Marius's Touareg R5 life thread. - Page 37




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  1. #721
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    Like I said, that workshop is clueless. You won't be able to probe it like a normal light as the VW uses CAN bus.

    What that means is the ecu monitors the resistance in the circuit and if the light is not there, it will know about it and not send voltage down the line.

    My bet is the plug in the light carrier is loose or the light is not pushed in all the way to seat with the connections.

  2. #722
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    the shaft is also rotating with the rubber coupling the "toothing" is 100%
    Missing Treg keep eyes wide open

  3. #723
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    Like I said, that workshop is clueless. You won't be able to probe it like a normal light as the VW uses CAN bus.

    What that means is the ecu monitors the resistance in the circuit and if the light is not there, it will know about it and not send voltage down the line.

    My bet is the plug in the light carrier is loose or the light is not pushed in all the way to seat with the connections.

  4. #724
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    Quote Originally Posted by AntonvBosch View Post
    the shaft is also rotating with the rubber coupling the "toothing" is 100%
    If the shaft that goes into the gearblock (gearbox side) is turning freely with the engine off you have a serious problem and I doubt very much the engine will run.

    Look at the images below

    The alternator drive gear is connected to all the other gears



    The alternator is then connected to alternator drive gear via the elastic drive coupling (it absorbs the combustion impulses)




    The elastic coupling joins the alternator and alternator drive like so



    ie. It goes together like this.



    If the elastic coupler has failed then the rubber elastic couplin can turn on it's own and the alternator can turn on it's own but the alternator drive gear shouldn't be turning on it's own when the car is stationary!
    Attached Thumbnails Attached Thumbnails Click image for larger version. 

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  5. #725
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    Quote Originally Posted by AntonvBosch View Post
    checked the rubber coupling it is connected and it rotates when turning it by hand which means the shaft is not connected to the gear. Enginering place is going to drop the gearbox to see what's cooking.

    When we tested the headlights now at Bosch my hole front headlight is dead nothing is working, Bosch tested the end of the plug there is no power coming trough, my PDC is also dead.

    On the info that Bosch has about the fuses and relays does not give detail as to what is where.

    I also have a PDF file for the fuse locations but it does not indicate which fuse is for what. Thanks



    Hi Anton,

    There is no way one can physically see if coupling is striped by just looking at it because it's the rubber splines on the inside of the coupling which strips off.

    Usually the free-wheel connected to gears seizes up causing the splines inside the coupling to strip.

    For example: the couplings on my TReg still looked new, but once removed it was stripped on inside.
    Also old part numbers confirmed that it was never replaced before.

    I'll post some photos of a stripped coupling and then you will clearly understand.

    I'm a firm believer on using genuine VW parts and around R1k per free-wheel and coupling; it is not that much to pay taking in account you get a warranty on the parts.

    When replacing these parts do both free-wheels and couplings.


    Easy way of checking:

    If the shaft turns both ways easily with your fingers, the splines inside the couplings are stripped off.

    With normal operation the shaft should only turn in one direction with some resistance because the free-wheel also acts as a one way clutch.



    I hope this input helps,

    Cheers....

    .
    2005 VW Touareg R5 TDi (Daddy's cool ride)
    Electric Jeep Super (Little-SWAMBO's ride)


  6. #726
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    Bosch removed the whole headlight to see the connection and the connection is solid, thus how does the computer differentiate between the right and left headlight?
    Missing Treg keep eyes wide open

  7. #727
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    Quote Originally Posted by AntonvBosch View Post
    Bosch removed the whole headlight to see the connection and the connection is solid, thus how does the computer differentiate between the right and left headlight?
    Via CAN-Bus.

    That is why VAGCOM/VCDS can tell you exactly which lightbulb is blown. (Even on your trailer).

    For that reason the Touareg does not like LED replacement bulbs as the give a lower resistance.

    http://en.wikipedia.org/wiki/CAN_bus

  8. #728
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    Quote Originally Posted by MariusFourie View Post
    10'000km oil change intervals
    2SO mix with diesel that should extend injector and tandem pump life.


    We all know by now that R5/V10 engines are quite sensitive to using wrong oils and dirty diesel.

    In an ideal world, if diesel was super clean with LOW sulfur it would not contaminate the engine oil ensuring cleaner oil and extended service intervals.
    Also these expensive high-tech oils would not be such an important factor to ensure longevity.


    What I cannot understand:

    Why would people put additives in diesel which increases the sulfur levels of the fuel?

    This defeats the whole purpose of using low-sulfur diesel (10-50ppm).

    These additives contaminates the engine oil which in turn has negative effects on main bearings and plasma coated sleeves.
    Also contaminating the oil reduces the service intervals.

    Does 2SO not increase the combustion temperature which is also not good for a diesel engine?



    There are many non technical guys reading this thread and I would not advise anybody to put anything in their diesel's the brand would not approve.

    If it works by design, why change it?

    Just my 2 cents,

    Cheers,

    .
    2005 VW Touareg R5 TDi (Daddy's cool ride)
    Electric Jeep Super (Little-SWAMBO's ride)


  9. #729
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    Quote Originally Posted by Romzotwa View Post
    We all know by now that R5/V10 engines are quite sensitive to using wrong oils and dirty diesel.
    Sensitive to wrong oil, not so much bad fuel. Many Many many PD engines that have reached 500'000 miles without issues.

    Quote Originally Posted by Romzotwa View Post
    In an ideal world, if diesel was super clean with LOW sulfur it would not contaminate the engine oil ensuring cleaner oil and extended service intervals.
    Also these expensive high-tech oils would not be such an important factor to ensure longevity.
    The contamination is not what worries me. My 10'000km oil change intervals will remedy that. My concern is the lack of lubricity in low sulphur diesel. It has just enough lubricity to comply with requirements but based on the growing rate of HPFP failures it is obvious that lubricity is a huge concern for modern diesel engines. Especially with the use of tighter tolerances and aluminium being used.


    Quote Originally Posted by Romzotwa View Post
    What I cannot understand:

    Why would people put additives in diesel which increases the sulfur levels of the fuel?

    This defeats the whole purpose of using low-sulfur diesel (10-50ppm).
    We don't add 2SO to add sulphur. We add 2SO to add lubricity. Low sulphur diesel has two benefits. Cleaner emissions and longer drain intervals. However the lack of lubricity (to ensure engines go to half a million kms without failure) is a big downside to the fuel.

    Quote Originally Posted by Romzotwa View Post
    These additives contaminates the engine oil which in turn has negative effects on main bearings and plasma coated sleeves.
    Also contaminating the oil reduces the service intervals.
    2SO is designed to lubricate and burn. Unfortunately it's not a perfect burn in the 2stroke engine due to the high volumes that's added to that fuel. In the small ratios we add it burns cleanly and even removes carbon deposits (check out this post - http://www.4x4community.co.za/forum/...78#post1502078)

    The plasma coated sleeves are not sensitive to additives. They are thin so any failure gets aggravated quickly. They are extremely hard coatings. More so than iron blocks hence the need for diamond coated honing blocks to hone them. What they are sensitive to, is extended drain intervals as sulphur in diesel acidifies the engine oil which can eat the lining slowly and because it is so thin it fails quickly once past the threshold.

    Quote Originally Posted by Romzotwa View Post
    Does 2SO not increase the combustion temperature which is also not good for a diesel engine?
    From the cars I have driven with EGT sensors the 2SO makes no real difference. However I have seen injector cleaners increase EGT a lot. Even the Mitsu approved one.

    Quote Originally Posted by Romzotwa View Post
    There are many non technical guys reading this thread and I would not advise anybody to put anything in their diesel's the brand would not approve.

    If it works by design, why change it?

    Just my 2 cents,

    Cheers,

    .
    I have never forced this on anybody. I give my experience and try to back it up as far as possible. The decision lies with them ultimately.

    Same with me where VW says I must use 507.00 where I know that is a recipe for disaster in my engine.

    The manufacturers are bound by legislation and if were let loose to design vehicles to last we won't have catalytic converters that block, EGR systems that clog up our intakes.

    Every diesel injector specialist I talked to recommends 2SO as a lubricant to extend injector life. They all say that business boomed after the low sulphur came into play.

    We change the design of vehicles to suit our needs. Just like we add extra diesel tanks to extend range, upgrade suspensions to cope with our roads etc. we delete EGR systems, catalytic converters and add 2SO to extend the life of our engines.

    This is just my view and my experience backs it up but the choice lies with you as it always has.

    I have seen enough engines and injectors that has been run on 2SO to convince me to use it. If you are not convinced, then don't use it.

    In closing - I have yet to see a single engine or injector failure that has been directly attributed to the use of 2SO. But I have seen many reports of users having good experiences with the use thereof.

  10. #730
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    Sorry if this is a repeat. What 2so to buy or do we just go to garage and buy any bottle?
    Pieter

  11. #731
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    Quote Originally Posted by bones View Post
    Sorry if this is a repeat. What 2so to buy or do we just go to garage and buy any bottle?
    If this is your decision to try out then the popular recommendation is to get JASO-FC spec as it is a low ash oil that burns very cleanly.

  12. #732
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    Was @ car now and i can see that both hubs are turning when rotating on rubber coupling, suspect the hub going to gear is not connected to gear.

    And yes about the 2SO, it makes sense cause both of us have engine damage after 200000km, which in sense for me means standard is not good enough.

    Maybe we will see now, me with new engin adding 5w30 oil and 2SO to be added have nothing to loose, cause currently everything where serviced as per schedule and with VW oil, still engine failure and as i mentioned i replaced 3 injectors as well. So stuff standard and maybe i will see 500000km+.

    For i am keeping this baby....
    Missing Treg keep eyes wide open

  13. #733
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    To get to that part the engine must come out - maybe print out some of my thread to show the workshop it can be done from the top - I am willing to give advice over the phone if they want to phone me.

    And then a lot of stuff must come off to get to that gear. Eish, it does not bode well.

  14. #734
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    I'll try to have a look later in Elsawin what is the procedure to get to that alternator drive gear.

  15. #735
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    This is all ElsaWin gives. I'll try and remove my geartrain cover on the old engine tomorrow to see if there is maybe a way of doing it from the alternator side instead of taking the engine out.
    Attached Images Attached Images

  16. #736
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    Thought I quickly do this for you.

    I'll let the pictures do the talking.









    Engine donor's old elastic coupling that was clearly fubar!







  17. #737
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    Marius, you sir, are a legend!

    Not many techies I know will go through so much effort to help someone they do not know, especially taking their own personal time and effort. And what for? Not even a cent. You deserve a special mention, or honorary membership on this forum.

    I wish so much that all dealersips could have guys like you in their workshops.

  18. #738
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    Hi maruis thanks fir the pics i saw the engine as bare as it can be, i also thought the gear cover will be difficult to remove while still in the engine bay, so about your contact nr?? Thanks
    Missing Treg keep eyes wide open

  19. #739
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    Thank you!
    Pieter

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    Quote Originally Posted by MariusFourie View Post
    Sensitive to wrong oil, not so much bad fuel. Many Many many PD engines that have reached 500'000 miles without issues.



    The contamination is not what worries me. My 10'000km oil change intervals will remedy that. My concern is the lack of lubricity in low sulphur diesel. It has just enough lubricity to comply with requirements but based on the growing rate of HPFP failures it is obvious that lubricity is a huge concern for modern diesel engines. Especially with the use of tighter tolerances and aluminium being used.




    We don't add 2SO to add sulphur. We add 2SO to add lubricity. Low sulphur diesel has two benefits. Cleaner emissions and longer drain intervals. However the lack of lubricity (to ensure engines go to half a million kms without failure) is a big downside to the fuel.



    2SO is designed to lubricate and burn. Unfortunately it's not a perfect burn in the 2stroke engine due to the high volumes that's added to that fuel. In the small ratios we add it burns cleanly and even removes carbon deposits (check out this post - http://www.4x4community.co.za/forum/...78#post1502078)

    The plasma coated sleeves are not sensitive to additives. They are thin so any failure gets aggravated quickly. They are extremely hard coatings. More so than iron blocks hence the need for diamond coated honing blocks to hone them. What they are sensitive to, is extended drain intervals as sulphur in diesel acidifies the engine oil which can eat the lining slowly and because it is so thin it fails quickly once past the threshold.



    From the cars I have driven with EGT sensors the 2SO makes no real difference. However I have seen injector cleaners increase EGT a lot. Even the Mitsu approved one.



    I have never forced this on anybody. I give my experience and try to back it up as far as possible. The decision lies with them ultimately.

    Same with me where VW says I must use 507.00 where I know that is a recipe for disaster in my engine.

    The manufacturers are bound by legislation and if were let loose to design vehicles to last we won't have catalytic converters that block, EGR systems that clog up our intakes.

    Every diesel injector specialist I talked to recommends 2SO as a lubricant to extend injector life. They all say that business boomed after the low sulphur came into play.

    We change the design of vehicles to suit our needs. Just like we add extra diesel tanks to extend range, upgrade suspensions to cope with our roads etc. we delete EGR systems, catalytic converters and add 2SO to extend the life of our engines.

    This is just my view and my experience backs it up but the choice lies with you as it always has.

    I have seen enough engines and injectors that has been run on 2SO to convince me to use it. If you are not convinced, then don't use it.

    In closing - I have yet to see a single engine or injector failure that has been directly attributed to the use of 2SO. But I have seen many reports of users having good experiences with the use thereof.
    I am on my second Treg V6 TDI and I have used 2SO on both of them with no issues.
    I have seen my dad in the early 1950's put6 2SO in his petrol Studebaker without any issues

    Use it; don't use it; your prerogative.

    Chris.

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