Despite the fact that Niner thinks I don't read the manual, or dont know what it is, G13, on page 266, is TL-VW774J. G12 is 744G. What's the difference? Beats the hell out of me, which is why I came here - Google brought me. In anycase, my book says " Do not mix G13 with G12+ or G11". So I asked a question.
As an engineer, I do my homework before I ask because I like to work it out for myself. But at some point I succumbed to frustration of looking for information about the
2013 Passat that just started being delivered last week and asked.
I also teach for a side gig, and I tell all my students young and old "The only dumb question is the one you had and didn't ask".
Enough said. Ive moved on.
As an engineer, I'll let you think about a few things here... is there anything else breaking in besides the rings in the bore of your engine on a new car, compared to a spark ignited engine?
There's a whole bunch of bits and pieces rubbing together inside your whole diesel fuel injection system on a new car... pintels in nozzles rubbing together, lubricated by fuel, HPFP's guts rubbing together in fuel, nozzle seats peening and pounding together under extreme spring pressure.
The Rpm's they are run at are critical upon break in, as is the load.
I bet you didn't even know that Bosch prefers you run in your whole fuel system on special, low wear scar diesel fuel, something on the order of DIN 590 wear scar fuel, aroudn 300 microns or less, for run in. How do you get fuel in the USA with a wear scar figure that low? By premixing your fuel into a blend of 1 to 2% biodiesel... Buy some, and add a quart every fillup of 12 to 15 gallons, and you've met the requirements for lubricity for run in fuel.
None of your gas engines have this additional equipment... they were probably carbureted for the fuel delivery system.
There are a lot of moving parts in at diesel, way more than a gas engine, which is part of the reason why a TDI option costs about 4 or$5000 more than an equivalent gas modeled SE Passat.
Believe it when the engineers at VW put it in the book what the break in procedure is...Being a teacher, I suspect you teach from a book, or Note Book, these days, also, and request your students to read it before coming to class. We all are students here, learning, but when you don't read the assignment the night before... well, you get the picture.
Proper break in procedure requires that you look at the whole forest of systems breaking in on your new car, not just one tree, a set of rings seating in a bore.
Drivbiwire evidently missed that concept, his recommendations are outdated, due to new manufacturing techniques. VW laser hones their blocks, has for the past 5 years, which with that manufacturing technique, pretty much negates ring seating poorly or requiring heavy throttle application or high rpms to force things to wear into place in the bore. I've yet to see anyone in here on TDI club complain about oil consumption on their new common rail TDI motors, even driving like an old man, like I do... nothing consumed on my dipstick, oil level sits at the same level as the day I bought it.
I hope that helps make sense of it all.
