"sterben" moderne Dieselmotoren noch? | Posts 32+

@SeatArosa:

Quote:

The conditions in the commercial vehicle sector are difficult to compare with those in the passenger car sector due to the significantly lower engine speed levels. Okay, if you're already comparing systems of different sizes, then you have to compare the piston speeds and the peripheral speeds, and those are certainly not smaller in a truck.

I'm sorry, but you started the comparison.

Quote:

Okay, and now another argument against timing belts: How about engines in the medium to heavy-duty vehicle segment, where reliability is a high priority?

For a Z-axis machine, the piston speeds are unimportant, but the rated speeds are not entirely insignificant .

Ahhh, now I understand your rejection. Not up-to-date and then complaining... Search function; All PD TDI engines from model year 04 onwards.

My complaints mainly concerned all TDI before model year 2004 .

@Roger: And what arguments are there against using a timing belt (ZR) at lower speeds / the same peripheral speed / higher torque? You already know my suspicion... (and it has nothing to do with the size difference between the systems).

To give this discussion a meaningful conclusion: None of this would have happened if we had used biodiesel. *dodging* Good night everyone.

Hello.

If the potential is exploited to such an extent that the intervals increase to what is called an 'automatic lifespan' (160,000 km), I promise, I will stop complaining!

I fear that the problems will actually become bigger because they will install the part in such a way that no one will be able to replace it anymore, and then these things will fail after >200,000 km.

Pessimistic greeting.
Jens.

To return to the original question:

I drive an Audi 80 TDI from 1994 with a 1Z engine that receives regular replacement of the timing belt and tensioner pulleys, as well as oil (5w40) and filter changes. It's in excellent condition, considering it has over 375,000 km on the clock. The original engine, transmission, and turbocharger are still in place. The only replacement I've had to do was the mass airflow sensor (MAF) at 320,000 km.

Best regards,

Stefan.

Quote:

At 320,000 km, I had to replace the mass airflow sensor once.

You naughty wear-and-tear item, you !

Roger wrote:

You naughty piece of junk, you !

Sorry, there was really no other way .

Something different on the subject.


Dying?
I found that mine (AFN) really started to perform well and come to life after 150,000 kilometers.
During the observed period (100t - 200t), only standard filters were replaced.
No LMM (lambda measuring module), injectors, or other vital parts.

Is this just my subjective perception (at that time, I didn't know about DZR), or do other diesel drivers share the experience that long operating times are necessary to fully exploit the engine's potential?

Hello.

I completely agree with stl73.
My old Passat, manufactured in 1994, has 420,000 km on the clock with its original engine, the original head gasket, the original turbocharger, the second mass airflow sensor, and the second set of injectors.
Consumption at the end: 1 liter of oil per 15,000 km.

Many timing belts fail due to installation errors, or due to tensioner pulleys that are not replaced, which then either break or no longer provide sufficient tension.
The teeth on the timing belt are only there to synchronize the rotation; the force is transmitted by the belt's tension.
If the belt tension is too low, relative movements occur between the belt and the pulley, which generates heat that can damage the belt.
The belt, therefore, fails "thermally" and not purely mechanically.
Furthermore, we have observed significant quality differences between belt manufacturers in our continuous running tests on the belt testing stand.
I have always equipped my TDI's with belts from Hannover since then.

"Der schnelle braune Fuchs springt über den faulen Hund."
Currently.
Passat 35i AFN, heavily used with 1000 km driven per week.
It doesn't always have to be the newest car!

'I once spoke with an engine manufacturer, and they said that the expected engine lifespan is calculated as approximately 450,000 km. So, that's what normal TDI engines should last. With good maintenance, it's often possible to achieve more. As mentioned earlier, nowadays it's more common for auxiliary components and peripheral systems to fail, or for these issues to lead to the engine's demise.'

'My 200D has reached the magic 1 million kilometers and is still running very well (and has been for 350,000 km on regular maintenance). However, the legendary duplex timing chain was replaced for the third time at 900,000 km because, of course, it also wears out over time. A timing chain failure as a cause of death is significantly less common than with a timing belt. Naturally, timing belt drives are even better in this regard (in some cases).'

I actually found the funniest line on this topic in the introduction of a self-repair manual (something like "Now I'll do it myself" or similar).

....modern diesel engines are now designed in such a way that they can easily achieve mileage of 120,000 kilometers (approximately 75,000 miles).

I almost threw it away; at that time, my Audi had almost 300,000 kilometers on the odometer.

Regards,

Stefan.

Hello,
I gave away my Toyota 1800 DX Diesel (64 hp naturally aspirated diesel) with 230,000 km on the odometer because I had won a Golf IV; it was still running in Africa with 350,000 km; unfortunately, I lost contact with the person who had it.
Best regards,
Günther.

....modern diesel engines are now designed in such a way that they can easily achieve mileage of 120,000 kilometers (approximately 75,000 miles).


'In contrast, company cars, which are often driven until they are worn out, typically have mileage figures that are significantly lower than these values.'
Widerfahren dem Dieselmotor keine mechanischen Schäden wird er im fortgeschrittenen Alter bei niedrigen Außentemperaturen mit massiven Startschwierigkeiten zu kämpfen haben. [...]
When dragged by another vehicle, the engine, which is given a higher starting speed in the process, can build up enough compression so that the diesel engine can live up to its name again. However, in the long term, hardly any diesel driver will accept the constant towing on cold days. Then, a replacement must be provided.

....modern diesel engines are now designed in such a way that they can easily achieve mileage of 120,000 kilometers (approximately 75,000 miles).


Well, luckily, our engines don't know that.

Best regards, WarLord.

On my Vento (1Z, manufactured in 1994), I have approximately 285,000 kilometers on the odometer with no major problems.

My colleague had a Golf 3 (also a 1Z model, year 1994) that had almost 550,000 km on the odometer when the car "died" ... due to an avalanche .

Hi,

So, is there anyone here whose engine eventually stopped starting?
I once had a 200D (model 123) where that was the case. According to the odometer, it had 260,000 km, and eventually, it just didn't have enough compression to start. It would start if you cranked it.
My car now has 280,000 km on the odometer, and I plan to drive it for at least another 100,000 km. It hardly uses any oil, and it starts easily even in temperatures as low as -15°C.

Regards,
Martin.

Hello Martin119,

There was a similar incident in my circle of acquaintances, but it happened quite a while ago, so it's probably not representative of modern TDIs.

The car was a post-VWGolf (T?) D (I/II?). My uncle bought it at a low price from the German postal service's (still state-owned) stock clearance. This car had insufficient compression at 240,000 kilometers to be drivable.
Therefore, I still advise against buying such anonymous fleet vehicles that are not assigned to a specific driver.
Specifically with the postal service, one might recall the grumpy officials of the past, who, despite lacking responsibility, were filled with frustration, and this negativity wasn't just directed at customers at the counter, but also manifested in the way service vehicles were driven (e.g., harsh acceleration, over-revving, improper shifting).
But I wouldn't want one with a history from Sixt or Europcar either.

Given today's awareness of hygiene practices (like proper warm-up, oil changes), I consider 450,000 km of mileage to be a normal average lifespan for these vehicles. Many of them are still running in Eastern Europe or Africa.

However, I had heard rumors that first-generation PDs were not designed to handle high pressures and could only achieve an average of 250t. Does anyone know anything about this?