It needs that Tdi engine to make it useable and efficient .... a 1.8T in one of those would be a thirsty nightmare
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Stu B
not to teach you guys to suck eggs but i just found this and was quite interesting, may help in decision was main thought but also a learning exercise. yeah i know you thought school had finished for the day
Found what?
cheers for pointing that out viking.
the link i didn't actually apply - was late in my head with a tad of jet lag. sorry
http://www.carbibles.com/fuel_engine_bible.html
not to teach you guys to suck eggs but i just found this and was quite interesting, may help in decision was main thought but also a learning exercise. yeah i know you thought school had finished for the day
Hi Oldman, please post what you meant.
As said, I really do need education on diesels, particularly this engine. Quite honestly, I wouldn't know a sound engine from a poorly one.. 
- apart from what vag-com tells me.Car wise (assuming I go ahead) I'll be looking for a 4/5 year old with around 100k on the clock.
With regards to the auxiliary heater, my Passat (PD130) has one too - it heats the coolant up more quickly than the TDI engine ever could in cold weather, which means you get warm air fairly quickly.
My Ibiza PD130 didn't have one, and it took ages to warm up - in fact if you just started it in winter and let it idle, it just wouldn't warm up at all. Was a pain in winter when the car was iced up.
A bit of an overview on the injection system in the PD TDIs....
Unlike the previous generation TDIs, the PD TDIs don't have a single, externally mounted fuel pump to generate the high fuel pressure needed.
Instead, each injector has it's own pump built in, which is driven from lobes on the camshaft. Fuel is provided to the injectors at relatively low pressure via an internal channel in the head from an intermediate pump mounted on the end of the head, driven by the camshaft (this pump also generates vacuum - as there's no other source of vacuum in a TDI).
The cam lobes operate a plunger in the injector to compress the fuel to insanely high pressures, and the injector opening/duration is controlled by the ECU (incidentally - the injector wiring lies inside the head, right in the oil I think!).
The pressure required to operate these injectors off the camshaft is high, which is where the specific grade of oil comes in - to prevent wear to these cam lobes. You must be able to satisfy yourself that it's always been serviced with PD-specific oil. Be cautious if servicing has been done by an independent garage, some didn't/don't use the specific oil.
Injection is direct into the cylinder.
Hence the only fuel-related pipework you'll see outside the engine is low-pressure supply and return. You can't see the injectors.
PD = Pumpe Duese (sp?) which translates to Unit Injectors, or I think they're sometimes called Pump Injectors.
Fuel not used by the injectors is returned out of the head, but it gets very hot as it circulates through the injectors and back through channels in the head - so there's usually a fuel cooler somewhere to cool the fuel before it gets back to the tank. Not sure about the Alhambra, but the Passat's return fuel is water-cooled by a small heat exchanger and the Ibiza just used a finned metal heatsink underneath the car.
There is no throttle on a TDI, they suck air continuously. This is why 1) there is no source of vacuum, and 2) why dump valves don't serve any purpose on a TDI other than to artificially create a whooshy sound
Hope this helps
My Ibiza PD130 didn't have one, and it took ages to warm up - in fact if you just started it in winter and let it idle, it just wouldn't warm up at all. Was a pain in winter when the car was iced up.
A bit of an overview on the injection system in the PD TDIs....
Unlike the previous generation TDIs, the PD TDIs don't have a single, externally mounted fuel pump to generate the high fuel pressure needed.
Instead, each injector has it's own pump built in, which is driven from lobes on the camshaft. Fuel is provided to the injectors at relatively low pressure via an internal channel in the head from an intermediate pump mounted on the end of the head, driven by the camshaft (this pump also generates vacuum - as there's no other source of vacuum in a TDI).
The cam lobes operate a plunger in the injector to compress the fuel to insanely high pressures, and the injector opening/duration is controlled by the ECU (incidentally - the injector wiring lies inside the head, right in the oil I think!).
The pressure required to operate these injectors off the camshaft is high, which is where the specific grade of oil comes in - to prevent wear to these cam lobes. You must be able to satisfy yourself that it's always been serviced with PD-specific oil. Be cautious if servicing has been done by an independent garage, some didn't/don't use the specific oil.
Injection is direct into the cylinder.
Hence the only fuel-related pipework you'll see outside the engine is low-pressure supply and return. You can't see the injectors.
PD = Pumpe Duese (sp?) which translates to Unit Injectors, or I think they're sometimes called Pump Injectors.
Fuel not used by the injectors is returned out of the head, but it gets very hot as it circulates through the injectors and back through channels in the head - so there's usually a fuel cooler somewhere to cool the fuel before it gets back to the tank. Not sure about the Alhambra, but the Passat's return fuel is water-cooled by a small heat exchanger and the Ibiza just used a finned metal heatsink underneath the car.
There is no throttle on a TDI, they suck air continuously. This is why 1) there is no source of vacuum, and 2) why dump valves don't serve any purpose on a TDI other than to artificially create a whooshy sound
Hope this helps
Womble 1 was the name of the car.
For the life of me I can't remember the chap's username, he used to be a regular on here too !!
Edit, just read Dave's post - 'twas StuB.
The Passat doesn't have a water / fuel cooler? It has a long coiled fuel hose under the car which carries the fuel back & forth to cool it. The Exhaust Gas Recirculator has a water / gas cooler though, is that what you're thinking of?With regards to the auxiliary heater, my Passat (PD130) has one too - it heats the coolant up more quickly than the TDI engine ever could in cold weather, which means you get warm air fairly quickly.
My Ibiza PD130 didn't have one, and it took ages to warm up - in fact if you just started it in winter and let it idle, it just wouldn't warm up at all. Was a pain in winter when the car was iced up.
A bit of an overview on the injection system in the PD TDIs....
Unlike the previous generation TDIs, the PD TDIs don't have a single, externally mounted fuel pump to generate the high fuel pressure needed.
Instead, each injector has it's own pump built in, which is driven from lobes on the camshaft. Fuel is provided to the injectors at relatively low pressure via an internal channel in the head from an intermediate pump mounted on the end of the head, driven by the camshaft (this pump also generates vacuum - as there's no other source of vacuum in a TDI).
The cam lobes operate a plunger in the injector to compress the fuel to insanely high pressures, and the injector opening/duration is controlled by the ECU (incidentally - the injector wiring lies inside the head, right in the oil I think!).
The pressure required to operate these injectors off the camshaft is high, which is where the specific grade of oil comes in - to prevent wear to these cam lobes. You must be able to satisfy yourself that it's always been serviced with PD-specific oil. Be cautious if servicing has been done by an independent garage, some didn't/don't use the specific oil.
Injection is direct into the cylinder.
Hence the only fuel-related pipework you'll see outside the engine is low-pressure supply and return. You can't see the injectors.
PD = Pumpe Duese (sp?) which translates to Unit Injectors, or I think they're sometimes called Pump Injectors.
Fuel not used by the injectors is returned out of the head, but it gets very hot as it circulates through the injectors and back through channels in the head - so there's usually a fuel cooler somewhere to cool the fuel before it gets back to the tank. Not sure about the Alhambra, but the Passat's return fuel is water-cooled by a small heat exchanger and the Ibiza just used a finned metal heatsink underneath the car.
There is no throttle on a TDI, they suck air continuously. This is why 1) there is no source of vacuum, and 2) why dump valves don't serve any purpose on a TDI other than to artificially create a whooshy sound
Hope this helps
Pure gold, Lee. Thank you!
Does the 130PD engine have a Variable Vane turbo, then?
Is there a particular reason why.....? Also, is there anything special about diesel turbo technology.... I suppose it's based around the ability to spool from low rpm.....
Is there a particular reason why.....? Also, is there anything special about diesel turbo technology.... I suppose it's based around the ability to spool from low rpm.....
Some Passat TDIs have an EGR cooler, some don't. Niether of the Passat's I've owned had them fitted. Just a straightforward flexi pipe between manifold and EGR.
On my first Passat, the fuel cooler was a round fuel/water heat exchanger fitted on top of the fuel filter. The one I've got now doesn't have that - but has a small fuel-cooling radiator in front of the driver's side wheelarch instead, which only gets used once fuel temp hits a certain value (you can see the fuel-cooling on/off state in vag-com, think it enables when fuel hits 70degC).
Does the 130PD engine have a Variable Vane turbo, then?
Is there a particular reason why.....? Also, is there anything special about diesel turbo technology.... I suppose it's based around the ability to spool from low rpm.....
Yes, they have VNT turbos - the idea is to assist low-speed spool up.
Boost is entirely regulated by position of the vanes, no wastegates or anything like that.
Vane position is controlled by vacuum.
It's reasonably common for these vanes to get stuck in position with crud, causing over-/under-boost errors and limp mode.
I assume the ecu controls the level of this vacuum with a valve?
What smoke is acceptable?
Vaccum controlled actuator, IIRC its one of them N '**' bobbies that you petrol guys like to fiddle with and remove / swap. On the Leon, the downpipe heatshield on the PD150 likes to eat the actuator pipe which causes interesting performance .......
You will get a puff of blackish smoke on startup
You WILL get a puff of black smoke when you boot it and the turbo wakes up
It shouldn't smoke lots all the time
After 4 years with mine, it rarely smoked a lot but i put that down to it getting a good thrashing most of the time - very little crap in my intake, almost no oil sat in the boost pipes and with no CAT / Exhaust silencer ... nowhere for the soot to collect to be chucked out later
One thing i would reccomend doing is sorting out the abysmal factory boost piping - restrictive although having seen the results ... i'd want a mix of alloy straights and silicon elbows.
I would look at an FMIC, i would want a decent exhaust although these are performance items, the performance of mine with the remap and stock exhaust and boost pipes was flat, sluggish and lifeless. How much that matters on a 'bus' is debatable
I would look at an FMIC, i would want a decent exhaust although these are performance items, the performance of mine with the remap and stock exhaust and boost pipes was flat, sluggish and lifeless. How much that matters on a 'bus' is debatable
..........How much that matters on a 'bus' is debatable
It'll matter a lot if I get a bus, Pat, believe me.....
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