flybynite

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ErWin for HOW ETKA for WHAT

I get around 30-32 round town with the 1.8tsi but it can nudge 40mpg on a motorway run sticking to legal speeds which I don't think is bad for a petrol 4x4 estate. The DSG does it no favours as I am sure the constant up and down the box does not help. It seems to do better when I stick the box in manual and change myself. Ironically I can get better mpg much easier with my VW, same running gear and nearly twice the power. it changes gear less and does more on the torque.

That is why I say find a Hunter Rig with someone who knows how to operate it

In the days of your "Old School" Dunlop tracking gauges maybe not, but on modern cars a slight error can make a big difference to vibration. The ever bigger wheels and thinner side walls, harder suspension and lighter, stiffer bodyshells has taken much of the compliance and dampening out of the system. Mis alignment causes wear and the wear causes vibration. It can also vibrate if it causes the tyre to scrub Mine was not set accurately from the factory. It was not out by much but that small adjustment was all it took to make the difference. In my experience it is only the Hunter rigs that can set up the cars with the required accuracy consistently day in day out. On some cars different tyre manufacturers need a change in geometry to avoid sawtoothing and vibration. A change in make of tyre can sometimes work but that was not the case with the OP. Glad it seems to be better hopefully it was the problem and stays like that, but the vRS suspension is known to be quite hard. It is why I have standard suspension 🙂

One of the first things I would be doing is getting a four wheel alignment done on a Hunter rig at a place that knows how to use it properly. The feathering issue makes me think the geometry is out somewhere

For me ATE road pads and ATE or Brembo disks As above OE pads were Jurid and caliper was TRW, which is why fitment is printed on the pad. Earlier VWs with the same brakes had ATE calipers with a different fitment so probably helps save some idiot trying to hammer the wrong pads in.

Most, if not all, fitting places use low profile stick on weights anyway (about 3.8 mm) and clearance is fine. (as the Kodiak above) Difficult to judge the ride as most of the difference is down to the difference between the TS860 winters and the PS4 summers but there is a noticeable difference between them in ride and steering feel. I am happier when the summers go on though.

AFAIK they used the same TRW caliper on all the 340mm cars up until the MK4 in 2021 part number 5G0615123B. There are offset changes with the FL but that should not affect the radial clearance

Just to let you know standard VW or Skoda MQB 17" wheels fit over the VRS 340mm brakes just fine. I have used Skoda Teron alloys for my winter tyres now for 5 years over the 340mm (f) 310mm (r) with no issues, in fact in some markets the VRS came with 17" wheels as standard

Yes it will help the ride but you could also do a bit of research on tyres as some are good at taking the edge off the harshness of the suspension. I have PS4Ss on another car known for hard suspension and it made a big difference to the Pirellis that came off.

You won't gain any height with coilovers as they usually have a range of something like 20-40mm drop. I.E minimum 20mm drop if fitted. Standard Octy has pretty high ride height and I would be surprised if you have an issue. I have a standard height machine for that reason and I have not found I needed more. VRS or lowered car might have caused me issue but standard car has been fine. When new S/SE and SEL could be ordered with the "Rough road package" which raised the car by 15mm (same as the Scout) and added plastic underfloor protection. Wouldn't be too difficult or costly to get the springs for the RR package, and once up on a ramp the protection would not be hard to fit either. That would be the correct way to do it. Eibach also do a "Blue Light Kit" for service vehicles, but have doubts of it's general availability. Guess it is not far from the RR package

EA888 gen3 is a very different engine to the gen 2 fitted to the Mk2. AFAIK the Gen3 was not fitted to pre-MQB cars as it was not produced until 2013 I have had the gen3 180ps 1.8 TSI in mine for 5 years and it has not missed a beat, even driving the 4x4. I won't lie I'm glad mine has the DQ250 as I think the 1.8 is on the limit of what the DQ200 will handle but at least it will have the multilink rear suspension

No the modern day version is called 'anti-hijack' Ghost has the capability but will not do that in the UK. Ghost has the transmission lock, which will let the engine start but cut it when put in gear (DSG only) Some good alarms can do anti-hijack, and can be set to do it from alarm activation.

I don't have the manual for the 1.0 but most of the other engines (1.2,1.4,1.6) are 22Nm. 1.8 is 28Nm and 2.0 is 30Nm Plugs tend to come pre-set and can vary with manufacturer. Scraping feeler gauges over the tip does new plugs no favours As above, few Euros for an hour's ErWin access will get everything correct for your chassis number (for spark plugs you are looking for the manual 'Maintainance' Chapter 3 "Replace spark plugs"

Its on a Volvo but its the same Gen V Haldex, the Volkswizard one on the Golf is good too. Easy job, much easier than the Gen IV. I have used these guys and found them good https://www.haldexrepairs.co.uk/product-tag/Skoda/ I tend to use the Borg Warner oil as they make the Haldex units but I'm sure the Febi stuff is fine

Have a quick look at this, one of the better ones IMHO

If you read it correctly it may help "circuit" and "system" mean different things for most people. Modern cars and engines do many things most people have not heard of.

I did not say ""reduced cooling system" I said "circuit" which by nature has a length and it is shortened by things you mention Don't see why that it controversial, cars been doing it to oil and water circuits for decades

Then read it yourself. There are pictures too, sounds like you need them. Cooling section of the workshop manual has more You could look at your own. I have an EA888, (two actually) and worked on many more. I am happy to help the OP answer his question, but I have no interest in trying to educate the trolitariat.

Did not run them into the summer as the PS4Ss went on in the spring but I would say the Bridgestone will be better than the Vectors in the summer as the Vectors are winter-based all seasons and I used to use them as winters and take them off in the summer on one of mine

No See below Two different pathways one including a cooler one not From the EA888 book of words The complete cooling water circuit – both internally inside the engine and on the vehicle side – was designed throughout to provide innovative thermomanagement (ITM), resulting in rapid heat-up of the engine and, as required, of the vehicle interior. The two main components of the thermomanagement system are the integrated exhaust gas cooling system as already described and the rotary slide module for implementing fully electronic coolant control. The complete cooling circuit additionally features switching valves to activate or block the flow through the heater and the gear oil heat exchanger. The central actuating element for the fully electronic coolant control and thermomanagement system is the plastic rotary slide module, housing two mechanically coupled rotary slides which regulate the cooling water flow. An electric motor drives rotary slide 1 by way of a heavily downspeeded worm gear. This is in turn connected via lantern gear toothing to rotary slide 2. Rotary slide 1 replaces the conventional wax thermostat, and is able to vary the cooling water temperature During the warm-up phase, the cooling water flow into the engine is initially completely blocked by rotary slide 2. All external valves are closed, the water is standing throughout the engine. When heating is requested (in real-life customer operation), the standing water does not have to be completely used up. In this case there is an autonomous heating circuit with a dedicated auxiliary water pump via which the waste heat from the integrated exhaust manifold cylinder head is fed to the passenger compartment heater. The cooling water inlet into the engine block (rotary slide 2) remains closed, so maintaining the rapid heat-up function of the cylinder liners and reducing friction. The autonomous heating system means the customer’s comfort demands can be met and at the same time the optimum heatup strategy is implemented to minimise friction. Finally, as the engine temperature rises further, rotary slide 2 is slowly opened. This generates the minimum necessary cooling water volumetric flow to ensure adequate cooling of the components. The very rapid heat-up of the water further minimises friction in the warm-up phase. Ultimately, as from a specified water temperature, the engine oil is additionally heated by targeted activation of the engine oil cooler by way of rotary slide 1. Once the engine has been sufficiently warmed through, the switching valve to the gear oil cooler is finally opened so as also to warm up the gear oil with the surplus heat. The flow through the main water cooler entails heat loss to the surrounding environment and so, to deliver maximum fuel efficiency, occurs at the latest possible time. The integrated exhaust gas cooling system and the fully electronic coolant control thus provide the engine with a much shorter warm-up phase than its predecessor, and additionally speed up passenger compartment. Heating infinitely as required between 85 °C and 107 °C. Rotary slide 1 additionally regulates the cooling water return from the engine oil cooler very rapid heat-up of the water further minimises friction in the warm-up phase. The innovative thermomanagement system permits optimum setting of the cooling water temperatures across the entire map so as to minimise friction and maximise thermodynamic efficiency. At low engine speeds and loads, the cooling water is adjusted to 107 °C in order to minimise engine friction. As the load and engine speed rise, the cooling water temperature is then lowered down to 85 °C,(bottom). This provides the best possible compromise between reduced friction and optimum ignition efficiency (and minimum knocking), so ensuring optimum overall engine efficiency. The high adjustment speed of the rotary slide module and the high dynamism of coolant control achieved as a result enable the coolant temperature to be lowered very rapidly for the jump to high loads. As a result, temperature overshoots in the components can be avoided.The innovative thermomanagement system is rounded off by a special run-on function which is activated when the engine is switched off. The electric heating pump and a run-on setting of the rotary slide module then allow a targeted flow through the boil-sensitive cylinder head and turbocharger via the main water cooler, so enabling rapid discharge of the heat stored in those components. There is no flow through the engine block in the run-on position, so as not to cool the cylinder liners unnecessarily. This function significantly reduced the run-on time, without generating excessive heat loss. Overall, the ITM delivers a consumption advantage of 2.5 g CO2/km in the NEDC, with significant savings also in customer driving modes. It also provides high levels of comfort thanks to rapid heat-up of the passenger compartment.

Oil cooler in reverse