leicht OT: Fahreindrücke Vergleich PD-VP | Posts 24+

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!

loveme wrote:

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

Hm, can you please read out the part number and software version of your engine computer as a "reference" for others?

Do you know more about the exchange, or specifically, when the "good" software was originally included?

I don't have a diagnostic device at home, unfortunately. I only have a laptop with a USB port, and I find the €300 price tag a bit too expensive!

But I'll have to look through my records!

The modified control unit is available from the beginning of this year!
I have no idea when this started to be included in the series!

Ulf wrote:

Quote:

Hmm, could you please read out the part number and software version of your engine computer as a "reference" for others?

Here are my documents!
Excerpt HST2:

Problem Description
Irregular idling during warm-up phase.

Cause
The engine runs unevenly between 20-70 degrees Celsius coolant temperature. The uneven engine running is also noticeable as a misfire inside the vehicle cabin. In a manual transmission, when the clutch is engaged, the engine's operation returns to normal.

Serial Solution
New Software Implementation:
96 kW ASZ, Model Year 03, with manual transmission, Data Status 5259
110 kW ARL MJ/03 with manual transmission, data status 5352

KD Solution
Please compare using the following table to determine which tax equipment is required and order the KD solution through ET-Kassel.

Predecessor---------- Successor---------------Data Status
+++++++++++++++++++++++++++++++++++++
038 906 019 FG-----038 998 019 A-----------------5362
+++++++++++++++++++++++++++++++++++++
038 906 019 HJ-----Gearbox/ 4-Motion-----5259
-------------------------038 906 019 HJ

-----------------------Automatic Transmission--------------5363
-----------------------038 998 019 B
++++++++++++++++++++++++++++++++++++
038 906 019 HH---038 906 019 HH----------------5352


I hope this is comprehensive enough!
Therefore, I now have data up to level 5259!

Has anyone ever successfully driven a PD without ever having it shut down (I've managed to do it myself several times)?

When I think of the V6, driving on the country road at a moderate speed, only between 1000 and 1400 RPM, it's almost like a tractor

Okay, the V6 simply has more momentum, so you can't get that out quickly. The PD engine becomes more flexible as it's used, I only had to rev it a few times in the first 5000km. But it also had to do with the fact that my predecessor, the Golf 4 ALH, had shorter gear ratios (and significantly so!), which made it easier to remove the engine.
It's all about getting used to it, and the PD also handles lower speeds well, which makes it less sensitive.

loveme wrote:

Here are my documents! . . .I hope this is comprehensive enough! Therefore, I now have data level 5259!

Okay, that's enough.
Thank you

Hello everyone!

Today, I had another opportunity for a thorough PD test (which is why business trips are so useful ).
This time it was a 5-door Golf with the 1.9 TDI and 77kW engine. A very harmonious engine, as I find. The "small" 105 hp engine gets off to a much better start than the 130 hp engine. The way the torque is developed is much more harmonious and also less spectacular. There was no sign of starting difficulties or reluctance to start.
The Turbosound is simply brilliant . Even the slightest movement of the accelerator pedal, even from idle speed, modulates the Turbosound. That's almost addictive!
Especially, lifting the accelerator pedal during gear changes or removing it causes the engine to rev higher.
The engine also works very well with the 6-speed gearbox. One can always find a good translation.
The consumption was also quite okay. At moderate speeds on country roads and short highway journeys, the fuel consumption was just below 5.5 liters per 100 kilometers.
I also find the "jerk" damping of the MSG interesting. If you just briefly touch the gas pedal while the car is rolling without any throttle input, you'll still hear a faint, ticking sound from the fuel injection system for a short time after you've lifted your foot off the pedal. A clear indication of a strongly suppressed and smoothed target value.

Okay, that's enough now.

Greetings
Alex

P.S. I could easily imagine that, with a moderate power increase, one could achieve a harmonious 130 horsepower engine.

Hi Alex!

Have you also noticed a strong dependence of 'in the seat pressure' on the LD?
Personally, I feel that way. For example, when you press the accelerator pedal firmly at 2000 min^-1, you immediately feel some boost. But it really starts to accelerate shortly afterward, when the turbo pressure is also applied. You can almost feel the turbocharger spooling up. That suggests a strict smoking restriction to me.

Hello, how are you?
Joe