Hi,

To keep the overall fuel consumption "low", even a short trip without full throttle is sufficient.

My extreme last year was about 70...100 km (I'm not entirely sure) on the A2 directly after filling up and resetting the MFA. I basically drove at full speed (when driving at full speed in 5th gear, the instantaneous fuel consumption in the ASV is 12...13 l/100 km) and at the end (i.e., at the 120 km/h signs before BS), I had an average of 10 l/100 km on the display - the result of some traffic-related slow stretches. Average speed was 172 km/h for this section, I was driving at around 190...205 according to the speedometer.

But let's get back to the topic: @Ulf: The camshaft correction has not changed the weakness below 1500, has it?

Best regards,

Jan

Oops, I might have started a huge thread

Well, because it's so nice, here are two additional notes.

1. The fuel consumption with the Passat Kombi was surprisingly low at 7.7 l/100km, especially when driven aggressively. Almost exclusively on the Autobahn (A7) and at speeds between 180 and 220 km/h. The MFA display rarely showed figures below 14 l/100km. I had already feared the worst, but the gas station has shown me a better way.

2. I also noticed a certain tendency for the PD to be jerky in the partial load range. This resulted in a very narrow operating range that it didn't like. Then he really stumbled.

Greetings
Alex

By the way, our 100hp PD engine can also be easily revved up. You don't even need to drive incorrectly. However, they don't like being driven without gas or with little gas, and they reward this with stalling. The best example is always searching for a parking space at slightly more than walking speed in 2nd gear. Our PD engines often respond to giving it gas by shutting off the engine. Also, they don't move as nicely at 1100 rpm as my 1Z does.

Regarding the expected final speed, I was a bit disappointed. My 1Z had a maximum speed of 200 km/h according to the GPS, while our Variant 100 PS PD engine just manages to reach this speed according to the speedometer. On a straight road, it usually reaches a maximum speed of around 180 km/h, and with a longer stretch of free road, it can reach 190 km/h.

My fuel consumption is too high, but it might be due to the heavy variant. I can't get it below 6l per 100km. However, I shouldn't exceed 2000 rpm and this should be at approximately 50% on country roads! My 1Z needs a cheerful 4.9l

I attribute this phenomenon to the fact that we cannot drive our PD so aggressively. When I drive the 1z at 5th gear through town, it's manageable. However, with the PD, I experience a crisis while doing so. So, you drive in 4th gear, and that costs fuel.

But, for the sake of fairness, one must say that the PD likely weighs at least 250kg more.
(Golf 4 Variant with large navigation system, automatic climate control, electric folding mirrors, electric parking brake, ESP, ABS, alloy wheels, parking sensors, multifunction steering wheel, heated seats)

What I like best about the PD is the noise level

@Manuel V: the 330d is a 2003 model, there were reportedly at least 3 different versions of this engine. The first one with something around 180 and 190 horsepower, one with just over 200 horsepower, and the current one in the 5 Series BMW with >220 horsepower and 500 Nm.

@Drivers with PD (Personal Data)

If you want a motor that runs better at the bottom and becomes more powerful overall, then try replacing the small intake snorkel with one that has a larger diameter. The effect is a combination of a 'faulty' AGR (the turbo responds better) and a blocked clutch pedal sensor (the engine responds more directly to the gas).

I have replaced the intake pipe to the air filter on my Golf IV 100PS PD AXR with a flexible pipe 60mm in diameter, based on Ulf's technical article. I have kept the air flow from the grille and behind the headlights. The flexible pipe is approximately 5 cm shorter than the original. A 70mm or 80mm pipe would also fit. Flex is designed this way because the air filter opening is oval.

The engine responds better to the throttle, revs higher. In first gear, there was a feeling that the engine had less power than in second. This 'stiffness' is also gone. One has subjectively experienced around 200 U/min more power earlier.
I haven't been on the train yet. Top speed was never a problem for me either. Always reached around 200 liters per minute at approximately 4200 RPM.
I like the larger intake manifold better. It closely resembles the reports from the VP. However, I haven't driven it yet. The AXR is my first diesel.
It didn't run so well without the intake pipe.

The AGR is still 'completely functional'.

That makes one wonder what VW has done wrong.

(All information is subjective)

Jan6K wrote:

@Ulf: The camshaft correction hasn't changed the weakness below 1500, has it?

No, it no longer appears to be constricted from above.

powermac wrote:

I have replaced the intake pipe to the air filter on my Golf IV 100PS PD AXR with a flexible pipe 60mm in diameter, based on an article by Ulf. I have left the air flow from the grille and behind the headlights as it is. The flexible pipe is about 5 cm shorter than the original. A 70mm or 80mm pipe would also fit. Flex is designed this way because the air filter opening is oval. The engine responds better to the throttle, revs higher. . .

That it could also be profitable at low speeds, I didn't think was possible (because there is usually no vacuum created in the LuFi box).
Maybe it's due to the 5cm shorter length -> resonance effects...?

Where can I find 60mm flexible pipes?
I've only seen 100 and 125 (?) caliber firearms in hardware stores so far.

If you look at the original pipe, it becomes clear. The opening is estimated to be only half the size of the air filter housing. It takes some time for a flow to build up. This could also explain the tendency to rotate upwards. It seems like the engine is running out of air.
Furthermore, this vacuum also affects the exhaust valves (AGR, VTG, etc.). These are quickly ventilated again due to the large pipe. This should not be ignored. Small animals also make mistakes.
Unfortunately, I don't have a digital camera. Therefore, I cannot provide images.

Why this VW is so loud is a mystery to me. It's likely that they are competing to make every decibel louder. Because it becomes minimally louder. Such a low, rumbling tone. Subjectively, it's extremely quiet, but for VW, it's all about objective measurements, so using a measuring device. But compromises must be made.

The flexible pipes are available up to 60mm at ATU. I had to wrap the pipe with tape because it was slightly too small for the air filter housing in diameter. Eventually, when I feel like it and have the time, I'll take a hairdryer and mold a new one out of a plastic pipe. Since the inside of the flexible pipe is not smooth.

powermac wrote:

If you look at the original pipe, you'll quickly see that the opening is only about half the size of the air filter housing. It takes some time for a flow to build up. This could also explain the tendency to rotate upwards. It seems the engine is running out of air.

Yes, generally speaking, to a vacuum cleaner; however, the turbocharger will pull it back out for a TDI - but of course, not without reason -> expert article.

Quote:

Furthermore, this negative pressure also affects the exhaust valves (AGR, VTG, etc.). These are ventilated more quickly through the large pipe. This should not be ignored. Even small animals make mistakes.

Sorry, but I think that's completely irrelevant.

You can also use the original pipe and inject the external pressure for the pneumatics not from the air box, but "openly" through a fuel line filter, piece of cloth, etc. There will definitely be no discernible performance difference.

Quote:

Flexible pipes are available at ATU. Up to 60mm.

Okay, thanks!

Hello!

I often hear about problems with {ENGINE MALFUNCTION} here.

There's a promotion at VW where a control unit with an upgraded software version is installed as a replacement!

If the vehicle has a rough idle with partially noticeable combustion issues during warm-up, and it is a 130 or 150 hp PD engine with the old software, then it needs to be replaced. At least when it comes to golf, I know for sure!

I also had the problem, although only very rarely.
We drove off, stopped after 500m at the next traffic light, and noticed slight burning smells, while the car was stationary.
When pressing the clutch pedal, they would {FEEL}

After replacing the control unit (under warranty!), the problem was resolved, and as a positive side effect, it is now almost impossible to purge !

One can even drive completely without gas, unless you want to make a "Kavalierstart" (a specific starting maneuver)!

With my acquaintances who had a 150hp PD Golf, the difference after the replacement was even more extreme. You had to be very careful and have a lot of feel when shifting gears to avoid stalling the engine. - Afterwards: completely stress-free!

That would be worth checking to see if these problem vehicles also fall under this action!

You can certainly give it a try!

P.S. Drive a 2003 ASZ Golf!
From 4500 RPM, my engine also starts to feel a bit sluggish!