leicht OT: Fahreindrücke Vergleich PD-VP | Posts 32+

I don't have a diagnostic tool at home because I unfortunately have a laptop with a USB port, and spending 300 euros on one seems like too much.

I'll check my records to see if I can find anything.

The modified control unit will be available starting at the beginning of this year!
I have no idea when this was incorporated into the series!

Ulf wrote:

Quote:

Hmm, could you please read out the part number and software version of your engine control unit (ECU) as a "reference" for others?

Here are my documents!
Excerpt from HST2:

Problem Description
Rough idle during the warm-up phase.

Cause
The engine runs unevenly between 20 and 70 degrees Celsius coolant temperature. Inside the vehicle, this irregular engine running is also noticeable as misfires. When using the manual transmission, the engine runs normally when the clutch is engaged.

Serial Solution
Deployment of new software:
96 kW ASZ MJ/03 with manual transmission, data version 5259.
110 kW ARL MJ/03 with manual transmission. Data version: 5352.

KD solution
Please compare the required control unit based on the table below and order the corresponding solution through ET-Kassel.

Predecessor----------Successor---------------Data Status
+++++++++++++++++++++++++++++++++++++
038 906 019 FG ----- 038 998 019 A ----------------- 5362
+++++++++++++++++++++++++++++++++++++
038 906 019 HJ - Manual transmission / 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 detailed enough!
Therefore, I now have a data count of 5259!

Has anyone ever driven a Porsche without stalling it, even once? (I've managed to do it many times myself.)

When I think about the V6 engine, it runs on the country road at a low speed, only between 1000 and 1400 RPM, almost like a tractor .

Okay, the V6 simply has more rotating mass, so it's harder to get it going quickly. The PD engine becomes more flexible with increasing mileage; I only had a few instances of stalling in the first 5000 km. However, that was also because my previous Golf 4 ALH had shorter gearing (and significantly so!), which meant you couldn't rev the engine up as easily.
Everything is a matter of getting used to it, and with sufficient mileage, the PD can also handle lower RPMs, which makes it less sensitive.

loveme wrote:

Here are my documents! . . .I hope this is detailed enough! Therefore, I now have a data count of 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 for so many things ).
This time, it was a Golf with the 1.9 TDI engine and 77 kW. I find this to be a very well-balanced power output. The "smaller" 105 hp engine pulls much better from low RPMs than the 130 hp version. The way the torque is delivered is much more harmonious, and also less dramatic. There was no sign of sluggish acceleration or tendency to stall.
The Turbosound is simply brilliant . Even the slightest movement of the accelerator pedal, even from idle speed, modulates the Turbosound. It's almost addictive!
Primarily, abrupt changes in throttle position when shifting or releasing the accelerator pedal cause the turbocharger to produce a louder, more pronounced whistling sound.
The engine also works very well with the 6-speed manual transmission. You can always find a good gear ratio.
The fuel consumption was also quite good. During a brisk drive on country roads and a short stretch on the highway, the consumption was just under 5.5 liters per 100 kilometers.
I also find the MSG's throttle response interesting. When coasting and briefly, for fractions of a second, lightly touching the accelerator pedal, you can still hear a faint ticking sound from the injectors long after your foot has left the pedal. This is a clear indication of a heavily dampened and smoothed target value control.

Okay, that's enough.

Regards,
Alex.

P.S. I can easily imagine that with a moderate performance increase based on this engine, you could achieve a well-balanced 130 horsepower vehicle.

Hi Alex!

Have you also noticed a strong dependence of the 'seat pressure' on the load cell (LD)?
To me, it seems like that's the case. For example, if you press the accelerator pedal firmly at 2000 rpm, you immediately feel some thrust. But things really take off a little later, when the turbo pressure kicks in. You can practically feel the turbo spooling up. This suggests to me that there is a strict limit on emissions.

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

'VG' translates to 'Very Good' in English.
Joe.

Hi.

Last weekend, I had the pleasure of driving a BMW 330d (still with 190 horsepower). What surprised me most was that you can drive at engine speeds below 1000! without any jerking or vibration. And that rumbling sound during strong acceleration is simply wonderful. As a driver of a 1 Series, I can only dream of that.
Unfortunately, you can hardly get anything from Turbosound.

Hi
What surprised me the most is that you can drive at speeds below 1000 RPM without any jerking or vibration.

A V6 engine works just as well, even going uphill! It might be due to the six cylinders.

Hi,

Quote:

What surprised me the most was that you can drive at speeds below 1000 RPM without any jerking or vibration.

As long as it's just a gentle hill, my automatic scooter can handle that in fourth gear and idle. It vibrates a bit (it doesn't have a 6-cylinder engine), but there's no jerking or stalling.

Best regards,

January.

Yes, I believe you .
PS: Despite having a 6-cylinder engine, the fuel consumption is only 6.5 liters.

Hi,

What surprised me the most is that you can drive at speeds below 1000 RPM without any jerking or vibration.

It's also possible with the 5-cylinder engine. The problem with that one is that it has an engine vibration exactly at 1,200 RPM. However, this is probably a design feature of the 5-cylinder engine and can also be experienced in Mercedes diesel engines.
It's nothing like the rattling of my old 1-liter engine. It feels more like a ferry boat, or some other large vessel, where the engine revs up from idle. Then you get that typical vibration running through the ship.

'A fuel consumption of 6.5 liters is already great. I also consume at least 6.5 liters, more likely 7.'

My PD-VP comparison values are based on a 1Z, an AAT, and a 2.0 TDI-PD engine.
The PD engine was extremely noisy. However, this only referred to the sound; the engine's running smoothness, in terms of vibrations, was significantly better than the 1Z and at least as good as the 5-cylinder AAT.
In idle mode, the PD actually performed the best, which is not something you would necessarily expect given some of the issues people report with PDs in idle mode.
The responsiveness was very immediate, almost like an electric motor. Especially compared to the AAT, which develops thrust like a passenger jet, but very gradually and with emphasis. I really liked the PD (presumably referring to a specific aircraft or component). On the other hand, I didn't like the landing gear of the A3 at all; it was a disaster for the spine and teeth, which were constantly clacking together. I don't like anything that's so wobbly and hard.

Oh, just to interrupt:
During the one-hour test drive, I didn't manage to stall the A3, even though the clutch offered absolutely no feedback. It was so light that I wondered if it would actually return to its original position when I took my foot off. The Audi 100 still has a clutch designed for elephant feet... However, I always drive the 100 in second gear because first gear is a joke. That didn't work as well with the PD (presumably referring to a specific model or feature) – but that's probably just a matter of experience.

@joe*

'Is it the same in the Touran, and the behavior is just incredibly annoying. Our ATJ didn't have it as pronounced, but unfortunately, it was still present to some extent. The 1Z was better in that regard.'

@wolfi_b

The driving dynamics of the x30d are great, but the engine sound bothers me a lot (especially the noise that enters the cabin). In my opinion, BMW can't compete with VAG in terms of sound; their V6 engines (whether gasoline or diesel) simply sound amazing.

Best regards, WarLord.

You can barely hear the 330d from inside the car. It's quieter than a Golf 4, Golf 3, or Golf 5 TDI. You don't hear any roaring sounds.

I managed to stall our 100 horsepower engine again, both at a traffic light and while going uphill. Something seems strange about the motor. I generally prefer the 105 horsepower engine in the Golf 5. I can only agree with Alex on that.

I haven't experienced a single instance of my 74kW direct-injection engine (AXR) stalling in my fourth-generation Golf. However, the clutch is giving me some trouble; it feels quite stiff and difficult to depress.
Driving at speeds around 1000 RPM is not a problem, even in the 5th gear; there's no noticeable jerking or similar issues.
After lowering the idle speed from 900 RPM to 860 RPM, the slightly erratic idle has completely disappeared. The 'ruckel' (jerky) control unit is no longer installed in my vehicle, and all PD elements have already been replaced under warranty .
The average fuel consumption of approximately 5.2 liters per 100 kilometers is also perfectly acceptable (20% city driving, 50% highway, 30% rural roads).