Does any people have any views or thoughts on the relative strengths and weakesses of VW/Audi TDI CR engines v's Peugeot HDI engines. I am intersted in aspects of design that influence durability, reliability and performance. Any views or thoughts would be appreciated. A non scientific scan of the backroom archives suggest that VW/Audi reliability is pretty poor given all the marketing hype. I have had a look at the breakdown section........on this site,
Many thanks
Edited by rtj70 on 17/02/2010 at 09:07
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When you refer to the PSA HDi are you also referring to common rail diesels. Unfair to compare older (less complicated) PSA diesel engines with newer common rail VAG engines.
I am also not certain you are correct in thinking modern PSA diesels are any more or less reliable than VAG's.
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But he? ( I presume) was'nt!
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He quite possibly wasn't so even if an old PSA was more reliable, you cannot buy on a non-common rail PSA diesel new anymore. VAG have only had CR engines in recent years with the PD serving for a long time before that.
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I believe all the producers of CR diesels buy in the injection systems. The only difference in reliability should be between injection system manufacturers. VAG went down a blind alley with the (now superseded) PD system which also needs specialist engine oils to avoid damage.
Edited by Old Navy on 17/02/2010 at 10:02
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PD engines were not a blind alley - but yes superseded. Question was about CR diesels though.
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If not a blind alley, why have they been replaced by superior CR systems? VAG went their own way with diesel injection but have seen the error of their ways.
Edited by Old Navy on 17/02/2010 at 10:56
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I have a C4 and Focus, both with the "same" turbo 1.6HDi DV6/DLD engine.
en.wikipedia.org/wiki/Ford_DLD_engine#DLD-416
The Ford is lower geared for a quicker 0-60 while the C4 gives better mpg (55mpg to the Ford's 50)
The Citroën has done more miles (it's comfier and better equipped) at about 72K and the Ford around 40K, which has a harsh ride. Neither engine has given any cause for concern.
Cam belt life is 100K miles or ten years, which is great.
Servicing at 12,500 miles is essential and the oil must be fully drained out when hot (no suction) to keep the turbo in good condition.
My experience of similar VAGs diesels is limited, so I can't really comment.
Edited by BigJohnD on 17/02/2010 at 11:06
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BigJohn as a 1.6HDi owner I printed out the advice sheet you linked to in a previous post with the stringent precautions Citroen advise to ensure all old oil is drained during a change. I seriously wonder if these guidelines have been produced to give a raft of get out clauses in the event of a turbo failure. Claiming even small amounts of old oil will contaminate the new oil seems daft... small pockets of old oil remain in many places in an engine after draining.... you never get every last bit out.
Citroen must be worried about this engine though as they will not allow it to go out to a 20k service interval like others.
Edited by M.M on 17/02/2010 at 11:16
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the stringent precautions Citroen advise to ensure all old oil is drained during a change. I seriously wonder if these guidelines have been produced to give a raft of get out clauses in the event of a turbo failure.
Possibly, but prevention is better than cure, and thorough draining is really only good practice, especially as the intervals get longer and sumps hold less oil these days. We're only talking about 10 minutes to add years to the life of a relatively fragile but expensive part. It makes you wonder what goes on in these oil-change-while-you-wait places, though.
As an old lag, used to changing the oil every 3,000 miles in Minis and the like, 12,500 miles/once a year seems like a very long time to me, and if I were younger, I'd probably be under the car every 6,000 miles.
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Yep our ideas about caring for these are similar. Even though mine is on contract and under 3yr warranty I'll ask the dealer for a bargain price interim 6k oil change.
Regarding getting all the old oil out. One example on that engine is that some oil is retained in the oil filter housing casting... the only way to get it all out is by using the vacuum extractor probe poked in the recess!!
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In theory it is easier to control oil specification than fuel quality (which a CR relies on for long term reliability). The problem with the specialist oils required for the PD was a combination of using nonsensical (to Joe Public) engineering specifications for the oil, and not advertising anywhere under the bonnet that this oil was required.
My PD engined Golf doesn't have any underbonnet information regarding oil spec, and even if it did, 505.01?!?! What's that? It's no wonder many get filled or topped up incorrectly.
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