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General Automotive General automotive discussion. This is intended to be a discussion about other not VW and Diesel cars you may have or interested in.

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Old May 1st, 2019, 05:14   #226
oilhammer
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Certainly wouldn't hurt. It is not hard to replace, you can do it the same time you do spark plugs since you have to take the coils and harness loose to get at it anyway.

A couple weeks ago I called the dealer to order one, and they were OUT. And they keep five of them on the shelf. LOL.... Meaning, by 10am when I called, they had already exhausted their supply.

There are a couple versions, the one shown is the later "improved" version, which still fails.
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Old May 1st, 2019, 05:43   #227
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Quote:
Originally Posted by oilhammer View Post
Oh, look, yet another bad crankcase pressure regulator valve this morning! How unusual. Thought I'd get through the week without an EA888 fail. Nope.



Although to be fair, I've already had another one earlier this week, and there is an Audi A4 that was towed in overnight, so...

Good news is, on the 2014 Passat pictured above, I caught it before it blew the rear main seal out.



is this the oil separator?


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Old May 1st, 2019, 06:21   #228
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Yes, that's it. This is the later type, looks a little different than the earlier ones. There are a couple late versions, too, depending on engine. The longitudinal applications (A4, A6, Q5, etc.) look a little different.

This one came off a 2012 Q5 earlier this week:



As trouble prone as these are, and this is now been going one for over a decade, you'd think they would have come up with something more durable.
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Old May 1st, 2019, 07:11   #229
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Why does the crankcase pressure have to be "regulated"? Would figuring out a way to throw the valve in a dumpster and run a catch can cause the ECU to get it's panties in a twist due to emissions?
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Old May 1st, 2019, 07:41   #230
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Draft tubes have not been used in a LONG time. 1972 Beetles had them, 1973 did not. So it was somewhere around then.

The problem with these, and to some extent all VAG engines, is that they do not use the same type of breather system many other manufacturers do. They do not have an in inlet/outlet way of scavenging the crankcase vapors. So, name almost any other engine, they'll have an inlet... filtered air from the clean side of the air cleaner (so post filter), to go INTO the engine, then an outlet that is affixed to the intake manifold, usually with either a spring loaded valve, or some sort of orifice (commonly called a PCV valve).

So those engines always run with a potential negative to neutral pressure in the crankcase, although technically it varies based on engine load (vacuum), engine health (blowby past the rings), RPM, etc. But when you turbocharge things, you have situations where there is POSITIVE intake pressure (boost), so you cannot simply dump the PCV into the intake manifold. You have to have a way to regulate the scavenging. Switching over to porting it into the intake air stream is an easy way to do this. And TDIs are already like this, because they run unthrottled under most conditions, or all conditions, depending on which version you have. They do not run with intake vacuum.

The VAG non-turbo gasoline engines are also like the TDIs. And they generally do not have any problems save for the later 2.5L 5 cyl and that is easily fixed with a new valve cover. The problems arise from the turbo gas engines, and VAG seems to struggle with a surefire way to make the crankcase breather work reliably. The older engines, like my AWM Passat for instance, have an excessively complex mind numbing array of check valves, suction pump, bleeder valve, tubes, hoses... it's nuts complicated. And it is all quite fragile, and a problem with ANY of it results in either poor driveability and/or the ubiquitous MIL staring you in the face. Plus, much of it is buried under the intake manifold and is not easy to get to. The transverse cars add an extra layer of crap because they place the SAI pump in the way, so THAT has to come off to get at anything, too. 1.8t NBs are tight quarters!

However, those setups, while fragile and troublesome, never ever caused some catastrophic loss of oil. They greatly simplified this on the first of the DI turbo gas engines based on the old belt driven engines (BPY, for instance), and those crankcase pressure regulators, while they could fail, never caused any major problems either. And I applauded them for at least simplifying the design and doing away with a lot of the nonsense the earlier port injected turbo engines had.

But somehow, while they kept the simplified setup on the new EA888, they managed to create so many other fragile bits... the rear main seal design being one of them... that the simplified breather system gets overshadowed.

So yes, I recently rebuilt the breather system on my AWM, for the second time since it left the factory, and have done so on countless second gen 1.8t engines (AWM, AUG, AWP, AWW, etc.), and it sucks, the engine proper remains 100% intact and untouched. Head has never been off. Transmission never been removed. Timing belt, which is cake easy on the AWM (a little tougher on the transverse cars, but not awful) has been done twice, I'll gladly take that any day over worrying about some spontaneous chain explosion that could happen at seemingly any time past about 50k miles.

But yes, some sort of reengineered breather system (which the aftermarket does have some for some engines, but it obviously isn't EPA compliant) would make great strides in at least making ONE weak spot of the EA888 family more durable.

But that is hardly the only weak spot on these.
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Old May 1st, 2019, 08:20   #231
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Ha! I can't make this **** up... 2010 Passat wagon just showed up with a blown out rear main seal! JUST made it to 100k miles.

Still don't know what the Audi was towed in here for. LMAO, this is crazy.
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Old May 2nd, 2019, 10:23   #232
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The Audi's chain jumped. Although to its credit, it did almost make a 1/4 million. TOD: 243xxx miles.
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