oilhammer said:Well, the PS pump also has lines coming off of it.
oilhammer said:Well, the PS pump also has lines coming off of it.
I said by the lines meaning they were a specific type. I mean I could look and tell what kind of lines they were. Pretty much all a/c compressors have hard lines, no? Every PS pump I never saw really didn't use but maybe a section of hard line. At least on the MK5 cars, we don't have to worry about the PS pump.oilhammer said:Well, the PS pump also has lines coming off of it.
I would not lose any sleep over it, just be especially observant of any strange vibrations or noises, or any odd feeling in the clutch pedal. Would be a good idea to plan for a clutch/flywheel job when you can. Ours are about $1000 out-the-door, and it *should* be the last flywheel you'd ever have to buy. It is ALWAYS easier and cheaper to do a job like this before anything happens. Keep in mind I have plenty of customers' cars with well over 200k (and even some over 300k!) without DMF problems. But I do see enough that have problems I felt it wise to bring it up in my initial post to this thread.dkuster said:You can see from my sig that my '03 Golf is modded.
I always shift smoothly and never abuse my clutch. Should I still be
worried about the DMF? (I'm at 117K miles now...)
Interesting that you should mention this. If you hadn't mentioned vibration, I would have read over it. My car has been vibrating a lot, more than I think it used to. (that's why I kept shifting in and out of neutral and drive last week which-I HOPE-caused my 01M to lock up, remember?) Coworkers say it's just a diesel thing, but they drive Cummins and Durmaxes.oilhammer said:I would not lose any sleep over it, just be especially observant of any strange vibrations or noises, or any odd feeling in the clutch pedal. Would be a good idea to plan for a clutch/flywheel job when you can. Ours are about $1000 out-the-door, and it *should* be the last flywheel you'd ever have to buy. It is ALWAYS easier and cheaper to do a job like this before anything happens. Keep in mind I have plenty of customers' cars with well over 200k (and even some over 300k!) without DMF problems. But I do see enough that have problems I felt it wise to bring it up in my initial post to this thread.
Yeah, there have been quite a few DSG failures under warranty. Many of them in the GTI/GLI. I hate to say this, but I think 3 years from now we'll see that the DSG in the A5 cars is a piece of junk. I have not seen any *yet*, but the lion's share of the A5 cars I service have a proper manual transmission in them, or are the 2.5L gas engine (which does not get the DSG as its autobox).PDJetta said:A DSG blows up because of a Dual Mass Flywheel failure at 26,000 miles. Check this thread out:
http://forums.tdiclub.com/showthread.php?p=1850633#post1850633
--Nate
Isn't it true on the DSG tranny that it's mostly a manual gear box (with electronic shift forks) attached to what appears to be two wet clutches (DMF?)that simulate a torque convertor? Taking that idea out further, being the manual gear boxes are very long lasting, I would think that the DSG is going to cost less to replace, assuming the main failure would be the wet clutch assembly.oilhammer said:They used to do that, wired up with the rear defog. I know both my '87 Vanagons were like that. But the newer cars' mirrors have their own seperate heater switch, integral with the aiming switches.
And for the 01M folks, I do not intend to put the fear of god in you, nor do I suggest you get rid of your car or anything like that. Merely to give you a "head's up" on a potential repair cost. Nobody likes surprises that suck nearly $5k from your wallet. And in all actuality, it is not much different than many other cars' slushboxes. Just a weak link in general. From my experience, Aisin is usually the only ones to make a really good unit. But even some of those as of late are having issues (the Lexus ES350 comes to mind... ).
I'd love to think the DSG is better, but in my mind the court is still out on that. I have only one customer to have hit 100k with one, a 2004 NB TDI, and while the trans itself is fine, both drive axles needed replacement at 97k at a cost of over $1000 because the inner plunge joints failed. And I have read and heard of more than one DSG grenading under 50k miles. I for one would NOT want one until I have seen a bunch of them with 250k+ miles on them...I just drive my cars too much to deal with that crap breaking. And the DSG is even more expensive to replace than the 01M!
I can however report the A5 Jetta so far has not presented itself with any problems to me whatsoever. All my A5 customers' cars have been very good save for the horrific Continental tires some of them were equipped with.
Incidentally, thank you all for the kind words. I am always happy to help.
Yep, all true about the construction. It is basically two 3-speed manual transmissions, each with its own wet-disk clutchpack connecting it to the engine, run in parallel. All in one case, of course, and using one final differential.jokila said:Isn't it true on the DSG tranny that it's mostly a manual gear box (with electronic shift forks) attached to what appears to be two wet clutches (DMF?)that simulate a torque convertor? Taking that idea out further, being the manual gear boxes are very long lasting, I would think that the DSG is going to cost less to replace, assuming the main failure would be the wet clutch assembly.
There really is not anything I have to add for BEW equipped cars. We know about the EGR cooler leaks, the DMF is the same as the ALH essentially, and there is more than enough mention of the specific oil requirement and what happens when you do not adhere to such. Really, other than the engine, and the transmission (if automatic) there is not much else different than an ALH equipped A4 car.2004Nick said:Very helpful post, Oilhammer--it's members like you who mak this forum worth it's weight in gold! Now how about
the same sort of posting for the A4's,(specifically BEW's)
when you have time. Thanks again. Nick.
The only thing I can think of would be that stupid intake hose where it enters the intake manifold assembly. I sat there yesterday envisioning a bracket that would clamp it in place.oilhammer said:There really is not anything I have to add for BEW equipped cars. We know about the EGR cooler leaks, the DMF is the same as the ALH essentially, and there is more than enough mention of the specific oil requirement and what happens when you do not adhere to such. Really, other than the engine, and the transmission (if automatic) there is not much else different than an ALH equipped A4 car.
Thanks. I'll just keep a lookout for any strange clutch sounds or behavior.oilhammer said:I would not lose any sleep over it, just be especially observant of any strange vibrations or noises, or any odd feeling in the clutch pedal. Would be a good idea to plan for a clutch/flywheel job when you can. Ours are about $1000 out-the-door, and it *should* be the last flywheel you'd ever have to buy. It is ALWAYS easier and cheaper to do a job like this before anything happens. Keep in mind I have plenty of customers' cars with well over 200k (and even some over 300k!) without DMF problems. But I do see enough that have problems I felt it wise to bring it up in my initial post to this thread.
I have seen one of these, but it looked butchered up, and the car had previously just gotten back from the dealer for the EGR cooler recall...I assumed that dealer tech butchery was to blame.whitedog said:The only thing I can think of would be that stupid intake hose where it enters the intake manifold assembly. I sat there yesterday envisioning a bracket that would clamp it in place.
Mine is getting loose and there have been people here that posted about it happening and I know of two NW based TDI mechanics that have seen it multiple times.oilhammer said:I have seen one of these, but it looked butchered up, and the car had previously just gotten back from the dealer for the EGR cooler recall...I assumed that dealer tech butchery was to blame.
But you sound like you have seen more than one of these?
LOL? Do I play games? LMAO.whitedog said:Nowhere did I say anything that was remotley close to saying I have seen more than one of these. Don't try to suck me into your little games.
I can't think of any way the dealership could weasel out of this one. It doesn't matter why it broke, or what part in the timing belt pathway caused the failure.williams said:Timing belt just broke at idle...after having been changed by the dealer 11,000 miles ago. Warranty for 12 months 12,000 miles. Dealer says the crankshaft pulley was the problem that it "separated" or split??? He is checking with the zone manager as to weather VW will cover it. Has anyone heard of this.
Most dampers are sealed with layers of elastomer strips inside so yeah I guess that could happen.williams said:Dealer says the crankshaft pulley was the problem that it "separated" or split???
Just last month there was a car here with a damper where the outer ring for the serpentine belt was loose from the inner part. Serpentine belt squeal at idle, but it went away at higher RPM. It needed to be replaced. Total failure was imminent.dhdenney said:Most dampers are sealed with layers of elastomer strips inside so yeah I guess that could happen.