Crasher

The EA211 Evo 1.5 ACT Self Study Program says the belt is maintenance free, if you put a Evo2 car into the Digital Service system there is no distance or time interval BUT I would say 100k miles or ten years. Anyone who does one of these MUST have the 007 digital valve timing checker which is £k and currently unavailable.

For the Gen 4 we say every 40K inc the filter which VAG deny exists but you can buy them from Land Rover dealers. For the Gen 5 we say 20k and we have seen them as bad as the picture above at 20K from new.

The EA888, especially the 1.8, has a terrible reputation for drinking oil especially pre 2013. The only cure is to fit the updated pistons. The reason is the low drag ring design which reduces Co2 emissions on paper by about 1 gram per Km but in reality makes them drink oil, but hey, it's "saving the planet" 🐮 💩

Often the blue wire snaps in the harness when it goes from the gearbox to the body.

That looks like VIN based component protection so yes, ODOS is the only way I know of.

Do you have a rough idea of which ones you removed and do you have a code reader? I tried to copy and paste the diagrams like I do on other forums but it is a bt more complex on here, I will have a go tomorrow.

Not easy, there is no definitive layout, you have to study the diagrams in erWin against the build ate and spec... even I find it a trial. What is the VIN?

What is the VIN?

VAG UK don't give a mileage, just 5 years, VAG Germany say no time interval and 130500 miles.

Put the calipers in service position and dismantle. We would take the calipers carriers off and put then in the buzz tank for a couple of hours with some rust eater. I did this on a Passat yesterday with its fronts and after cleaning, painted them with Bilt Hamber Hydrate and the weld through zinc primer with Wurth ally paste in the pad grooves.

That actual display set is quite a rare one, there are so many variations it is hard to keep track. I did a new reductant pump and then delivery test on an A6 ultra on Friday, yuk, what a stench it makes when a lot of AdBlue is getting hot… nasty pong.

Something I forgot to mention. If you have been doing other tests and deleting codes, even if you use the login the ECU will "abort due to safety reasons" whatever the **** they are! Also when you go into service regen it may tell you to press and hold the brake and accelerator and then do nothing. Exit engine, turn off and restart then re-enter 01, enter the login (S12345 is now a common one) then go into basic settings, select the service regen and it should say press and hold the brake and CLUTCH, then release and press and hold then release the accelerator, what I call the pedal dance. The engine will lift to a fast idle. Then use click on measuring blocks in the basic settings screen and use the search for ash, select the options, then search soot and select the options, and then temperate where you will get EGT 1, 2, 3, 4 (many don't have an EGT 2) or you may get a full bank display in one value. At this point you can get out and watch, after approx ten mins the engine note changes, the fans will kick up and the EGT's start to climb where EGT 3 can peak at 750 centigrade, then you will start to see the soot figures drop. When the process starts, there can be a lot of acrid smoke so make sure you aren't going to offend anyone. When the soot gets down to approx 3% the engine note will change and the EGT's start to drop, let it cool down and you are done.

Interestingly Hazzy Dayz don’t list it so probably a nightmare, even changing the rear pads on the Octavia NN/NX is a sketch.

That Ash level is high for most, the figures I am seeing vary so much and as you say the wording. I did a service regen on a €Q3 on Friday and my business partner came to see how I was doing and couldn’t understand the Soot loading measured was 30% and the calculated much lower and was more puzzled when I told him at the end it will be 3% and minus 10 respectively, think that’s the right way around. I have been working on a rare one, a Golf 5 PDTDI 170 BMN that actually has its DPF still. We sent the DPF away and it came back with a good heath report. I reinstalled (yes I did some real work!) and there is only a regen when driving; we did two others last week a Scirocco and an A6 Ultra and they are all different, it is difficult keeping track of all the different systems we have to do.

Have a look in the security access if there is 27971 (from memory) regeneration whilst standing and enter the value, then go back to basic settings.

The slots are supposed to be there, the accept expansion and prevent cracking.

It needs to be the OE spec or the injector will move around (more than it does) and damage the bore You didn’t reuse the other bolts did you?

Kolben is piston, You mean KolbenSchmidt or KS who may all sorts of parts. KS, Mahle and Nural are commonly available for this engine OE the ones I have taken apart have been Nural.

I get the genuine part number as being 5J0 920 941 D

The immobiliser is in the cluster so you can’t “plug and play” anything, not even a genuine exchange panel, what is the VIN?

What is the VIN?

Powerflex bushes come with a special silicon grease that has all sorts of other uses, amazing stuff. I am always surprised by how many pots of it we sell when garages buy the bushes and then ring us up fo more sachets and we sell them a pot whilst lasts a long time.

This is VW's opinion

Could be the lower boost hose blown off.

Could be be DQ381 pump failure, what is the VIN? DQ200 mech £1934.40 plus labour, basic settings and fluids.