New 4-Cylinder TDI Info & Specs

Hello everyone.

Currently, the new Audi A3 is undergoing tests in various magazines, including versions equipped with a 2.0 16V PD-TDI engine.

Are there any reliable sources with detailed information about this engine generation?
Above all, the question is whether the timing system will once again rely on a toothed belt, or finally use a chain.

ulf wrote:

Hello everyone. Currently, the new Audi A3 is undergoing tests in various magazines, including versions equipped with a 2.0 16V PD-TDI engine. Are there any reliable sources with detailed information about this engine generation? Above all, the question is whether the control system will once again use a

timing belt, or finally a chain? http://www.technik.beetle24.de/


Hi,

according to }
Under the engine and transmission in the new Touran, item 2.

The 2.0 TDI engine is driven by a timing belt of this type.

Best regards,
Crunch.

Hi Ulf,

It is and remains a genuine 827! So it also has a timing belt.

Hello.

Thank you for your answers.

If the new generation had offered a chain, I might have broken my principle of avoiding buying the very latest products with all their initial problems.

However, the Ibiza with its 96 kW engine, which belongs to the older PD generation, remains an option (for some time).

@ulf

96kw pd, a fantastic device! You can believe it! The Ibiza will definitely perform even better than my Passat! }

The new 4-cylinder and 5-cylinder engines are introduced in issue number 7 of the AMS magazine.
As usual, it doesn't go into great detail, but the timing belt is explicitly mentioned as a difference compared to the 5-series.

joergs wrote:

96kw pd, a fantastic device! You can believe it! The Ibiza will definitely be even better than my Passat!

@Jörg:
I can kind of imagine it; I once took a test drive in a 100 hp TDI Ibiza – even that was quite impressive considering the amount of extra weight.

@everyone:
I recently read that starting January 1st, 2005, all new vehicle registrations must meet the Euro 4 or D 4 standards (?).
If that's correct, the 130 horsepower engine should have been discontinued by the end of 2004 at the latest .

ulf wrote:

... I recently read that starting January 1st, 2005, all new vehicle registrations must meet the Euro 4 or D 4 standards (?). If that's correct, the 130 horsepower engine should have been discontinued by the end of 2004.

Hi Ulf,

That's correct!
The AXR will survive, and so will the new four-valve engines.

Those who currently believe that Volkswagen will abandon particulate diesel technology have miscalculated.
Approximately a year ago, an internal memo was circulated announcing the decision to rebuild a factory for Power Drive (PD) components. The manufacturer will be Siemens VDO Automotive, and the factory will be located in Sollberg, in eastern Germany.

Now that it's already been reported in the press, I can finally reveal it:
http://www.mdr.de/automobilbranche/weitere/520794.html

Other German automotive manufacturers have also expressed interest in the PD Piezo technology.

By the way, VW has stuck with the timing belt because a chain would present even more challenges. Due to the lack of elasticity in the chain, there could be major problems similar to those encountered with the timing belt. Other vehicle manufacturers are experiencing precisely these issues with chains in conjunction with Common Rail (CR) high-pressure injection! CR technology also isn't without its own challenges regarding the stress on the pump drive. While the impact loads may be slightly lower compared to Pump Dosing (PD), the required injection pressure still needs to be generated in CR systems.

Bertil wrote:

ulf wrote: ... I recently read that starting January 1st, 2005, all new vehicle registrations must meet the Euro 4 or D 4 standards (?). If that's correct, the 130 horsepower engine should have been discontinued by the end of 2004. Hi Ulf, That's correct! The AXR will survive and the new 4-valve engines will too.

Hi Bertil.

Thank you for the quick response.

Here's another thing: According to the majority of posts I've read here regarding AGR (Automatic Gearbox) damage in PD (Pump Diesel) engines, the 96kW engine doesn't trigger any error messages and therefore doesn't go into limp mode.

Hopefully, it will remain like this during the construction period of the 96kW system .
But starting in 2005, that will probably be a thing of the past as well }, with the new engines or the AXR.

@everyone

If I understand this correctly, then Bosch has lost a major customer due to its negative stance on PDs (presumably referring to a specific product or technology) and the CRs' (likely referring to Customer Relationship managers) willingness to 'overly assist' with force.

@ulf

'You see, a PD isn't *that* bad! The 96 kW is quite powerful, once you get used to the rather uneven power delivery. Yesterday, I had about 1800 kg attached. I didn't think this little machine would handle it so easily - especially considering our winding and hilly roads (near Rennsteig in Thuringia).'

Hi,

When the time comes for my next car purchase – hopefully not for a few years yet – I will probably opt for a new A3 with a 2.0 TDI engine.
Of course, Ulf is right that the 2.0 version should initially be viewed with skepticism.
However, the 130PD engine is not exactly top of the line in terms of emissions and durability.
Therefore: First, I'll continue driving my Audi 100 with a marine diesel engine (which should last longer than I would like). And when the 2.0 [engine] is fully developed, then it will be time to 'take action!'

P.S.:
Audi / VW bieten nun doch Rußfilter an! But only optionally.
You feel pressured by the customers.
http://auto.t-online.de/AU/DE/de/homepage.jhtml?navi_param=news_uebersicht&news_newsart=auto_technik&area_navigation=auto_technik&report=bericht_01&repId=%2FAU%2FDE%2Fde%2Fcontentrepositories%2FDE_de_News_carReportRepositoryXML%2FXML%2FNews7942.xml

Markus H. wrote:

But the 130PD, in particular, is not exactly the first choice in terms of emissions and durability.

And when the 2.0 engine has matured, it's time to "take advantage" of it!}

Hi Markus,

What facts support your statement about the "130PD" specifically?

And why do you think the version 2.0 should be more durable than the initial version, which was still in its early stages?

joergs wrote:

... If I understand this correctly, then Bosch has lost a major customer due to its negative stance on PIDs (presumably referring to Product Data Interfaces) and the CRs (likely Customer Relationship managers) who were allegedly trying to "forcefully assist" with the issue?

Hi Jörg,

I completely agree. The embarrassing thing about this situation is that Bosch had a huge lead in diesel technology. With Common Rail (CR), Bosch lost its advantage to SVA (Siemens VDO automotive), and it seems like the same thing is happening now with Pump Dosing (PD). Now, Bosch also has to counter with Piezo injectors and buy the patent from SVA .
On the other hand, the end customer could also benefit and expect lower prices.
By the way, Land Rover (which is owned by Ford) remains loyal to the Bosch PD system.

Quote:

you see, a PD isn't that bad! The 96 kW is quite powerful, once you get used to the rather inhomogeneous power delivery. Yesterday, I had about 1800 kg attached. I didn't think this little machine would handle it so easily -1, especially considering our winding and hilly roads (near Rennsteig in Thuringia)

.
"Back in the day, people used to say that 'displacement can only be replaced by even more displacement.'"
Today, I would say "Engine displacement can only be replaced by a decent TDI."

Bertil wrote:

Today, I would say "Engine displacement can only be replaced by a decent TDI."

Hi Bertil.

You are mean - you're taking my ideas for a new signature ahead of me .

Well, maybe I can still use them somewhere else .

@bertil

Well, if Siemens VDO and Bosch now both want to be heavily involved in the same business area, I think that the end customer might benefit from it!

If you just look at something like the LMM (mass airflow sensor), you can already see that Bosch is charging completely inflated prices! Why is it possible for Pierburg to offer a nearly identical product for a quarter of the price that Bosch charges? It's quite surprising. The same goes for the NHG (a masterpiece of German engineering). Why does that thing cost 150 euros? In my opinion, it's mainly because Bosch has a monopoly and ruthlessly exploits that situation! I'm sure that with a little research and a competent partner, you can get a complete set of injectors, for example, for a 1Z (car model) for around 250 euros instead of the usual 400, not including noise-related issues. But because few people are knowledgeable about this, and no one really wants to use parts from other manufacturers, people naturally resort to what was originally installed/is currently used, and they pay the monopoly surcharge for it! But maybe that won't be the case in the near future!

Yes, you are right, nothing beats a decent TDI!

joergs wrote:

... Why is it possible for Pierburg to offer a product that is almost identical to Bosch's, but at a price that is only one-quarter of the Bosch price? ...

Hi Jörg,

I have to disagree with you. The first generation Z cars also had Pierburg mass airflow sensors, and those were just as expensive as the Bosch ones (but significantly worse).
Only the calculations of VAG and DC are completely different. While DC makes money from sales and prefers to take less money for service and spare parts, Volkswagen wants to compensate for the lower sales revenue through service and spare parts .