The 1.9 TDI (ALH) engine was produced from approximately 1997 to 2006. It can be found on VAG cars belonging to the budget segments. In particular, the 1.9 TDI (ALH) engine became widespread in Skoda Octavia and Seat Leon of the first generations. It can also be found under hoods Volkswagen Golf 4, Bora/Jetta, New Beetle, Caddy, Polo and even Ford Galaxy and Audi A3. This power unit develops 90 hp. at 3750 rpm and 210 Nm at 1900 rpm.

The fuel system of the 1.9 TDI engine (ALH) is based on a distribution injection pump. There is no question of any pump injectors and, especially, Common Rail.

1.9 TDI (ALH) - it's simple and reliable

This engine is valued for its simple and reliable design “originally from the 1990s”. Only, unlike its ancestors, this engine was equipped with a turbine with variable guide vane geometry and an EGR system.

The 1.9 TDI (ALH) engine also has simpler modification, indicated by the index AGR. This option develops the same torque and power (90 hp), only its peak occurs at 4000 rpm. AGR motor conditionally even more budgetary: initially it was equipped with a simple single-mass flywheel, whereas ALH was always dual-mass. By the way, the AGR began to be equipped with a dual-mass flywheel, starting with the 100,001st copy.

The engines also differ in turbines. If the ALH has a turbine with advanced control and variable geometry, then the AGR turbine is simpler, without geometry and is controlled through a bypass valve. Notorious the boost control valve (N75) is present on both engines. Only on ALH it controls the vacuum drive-actuator of the turbine geometry, on AGR it controls the pressure that opens the bypass valve.

The 1.9 TDI (ALH) engine can be purchased at a favorable price from the MotorLand company with a guarantee.

Engine problems 1.9TDI (ALH), or how to kill one of the most resourceful engines

Frank design problems or defects in the 1.9 TDI engine (ALH and AGR) generally not. All problems of these engines arise for simple reasons: due to the lack of normal maintenance and general neglect of the power unit. To extend the service life (and the service life of this motor easily exceeds 500,000 km) of the ALH engine, you need to periodically:

• carry out computer diagnostics;
• check the performance of the injection pump and injectors;
• clean the intake manifold of carbon deposits, soot and oily deposits;
• monitor the condition of the turbine.

In general, almost all the troubles of the 1.9 TDI (ALH) engine lie in the EGR system and turbine.

1.9 TDI (ALH) engine does not start

Often the 1.9 TDI (ALH) engine refuses to start. The first step is to check the flap located in the EGR valve. This valve (usually called a throttle valve, although in fact it is designed to limit the flow of air to add exhaust gases entering through the EGR valve) is actually designed to ensure that the diesel engine shuts down smoothly after turning off the ignition: it closes the intake manifold, in the absence of inflow air, the engine stops smoothly.

If the throttle is stuck in the closed position due to soot, the engine will not start. The stem of this damper is easily accessible, in most cases it can be opened manually by simply pressing on the stem. If the engine starts, the entire EGR valve must be removed and cleaned of carbon deposits.

1.9 TDI (ALH) engine does not develop power

Often the 1.9 TDI (ALH) engine stops pulling and developing normal power. This usually happens suddenly after accelerating to 130 km/h or above. After reducing speed, the engine stops developing normal power and responds sluggishly to the accelerator. Such symptoms indicate that the “geometry” of the turbine is “stuck” in the position of the minimum angle of attack of the blades, which exactly corresponds to the high load mode (when there is enough exhaust gas flow to the turbine wheel to ensure high turbine performance). There are several reasons why the geometry mechanism freezes:

1. you need to check its functionality. This is done while running on idle speed engine You need to disconnect the vacuum tube from the actuator (pneumatic valve, “fungus”) of the geometry drive, and then put it in place. In this case, the actuator rod should go down when disconnecting the tube, and after putting on the tube it should smoothly go up. If nothing like this happens: the rod does not move or moves jerkily, then the geometry mechanism is worn out. It is best to send the turbine for restoration.
2. if the “geometry” works fine, then you need to move on to computer diagnostics and run a check of the “basic settings” of the turbine control. The system will check the functionality of the boost control valve (valve N75), which controls the same pneumatic valve. If the actuator rod does not move, then the fault should be looked for in the N75 valve or in the hoses. There are three of these tubes: vacuum, “atmospheric” and turbine control (it is connected directly to the pneumatic valve). All tubes tend to fray. If there is a vacuum leak, then the turbine geometry does not move to the position of the maximum angle of attack of the guide vanes and the turbine is “under-inflated”. If there is a leak in the atmospheric tube, then the “geometry” of the turbine cannot go into the minimum angle of attack mode, and as a result, the turbine “overblown” occurs, which is felt during acceleration and high engine loads. In this case, the turbine control system, in the event of high deviations from the normal pressure in the intake manifold, commands valve N75 to move the turbine blades to the minimum angle of attack position, thereby reducing the intake pressure. Engine power drops. If you turn off the engine and start it again, the emergency turbine control mode is disabled. But only until the boost pressure again deviates from the norm.
3. a decrease in engine power occurs when there is a loss of tightness intake manifold. Usually a hole is formed in the intercooler through which air is released.

The 1.9 TDI (ALH) engine produces excess power

But the opposite situation, when the 1.9 TDI (ALH) engine suddenly starts to drive very quickly, usually ends in serious trouble. But first, there are two things to note about “driving fast”:

1. The turbine geometry can suddenly become stuck in a position that produces high boost pressure.
2. after installing a new, working turbine, the engine can return to its original boost and power parameters.

In the situations described above, the following occurs: normal or high flow of air compressed by the turbine blows oil out of the intercooler, which had been accumulating there for months.

Where does the oil in the intercooler come from? As a rule, all turbodiesels “send” some portions of oil into the intake. But an excess amount of oil in the intake and in the intercooler in particular appears there due to wear of the turbine cartridge. And the engine can run on this oil, but not for long. The oil, picked up by a fast flow of air compressed by the turbine, enters the combustion chambers, and the engine speed increases sharply, as if at maximum fuel supply. But at the same time, there is simply no limiter for the supply of this alternative fuel, and the oil literally flows into the cylinders and burns there.

At the same time, the speed of the motor increases to the limit. The engine is either destroyed(with connecting rods coming off and so on) or jams due to overheating. There are times when so much oil enters the cylinders that water hammer occurs. Actually, “overrun” is the only reason why the 1.9 TDI (ALH) engine “dies”. There are known cases when the engine went into disarray due to a new and fully working turbine, which was installed without first cleaning the intake manifold.

Serious damage to the 1.9 TDI (ALH) engine is rarely caused pouring injectors or faulty fuel injection pump. Due to excess fuel supply to the cylinders pistons burn out. However, a problem with fuel supply can be noticed in advance by increased consumption and problems with starting the engine.

In general, the 1.9 TDI (ALH) engine turned out to be relatively simple and reliable. Problems with it arise due to age, mileage, savings on maintenance, diagnostics and ignoring incipient problems with the turbine. If this engine still fails, you can buy a 1.9 TDI (ALH) unit for Skoda Octavia, Volkswagen Golf and other cars from the MotorLand company.

Power unit 1.9 TDI is another representative of German-made diesel turbocharged power units from Volkswagen concern. This engine is familiar to many car enthusiasts thanks to the VW Caddy, which has gained popularity.

Specifications

The 1.9 TDI engine (AFN, 1Z, AAZ, AHU) is a power unit that is installed on Audi, Skoda and Volkswagen cars. This diesel solution many problems - especially traction and power.

1.9 TDi engine under the hood of a VW Passat.

Volkswagen 1.9 turbodiesels appeared in 1991 on VW Passat B3 cars. The engine uses a cast iron cylinder block with a forged crankshaft and a stroke of 95.5 mm. Pistons with a diameter of 79.5 mm, which makes it possible to obtain 1.9 liters of volume.

The first AAZ turbodiesels were equipped with an aluminum single-shaft 8-valve head with pre-chambers. Diameter intake valves was 36 mm, exhaust 31 mm, and valve stem diameter 8 mm. Then the 1Z, AHU, AFN and other engines appeared, which used a cylinder head with direct injection. The valve diameter here is 35.9/31.5 mm, the stem diameter is 7 mm.

The camshaft rotates via a timing belt, which needs to be changed every 60 thousand km. The first versions were equipped with a mechanical injection pump, then the engine was switched to direct injection.

Let's consider the main specifications motor EA189:

Modifications

Like many engines produced by VW, the TDi 1.9 received a fairly large number of modification models with advanced characteristics:

• AZZ (1991 - 1998) - pre-chamber diesel with a compression ratio of 22.5 and a mechanical injection pump. There were two versions of the AAZ: with a Garrett TB0261 turbine and with a KKK K03. Both options were without an intercooler, the boost pressure was 0.7 bar. This internal combustion engine develops 75 hp. and 150 Nm of torque.
• 1Z (1991 - 1996) - direct injection turbodiesel with electronic injection pump, with different pistons and a compression ratio of 19.5. There is a Garrett GT1544S turbine with an intercooler, and the boost pressure is 0.95 bar. Power is increased to 90 hp, and torque is 202 Nm at 1900 rpm.
• AHU (1996 - 2001) - replacement for 1Z, which was adjusted to Euro 2 environmental standards.
• AFN (1996 - 1999) - analogue of AHU with a Garrett GT1744V-VNT15 variable geometry turbine, with different injector nozzles with larger holes and with a different ECU. Power 110 hp torque 235 Nm.
• ALE (1997 - 2000) - AHU engine for US environmental standards.
• AGR (1996 - 2005) - transverse version of the AHU diesel engine.
• ALH (1997 - 2010) - the same AGR for the North American market, but with a GT1749V turbine.
• AHH (1997 - 2001) - analogous to AFN, but differs in fuel injection pump, injectors and Garrett GT1749V turbine. Power 90 hp, torque 210 Nm.
• AHF (1997 - 2000) - analogue of ALH with sprayers, like on AFN.
• AVG (1999 - 2001) - renamed AFN.
• ASV (2000 - 2006) - replacement of AHF with different pistons.
• ABL (1992 - 2003) - analogous to AAZ, but with a different injection pump, with a Garrett TB0254 turbine, with a modified sump and a modified exhaust. Found only on Volkswagen T4.

Service

All VW-Group engines are serviced the same way. The TDI 1.9 diesel has a recommended service interval, according to the manufacturer’s standards, of 15,000 km. But, some motorists argue that to preserve the engine, it is necessary to reduce this figure to 10,000 km.

Malfunctions

Although the motor has proven itself to be reliable over its entire service life, it has a number of design flaws that are visible throughout the entire series:

Engine repair 1.9 TDI (AFN, 1Z, AAZ, AHU).

• White smoke from AAZ. Head depressurization. Repair or replacement of an element.
• Loss of traction. In almost all cases, the problem lies in the N75 boost control valve.

Conclusion

The TDI 1.9 engine is a good representative of turbocharged diesel engines, which are representatives of the old reliable generation. Maintenance and repairs are carried out quite simply and, as practice shows, usually on their own.

We present to your attention an overview of the most popular diesel engines of the Volkswagen concern.

1.9 TDI

Short description.

4-cylinder;

8 valve;

Pump injectors or direct injection;

With turbocharger;

Designed for small, compact or middle class cars.

This power unit was not the first “TDI” on the market, but it was the one that contributed to the fact that VW diesel engines became known almost all over the world. It was first used in the Audi 80 B4 in 1991. The 90-horsepower version of the 1.9 TDI turned out to be exemplary in its class. The car reached hundreds in less than 15 seconds and consumed about 5.5 liters per 100 km. In practice, this made it possible to travel 1200 km without refueling. Additional benefit there were no problems with starting when low temperatures(typical of engines with direct fuel injection), as well as excellent reliability.

The 1.9 TDI was created on the basis of the 1.9 TD. The main differences: a new head and power system. Direct fuel injection from the injection pump is a key element in improving efficiency.

Higher power versions soon appeared - the most common being the 110-horsepower version. The engine went to the most popular models of the German concern: Audi, Seat, Skoda and Volkswagen.

In 1998, the next generation of the 1.9 TDI PD power unit entered the market. It is distinguished by the use of pump injectors, which replaced the classic scheme - injectors plus high-pressure fuel pump. The new solution made it possible to increase the injection pressure. This has further reduced fuel consumption and improved performance. However, there was a small by-effect– slight increase in operating costs.

The only drawback of the 1.9 TDI and 1.9 TDI PD is its rather noisy operation. Fortunately, this is only felt in cars larger low class, and mainly at low speeds. When driving at a speed of about 100 km/h - due to various acoustic noises - the sound of the engine is no longer distinguishable.

It is worth noting that to reduce vibrations, the manufacturer used special engine mounts - oil-filled cushions. Cheap substitutes are made of rubber and metal, and therefore greatly reduce the level of comfort.

Interesting fact. The 1.9 TDI is easy to tune. Simple manipulations with the software can increase output by 20-30 hp. Specialists can easily double the maximum power.

Even the first 1.9 TDI is considered very durable. However, after 300,000 km, the first signs of aging appear: oil consumption increases, smoke appears when adding gas, oil leaks are observed, and power drops slightly. The newer 1.9 TDI PD is slightly less reliable, but compared to modern diesel units it is a role model.

Worn exhaust gas recirculation valve.

Typical symptoms of EGR valve failure are a drop in power, smoke, and sometimes a characteristic thud from under the hood. Repair comes down to diagnosing and eliminating related problems, and then replacing the element with a new one (cost about $100).

Wear of hydraulic valve tappets.

Noisy engine operation will indicate wear on the hydraulic tappets. Owners do not notice this, since the extraneous sound gradually increases from year to year, but fuel consumption and power do not change. The only cure is to install new ones. It is best to do this in conjunction with servicing the timing drive, since it will still have to be removed to replace it. One pusher costs about $6, and there are 8 in total.

Worn double flywheel.

A characteristic ringing sound when the engine is turned off indicates wear on the flywheel. Sometimes a metallic noise is also heard at idle. In such a situation, all that remains is to spend about $600 and replace the complete clutch kit along with the flywheel. It is worth noting that not all 1.9 TDI engines are equipped with a dual-mass flywheel. For example, the older 1Z does not have it.

Technical specifications 1.9 TDI – partI.

Technical specifications 1.9 TDI – part II.

Technical specifications 1.9 TDI – part III.

Application.

Audi A3 I - 09.1996-05.2003;

Audi A3 II - 05.2003-05.2010;

Audi A3 Sportback - 09.2004-05.2010;

Audi 80 B4 - 09.1991-12.1994;

Audi A4 B5 - 01.1995-11.2000;

Audi A4 B6 - 11.2000-12.2004;

Audi A4 B7 - 11.2004-06.2008;

Audi A6 C4 - 06.1994-10.1997;

Audi A6 C5 - 04.1997-01.2005;

Seat Ibiza II - 08.1996-08.1999;

Seat Ibiza III - 08.1999-02.2002;

Seat Ibiza IV - 02.2002-11.2009;

Seat Leon I - 11.1999-06.2006;

Seat Leon II - 07.2005-09.2012;

Seat Toledo I - 08.1995-03.1999;

Seat Toledo II - 04.1999-05.2006;

Seat Toledo III - 10.2004-05.2009;

Seat Altea - 04.2004-03.2010;

Seat Alhambra I - 04.1996-3.2010;

Skoda Fabia II - 04.2007-03.2010;

Skoda Octavia I - 09.1996-03.2010;

Skoda Octavia II - 06.2004-12.2010;

Skoda Superb I - 12.2001-03.2008;

Skoda Superb II - 03.2008-03.2010;

Skoda Roomster - 03.2006-03.2010;

Volkswagen Polo 9N - 10.2001-11.2009;

Volkswagen Golf III - 09.1993-08.1997;

Volkswagen Golf III Cabriolet - 08.2005-06.2002;

Volkswagen Golf IV - 08.1997-06.2005;

Volkswagen Golf V - 10.2003-11.2008;

Volkswagen Golf Plus - 01.2005-01.2009;

Volkswagen Touran - 02.2003-05.2010;

Volkswagen New Beetle - 01.1998-06.2004;

Volkswagen Passat B4 - 10.1993-08.1996;

Volkswagen Passat B5 - 08.1996-05.2005;

Volkswagen Passat B6 - 03.2005-11.2008;

Volkswagen Sharan I - 09.1995-03.2010.

Ford Galaxy I, I FL: 03.1995-05.2006.

Volkswagen jealously guarded its successful powertrains and did not provide them to competitors. The only exception to this rule was the first generation Ford Galaxy. The car was a technical twin of the VW Sharan and Seat Alhambra and therefore received a wide range diesel TDI with a power of 90, 110, 115, 130 and 150 hp.

Conclusion.

This is one of the best engines in the history of the automotive industry. It is economical, and in more powerful versions – dynamic. Its main advantages are durability and inexpensive repairs. An alternative to it could be the 2.0 TDI CR.

1. 4 TDI

Short description.

3-cylinder;

6 valve;

Injectors;

Turbocharger;

Designed for small city cars.

The 1.4 TDI (namely the 1.4 TDI PD) was created from the 1.9 TDI PD engine by “removing” one cylinder. The power unit debuted in the small Volkswagen Lupo. Quite quickly it found its way into other, larger models of the Volkswagen concern. It is most often found in the Audi A2, Seat Ibiza, Skoda Fabia and VW Polo.

The greatest risks of malfunctions this engine demonstrates in export Skoda Octavia, especially in the station wagon body. The fact is that this particular car was often used in corporate garages. And there, as you know, cars are used harshly and carelessly. This greatly affects the condition of the motor.

Most car enthusiasts believe that the noisy 1.4 TDI PD is the optimal alternative to the naturally aspirated 1.9 SDI (it is not included in the review because it practically does not break down). Thanks to turbocharging, the 1.4-liter unit has better elasticity and greater efficiency. Real consumption diesel fuel on the highway about 4 l/100 km, in the city - about 6.5 l.

Operation and typical malfunctions.

Just like the 1.9 TDI PD, the small 1.4 TDI PD has a cast iron block, aluminum head, timing belt and unit injectors. When used skillfully, it turns out to be practically trouble-free. In popular corporate cars (Skoda Fabia Combi, Roomster), the first signs of serious wear appear after 200,000 km - the result of full use.

Wear of pump injectors.

Symptoms are uneven engine operation and the glow plug indicator lights up while driving. Before deciding to replace or restore injectors, it is necessary to conduct a thorough diagnosis and eliminate wear of other elements of the fuel system.

Turbocharger wear.

A typical malfunction under high mileage and harsh operating conditions. Repairing the turbocharger of the 90-horsepower version is more expensive due to the variable geometry.

Technical specifications 1.4 TDI.

Application.

Audi A2 - 02.2002-08.2005;

Seat Arosa - 01.2000-06.2004;

Seat Ibiza III - 05.2002-11.2009;

Seat Ibiza IV - 07.2008-06.2010;

Seat Cordoba II - 10.2002-11.2009;

Skoda Fabia I - 01.2000-03.2008;

Skoda Fabia II - 01.2007-03.2010;

Skoda Roomster - 07.2006-03.2010;

Volkswagen Lupo - 01.1999-07.2005;

Volkswagen Fox - since 04.2005.

Conclusion.

This is a very economical engine. His main drawback- uncomfortable work. It does not have a particulate filter, and therefore is best suited for the city. An alternative could be the junior 1.2 TDI, but it is more expensive to repair.

2.0 TDI

Short description.

4-cylinder;

8 or 16 valve;

Pump injectors or Common Rail;

Turbocharger;

Designed for compact and mid-class cars.

The 2.0 TDI is the successor to the popular 1.9 TDI. It was planned that he would repeat the success of his predecessor. But, unfortunately, this did not happen. The engine debuted in 2003 in an 8-valve version. In terms of technical parameters, the power unit has become better in all respects.

It gained notoriety under the hood of the Volkswagen Passat B6, where it proved to be very unreliable. However, a few years later the 2.0 TDI PD was offered in all VW models. Volkswagen even lent it to other manufacturers.

It is worth noting that the general name 2.0 TDI PD hides several different engine modifications. They differ in the degree of boost and technical details, such as the number of valves, the design of auxiliary equipment and even the layout of the lubrication system. It is for this reason that some models with 2.0 TDI PD do not bother their owners, while others, especially the Passat B6, constantly upset.

At the end of 2007, Volkswagen thoroughly modernized the power unit. The pump injectors were replaced with a Common Rail power supply system and most of the defects were eliminated. But the main reason for the reconstruction is the tightening of environmental standards and the reduction of production costs. Common Rail provides greater opportunities to control valve timing and injection. In addition, it is cheaper to produce.

The market is dominated by two CR versions - 140 and 170 hp. Interestingly, the Volkswagen diesel engine with pump injectors was also offered in two boost options - 140 and 170 hp. Therefore, at first glance, technical parameters It is difficult to understand which engine we are talking about.

Operation and typical malfunctions.

The reliability of the 2.0 TDI depends not only on operating conditions, but also on its version. Each option has its own code designation. It's in the book service, and is also indicated on the information plate, which is located in the trunk - in the niche for the spare wheel. The best reputation is enjoyed by the engine with the designation BKD, which was installed in the Audi A3 II, Skoda Octavia II, Seat Leon II, VW Golf V. Worst reviews deserved the BKP series engine used in the Passat B6.

Failure of pump injectors.

The injectors of the 2.0 TDI PD engines fail slightly more often than in the 1.9 TDI PD. But the worst thing is that they are more expensive. There are two types of injectors - Bosch and Siemens. The former cost about $250, the latter about $400.

Oil pump malfunction.

In some versions of the 2.0 TDI PD, such as the previously mentioned BKP, the oil pump drive wears out prematurely. As a result, the oil pump may fail, resulting in damage to the turbocharger and seized bearings. The oil pressure indicator will indicate that there is a problem, but this usually means it is too late. The pump drive can be repaired or replaced with a new one (about $500). However, this is a temporary solution. After such a malfunction, it is better to replace the engine, for example with a 2.0 TDI PD from Skoda Octavia II or VW Golf V.

Block head cracking.

In some versions of the 2.0 TDI PD, head damage often occurs. The defect affects 16-valve modifications. Repair is difficult and does not guarantee success. New heads cost between $500 and $800.

Particulate filter malfunctions.

In 2.0 TDI PD engines there are 2 types of DPF filters: dry and wet. The latter type was common in the Passat B5 FL Skoda Superb versions and was not particularly reliable.

Technical data 2.0 TDI – partI.

Technical data 2.0 TDI – part II.

Application.

Currently, the 2.0 TDI engine is one of the most popular power units in Volkswagen models. In the compact class it can act as a sports power unit, for example the Seat Ibiza Cupra, and in the middle class it serves as a base unit, for example in the Passat.

Audi A3 II - 03.2003-03.2013;

Audi A3 II Sportback - 05.2004–03.2013;

Audi A4 B7 - 2004-2008;

Audi A4 B8 – from 09.2007;

Audi A6 C6 - 07.2004-03.2011;

Audi A6 C7 – from 10.2013;

Chrysler Sebring III - 03.2007-04.2009;

Mitsubishi Outlander II - 02.2007-10.2010;

Seat Ibiza IV – from 10.2009;

Seat Leon II - 2005-2012;

Seat Leon III – from 11.2012;

Seat Toledo III - 2004-2009;

Seat Altea - 03.2004-09.2010;

Seat Exeo - 04.2009-05.2013;

Seat Alhambra I FL - 10.2005-08.2010;

Seat Alhambra II – from 05.2010;

Skoda Octavia II - 06.2004-01.2013;

Skoda Superb I - 2004-2008;

Skoda Superb II – from 06.2008;

Skoda Yeti – since 2009;

Volkswagen Golf V - 08.2003-05.2009;

Volkswagen Golf Plus I, II – from 12.2004;

Volkswagen Golf VI - 10.2008-10.2012;

Volkswagen Golf VII - from 08.2012;

Volkswagen Beetle – from 02.2012;

Volkswagen Passat B5 FL - 11.2003–05.2005;

Volkswagen Passat B6 - 02.2005-07.2010;

Volkswagen Passat B7 – from 11.2010;

Volkswagen Tiguan – since 08.2007;

Volkswagen Touran I - 01.2003-05.2010;

Volkswagen Touran II – from 05.2010;

Volkswagen Scirocco – from 07.2008;

Volkswagen Sharan II - 10.2005-08.2010;

Volkswagen Sharan III – from 05.2010.

The 2.0 TDI engine was also installed in cars from other manufacturers:

Chrysler Sebring III;

Dodge Avenger, Caliber;

Jeep Compas;

Mitsubishi Grandis, Lancer VIII, Outlander II.

Conclusion.

The 2.0 TDI PD engine deserves very low ratings. In terms of performance, it's not bad, but its reliability calls into question the brand's reputation. The engine with the Common Rail power system deserves positive reviews.

2.5 TDIV6

Short description.

6-cylinder;

24-valve;

Direct injection;

Turbocharger;

Designed for middle class cars and above.

Market realities of the 90s forced VW to develop a modern diesel V-twin engine. Further improvement of the utilitarian 5-cylinder unit did not make any sense. This is how the 2.5 TDI V6 appeared - the first diesel V6 of the Volkswagen concern.

This engine debuted in 1997, initially in the Audi A8. The block was cast from cast iron, and the two heads were made from aluminum. The power unit received a gas distribution system unusual for that time: 4 valves per cylinder and only 4 camshafts (2 per head). The system was activated complex circuit timing belts. The main belt drove only the intake shafts, while the exhaust shafts had a separate belt. Fuel was supplied using a Bosch injection pump. This turbodiesel never had a particulate filter, and the EGR valve appeared only in a version that complies with the Euro-4 environmental standard.

Operation and typical malfunctions.

The 2.5 TDI V6 engine has a terrible reputation, which it quickly earned in the early 150 hp version. Later modifications with a power of 155-179 hp. have proven themselves to be much better. The BAU and BCZ models are worthy of recommendations.

Shaft wear.

This is the main problem with the 150 hp TDI V6. Wear on the shaft cams causes the engine to run more and more unevenly. Eventually, the shafts will have to be removed and subjected to a restoration process. This will require about $1000.

Pump failure V.P.

Advanced in technically An electronically controlled injection pump is prone to malfunctions due to a malfunction of the controller, or rather the fuel quantity calibration sensor. A new pump costs about $300. There are no analogues.

Oil leaks.

To eliminate oil leaks through the seals, as a rule, it is necessary to remove the engine. You will have to spend almost 500-700 dollars on repairs.

Clogged crankcase ventilation system.

The appearance of white smoke and loss of power may indicate a clogged crankcase ventilation. It will cost about $70 to replace. For preventive purposes, it is better to carry it out every 50-60 thousand km.

Technical specifications 2.5 TDI V6.

Application.

Audi A8 D2 - 01.1997-2002;

Audi A6 C5 - 07.1997-01.2005;

Audi A4 B5, B6 - 09.1997-12.2004;

Volkswagen Passat B5 - 07.1998-05.2005;

Skoda Superb I - 12.2001-03-2008.

Conclusion.

The first experiment failed. Many other manufacturers also tried to create the perfect diesel V6, but without success. You should stay away from the 150 hp version. Options with a power of 163 and 179 hp are worthy of recommendations, but only those that comply with the Euro-3 standard. Later engines are troublesome. A good alternative would be petrol V6s.

2.7 and 3.0TDI

Short description.

6-cylinder;

24-valve;

Common Rail direct injection;

Turbocharger;

Designed for middle-class and higher cars, SUVs.

The 2.7 and 3.0 TDI V6 engines were developed from scratch and have nothing in common with the old V6 2.5 TDI. These are modern turbodiesels with a common rail injection system and a system of three timing chains located in in an inconvenient place– from the gearbox side. These motors provide fantastic performance and consume noticeably less fuel than 2.5 TDI, with quiet movements.

The 3-liter TDI debuted in 2004 in the Audi A8. He aroused admiration among journalists and clients, who drew attention to the fantastic dynamic characteristics. The power unit has a cast iron block and cylinders spaced at an angle of 90 degrees. In addition to a set of timing chains driving the shafts, there is a timing belt that drives the pump high pressure Common Rail, creating a pressure of 1600 bar. Fuel is supplied to the cylinders by Bosch piezoelectric injectors. The engine had two intercoolers located on the sides. The 2.7-liter unit featured a piston stroke reduced by 8 mm. All V6 TDIs with common rail have a DPF filter.

Most TDI models with more than 6 cylinders, such as the 4.2 TDI and 6.0 TDI, are obtained by increasing the number of cylinders. This does not apply to the 10-cylinder unit (known from the VW Touareg), which is de facto a combination of two 2.5-liter inline-fives.

Operation and typical malfunctions.

The technically complex 3.0 TDI requires a lot of effort and money for any repair. Here we are dealing with a “pack of equipment” that increases the cost of ownership. Unfortunately, the TDI CR V6 is practically unable to travel 300,000 km without repair. Often, serious problems begin to appear after 150,000 km.

Timing drive.

In many cars, the timing chain tensioner causes trouble. This manifests itself as a grinding noise upon startup. There is no point in delaying repairs. A comprehensive timing belt replacement with new tensioners will cost $2000-2500. Fortunately, there are few cases of chain jumping, but if it happens, you will need to major renovation engine.

Piston burnout.

The first batches of 3.0 TDI were equipped with piezoelectric injectors, which quickly failed. They ensured that there was not enough fuel supplied to the cylinders. As a result, a mixture that was too lean led to an increase in temperature and burnout of the pistons.

Technical specifications 2.7 TDI.

Technical specifications 3.0 TDI.

Application.

Audi A4 B7, B8 - from 11.2004;

Audi A5 – from 06.2007;

Audi A6 C6, C7 – from 05.2004;

Audi A7 – from 10.2010;

Audi A8 D3, D4 – from 01.2004;

Audi Q5/SQ5 – from 11.2008;

Audi Q7 – from 03.2006;

Porsche Cayenne I - 02.2009-06.2010;

Porsche Cayenne II – from 06.2010;

Volkswagen Phaeton - from 09.2004;

Volkswagen Touareg I - 11.2004-01.2010;

Volkswagen Touareg II – from 01.2010.

Conclusion.

An excellent choice for those who do not have to consider operating costs. If you're buying a diesel to save money, then stay away from the 3.0 TDI. A good alternative would be the V6 3.0 TSI petrol engine.

Engine 1.9 TDI (AFN, 1Z, AAZ, AHU)

Characteristics of 1.9 TDI engines

Reliability, problems and repair of 1.9 TDI engines

Volkswagen 1.9 turbodiesels appeared in 1991 on VW Passat B3 cars. A cast-iron cylinder block with a forged crankshaft with a stroke of 95.5 mm and pistons with a diameter of 79.5 mm is used here, which makes it possible to obtain 1.9 liters of volume.

The first AAZ turbodiesels had an aluminum single-shaft 8-valve head with pre-chambers. The diameter of the intake valves was 36 mm, the exhaust valves were 31 mm, and the diameter of the valve stem was 8 mm. Then the 1Z, AHU, AFN and other engines appeared, which used a cylinder head with direct injection. The valve diameter here is 35.9/31.5 mm, the stem diameter is 7 mm.
The camshaft rotates via a timing belt, which needs to be changed every 60 thousand km.
The first versions were equipped with a mechanical injection pump, then the engine was switched to direct injection. You can find out the main differences between the versions below.

The production of 1.9 TDI engines with direct injection continued until 2010, but since 1998 they were replaced by 1.9 TDI with pump injectors.

Modifications of 1.9 TDI engines

1. AZZ (1991 - 1998) - pre-chamber diesel with a compression ratio of 22.5 and a mechanical injection pump. There were two versions of the AAZ: with a Garrett TB0261 turbine and with a KKK K03. Both options were without an intercooler, the boost pressure was 0.7 bar. This internal combustion engine develops 75 hp. and 150 Nm of torque.
2. 1Z (1991 - 1996) - direct injection turbodiesel with electronic injection pump, with different pistons and a compression ratio of 19.5. There is a Garrett GT1544S turbine with an intercooler, and the boost pressure is 0.95 bar. Power is increased to 90 hp, and torque is 202 Nm at 1900 rpm.
3. AHU (1996 - 2001) - replacement for 1Z, which was adjusted to Euro-2 environmental standards.
4. AFN (1996 - 1999) - an analogue of the AHU with a Garrett GT1744V-VNT15 variable geometry turbine, with different injector nozzles with large holes and with a different ECU. Power 110 hp torque 235 Nm.
5. ALE (1997 - 2000) - AHU engine for US environmental standards.
6. AGR (1996 - 2005) - transverse version of the AHU diesel engine.
7. ALH (1997 - 2010) - the same AGR for the North American market, but with a GT1749V turbine.
8. AHH (1997 - 2001) - analogous to AFN, but differs in fuel injection pump, injectors and Garrett GT1749V turbine. Power 90 hp, torque 210 Nm.
9. AHF (1997 - 2000) - an analogue of ALH with sprayers, like on AFN.
10. AVG (1999 - 2001) - renamed AFN.
11. ASV (2000 - 2006) - replacement of AHF with different pistons.
12. ABL (1992 - 2003) - analogous to AAZ, but with a different injection pump, with a Garrett TB0254 turbine, with a modified sump and a modified exhaust. Found only on Volkswagen T4.

Problems and reliability of 1.9 TDI engines

1. White smoke from AAZ. This is usually due to cracks in the cylinder head, which is not uncommon on AAZ. You need to replace the head with a whole one.
2. Loss of traction. In almost all cases, the problem lies in the N75 boost control valve. If this does not help, then you need to carry out diagnostics - the motor is old, there are a lot of options.
These diesel engines are not particularly picky about fuel quality, but it’s better not to take risks and not pour the first liquid you come across.
Otherwise, these engines are very good and extremely reliable, with a service life of 400 thousand km or more.

Tuning 1.9 TDI engines (AFN, 1Z, AHU)

Chip tuning

If your engine has not yet completely fallen apart and you want to make it go a little faster, then you can do chip tuning. 110 hp versions chipped up to 140-150 hp, while the torque will exceed 300 Nm.
Weaker variations of 90 hp. The firmware shows 110 hp. and 250-260 Nm of torque. Everything else makes no sense - the car is too old, it won’t be super-dynamic anyway.

Car enthusiasts from Eastern Europe love Volkswagen TDI diesel engines because they are economical, dynamic, reliable, durable and easy to repair. But is this really true?

1.9 TDI

The 1.9 TDI engines earned a largely impeccable reputation back in the early 90s. Compared to its competitors, the 90-horsepower German direct injection diesel engine impressed with its excellent performance and low fuel consumption. At the same time, it was unpretentious in terms of service and had a large margin of safety. For this, tuners immediately liked him.

The only significant drawbacks: noisy operation and vibrations - stronger than in engines with indirect injection. Versions close to the 90-horsepower “original” with a distribution pump, relatively cheap and simple injectors, a conventional turbine (without variable geometry) and without an expensive dual-mass flywheel remained in production until 2009. But in recent years they have only been used in a few cheap models.

Over the years, more than a dozen variations of the diesel engine have been created. They received different code designations. Moreover, there are more turbodiesel modifications than boost (power) options. And although all samples have the same displacement and the general name 1.9 TDI, they can differ significantly from each other: from the power supply system, the design of the turbocharger to the alloy from which the block and head are made.

But with 1.9 TDI engines that have undergone tuning, you need to be careful. Many home-grown tuners doubled the output of a 90-horsepower unit without any modifications, simply by loading software with extreme operating parameters. They usually referred to the fact that among the modifications of the diesel engine there is a 160-horsepower version. However, between all these engines there are much more technical differences than parameter settings.

2.0 TDI - more power and more problems

In 2003, the 2.0 TDI engine debuted. There was enormous interest in it, because with a slight increase in working volume it promised even more more benefits. But, unfortunately, the enthusiasm of buyers soon faded. It's no secret that diesel cars are more often purchased for work, and their mileage is growing at a rapid pace.

The first serious problems began to arise while the engine was still under warranty. For example, cracks appeared in the 16-valve block head. (1.9 TDI in all modifications had an 8-valve head, and 2.0 TDI had 8 or 16 valves, depending on the version). A little later, other vulnerabilities were discovered: oil pump, injectors, dual-mass flywheel, particulate filter and a turbocharger.

It turned out that when creating a new generation of diesel engines Volkswagen engines I didn’t skimp on modern solutions. But I skimped on the quality of materials. Result? Demand for the engine fell, and on Internet forums a discussion began on methods of “implanting” the old engine into new models. There was even a joke that TDI was short for “Only For Idiots.”

TDI – only for idiots?

Most often we encountered malfunctions of the oil pump drive. What’s interesting is that, depending on the modification of the 2.0 TDI, two completely different solutions were used, and both could suddenly “pass away.”

Versions with a balance shaft used an oil pump drive using a thin hexagonal shaft, nicknamed “pencil” by mechanics. Unfortunately, it quickly wore out, and there was an acute shortage of lubrication. At best, the turbocharger ran out, at worst, the engine itself.

Other modifications had an oil pump drive via a reliable chain. But this is in theory. But in practice, although the chain turned out to be reliable, the gears quickly wore out. At the same time, a rumble appeared from below. However, due to the noisy operation of the engine, it was not easy to recognize the disease. Further events developed according to a banal scenario - lack of lubrication, light bulb fire low pressure oil, and engine failure. In any case, if the oil can is displayed, then the process for a turbodiesel is no longer reversible.

1.9 TDI BXE – an engine to avoid

Among used car buyers, especially those who are more detail savvy, the view has quickly developed that the safest choice is the 1.9 TDI, and that the 2.0 TDI should be steered clear. Unfortunately, everything is not so simple here. Both engines were produced for quite a long time and were constantly subject to modernization. For the 2-liter they were aimed at eliminating defects, and for the 1.9-liter they were aimed at fine-tuning them in accordance with regularly tightening emissions standards, and, probably, at reducing production costs.

Result? Among the 1.9 TDIs of recent years, real time bombs have appeared. At risk is a turbodiesel with pump injectors with a power of 105 hp, designated VXE. Even with careful operation and timely oil changes, tragic events occur after 100-150 thousand km. First, a knock is heard from under the hood, and a moment later the engine stalls. A look under the hood. Everything is splattered with oil. A closer inspection reveals the cause. The connecting rod has pierced the block, the engine is only suitable for scrap metal.

Defective earbuds

The culprits of the troubles are earbuds made of low-quality material. The photo shows details of a patient from 2008 with mileage of 140,000 km. In this case, the surface of the liners delaminated. Mechanics say that this fate usually awaits engines that use Long Life oil with extended drain intervals. Eventually, one of the bearings crumbles so much that it can block the connecting rod.

Theoretically, the harbingers of an impending problem should be knocking noises coming from the bottom of the engine. The problem is that the 1.9 TDI engine with code BXE is equipped with unit injectors, the loud noise of which negates all attempts to hear anything else.

If the defect is detected in time, the cost of replacing the liners and crankshaft will be about $500. Otherwise, catastrophic consequences are inevitable. Problematic engine installed in Volkswagen cars from 2006-2008: Volkswagen Golf, Passat, Touran; Audi A3; Seat Altea, Leon, Toledo; Skoda Octavia, Superb.