On the brink of cancelling my order for the FABIA 1.6 CRTDI 105BHP,not because its taking so much time to arrive simply all the negative feedback!,ive just bought a fabia 1.4tdi which is great so I was expecting great things from the new engine,but all I am seeing is awful feedback on the engine! is there anyone out there who is happy,the engine is fitted to the AUDI,SEAT AND VW cars surely it cannot be this awful can it,the last thing I want is the wife giving me grief about the purchase,I have not recieved a build date so in theory its just a matter of cancelling the order,please are there any "HAPPY DRIVERS" out there,I will be driving approx 20 - 30 miles a day at between 40-60mph,what to do the 3 cylinder 1.4tdi is wonderful how in hell can a newer model be worse!!!,any input would be greaful as I will,maybe cancel my order this wednesday

On the brink of cancelling my order for the FABIA 1.6 CRTDI 105BHP,not because its taking so much time to arrive simply all the negative feedback!,ive just bought a fabia 1.4tdi which is great so I was expecting great things from the new engine,but all I am seeing is awful feedback on the engine! is there anyone out there who is happy,the engine is fitted to the AUDI,SEAT AND VW cars surely it cannot be this awful can it,the last thing I want is the wife giving me grief about the purchase,I have not recieved a build date so in theory its just a matter of cancelling the order,please are there any "HAPPY DRIVERS" out there,I will be driving approx 20 - 30 miles a day at between 40-60mph,what to do the 3 cylinder 1.4tdi is wonderful how in hell can a newer model be worse!!!,any input would be greaful as I will,maybe cancel my order this wednesday

I've had a quick look through the mpg post you commented on, I think a lot of these issues with mpg are to do with peoples type of driving, software and gearing etc... BMW's are fantastic cars, but depending on how old you buy one and which model, it's probably not gonna be any more reliable than a Skoda!

Seb, don't be frightened by what you read on a forum. It's the same on all the forums for cars, motorcycles etc, you'd think the world was ending if you read all the posts! If you look back at the earlier 1.4TDI posts...they were just as scary. But arguably, the 1422cc 70 & 80Bhp 3 cylinder engines are about as good as you can get whether in Greenline or Standard format. Forums often turn up some very negative stuff. People with problems (or perceived problems) understandably want to write about them and get advice. That's what forums are for. So, you shouldn't be surprised at reading about a collection of problems. Now with the 1.6Cr engines, it's the fuel economy that is causing some to be concerned, and it seems there is probably a glitch in some cars but not all. Skoda will sort this out. My ex-technician colleague has 15,000 miles on his 90bhp Cr1.6. It does 60mpg regularly and goes like **** off a shovel with no problems at all. It's never had a software update to the ecu either. In fact on a good run to Leeds and back recently he achieved 70mpg at near the maximum speed limit for motorways, he has the estate model and loads it quite well too!

My friends in the trade can't understand the near panic on this site as there really aren't any major problems or complaints coming up from customers at their dealerships. Obviously, it may not be the same for all dealerships, but if not, I suspect it's really quite a small number of people in total that may be having a problem with fuel economy. The 1.6cr engine has proven itself quite well in the time it has been out in the Octavia and Fabia, it's seems bullet proof so far. Mr Durst has also highlighted the most common cause of poor fuel economy...the driver! Most people need to learn how to drive the 1.6cr. It's different to the long stroke 1.9TDI and when new doesn't like to rev low...it uses too much fuel being driven like that in the early stages of it's life. Once run in that changes. You can feel the difference. I personally would buy one with confidence...and probably will quite soon!

I've had a quick look through the mpg post you commented on, I think a lot of these issues with mpg are to do with peoples type of driving, software and gearing etc... BMW's are fantastic cars, but depending on how old you buy one and which model, it's probably not gonna be any more reliable than a Skoda!

I really like skodas ive had 6 in total and been happy,the thing is I can easily buy any make to be honest money is not the issue, I just like skodas strange I know,I have looked at BMW,AUDI,MERC and JAGS all new and expensive models ,these marques tend to be over priced, over rated,and not me really,but strangely I like skodas as I said before:wonder:I just dont want to be dissapointed,I am not getting younger so this one will be for keeps,end of the line so needs to last,I tend to over react and panic when I see all the negatives,thank you for your patience:love:

Seb, don't be frightened by what you read on a forum. It's the same on all the forums for cars, motorcycles etc, you'd think the world was ending if you read all the posts! If you look back at the earlier 1.4TDI posts...they were just as scary. But arguably, the 1422cc 70 & 80Bhp 3 cylinder engines are about as good as you can get whether in Greenline or Standard format. Forums often turn up some very negative stuff. People with problems (or perceived problems) understandably want to write about them and get advice. That's what forums are for. So, you shouldn't be surprised at reading about a collection of problems. Now with the 1.6Cr engines, it's the fuel economy that is causing some to be concerned, and it seems there is probably a glitch in some cars but not all. Skoda will sort this out. My ex-technician colleague has 15,000 miles on his 90bhp Cr1.6. It does 60mpg regularly and goes like **** off a shovel with no problems at all. It's never had a software update to the ecu either. In fact on a good run to Leeds and back recently he achieved 70mpg at near the maximum speed limit for motorways, he has the estate model and loads it quite well too!

My friends in the trade can't understand the near panic on this site as there really aren't any major problems or complaints coming up from customers at their dealerships. Obviously, it may not be the same for all dealerships, but if not, I suspect it's really quite a small number of people in total that may be having a problem with fuel economy. The 1.6cr engine has proven itself quite well in the time it has been out in the Octavia and Fabia, it's seems bullet proof so far. Mr Durst has also highlighted the most common cause of poor fuel economy...the driver! Most people need to learn how to drive the 1.6cr. It's different to the long stroke 1.9TDI and when new doesn't like to rev low...it uses too much fuel being driven like that in the early stages of it's life. Once run in that changes. You can feel the difference. I personally would buy one with confidence...and probably will quite soon!

thank you once again estateman,feel a bit of a prat now but it does not your confidence and questions your purchase:bearhug:

Does anyone know the ratio of unhappy 1.6CR drivers on here to the total number of 1.6CR cars sold ?

As Estate man said, you only really hear about the horror stories. Happy motorists don't tend to Google "1.6 CR problems"

That said I am undecided on the 1.6CR. Its early days yet. Maybe those a bit shaky on their 1.6 order could get a long test drive or have one for the day just to be sure. If dealers have nothing to hide and fear a lost sale they will go for it surely ?

Of course I dont follow my own advice, bought my Greenline having never driven a diesel before. Luckily its a gem.

Totally agree with Estate man, around forums & their use for advice

Any forum is best used to see what issues people are having & to see what the resolutions are, along with using this info as what to look out for when you buy yourself.

I totally agree with the comments about driving style with the CR engine as my 500 uses one of these & it is slightly ( not majorly) different from the PD engine that was in my Fabia vRS. ( ignore the 100bhp difference between them )

To put your mind at rest about any DPF comments you see here, Its not just Skoda that have them, Fiat do as well, the good news is that they do sort them out ( well fiat do from what I have seen & experienced).

Looking at what you are expecting to do mileage wise, I dont think you are going to see many ( if any) problems, as you are not primarily using the car for very short journeys ( 1-5 miles).

Dont let the scare stories put you off, if you have any confidence in the brand - Stick with it, That why im coming back to Skoda after only 2 years away.

I wouldn't be surprised if a lot of the MPG issues actually turn out to be as a result of the ECU attempting to do a DPF re-gen on a sooty filter. There is definitely a school of thought which says that diesels should NOT be recommended to people who only ever drive the car to the shops, and this may be why you can now get BlueMotion petrol VWs. Nabbed off the Honest John site, here is VW's take on things:

VAG DISESEL PARTICULATE FILTERS

Courtesy of David Bodily Volkswagen Technical Support Specialist

Diesel Particulate Filter (DPF)

Detailed below is important information outlining the function and features of the Diesel Particulate filter which all members of your team need to be aware of.

Diesel particulate filters are becoming more commonplace on diesel engines, particularly sizes 2.0L upwards. This is in order to reduce the exhaust emissions as required by European legislation.

The prime reason for a DPF is to reduce particulate matter entering the atmosphere. Particulate matter is found in the form of soot, which is produced during diesel combustion. The DPF traps most of the soot which would normally travel down the

exhaust and into the atmosphere. The DPF can hold a certain amount of soot, but not a huge quantity and therefore it needs to go through a process called ‘regeneration’ in order to clear the soot loading. When the soot goes through a ‘regeneration’ process it will be converted to a much smaller amount of ash. The ash is non-removable. There are two types of ‘regeneration’, passive and active.

During long motorway journeys, passive regeneration will occur. This needs no intervention from the engine control unit. Due to the raised exhaust temperatures on a long journey (temperatures between 350 and 500°C), the procedure occurs slowly and continuously across the catalytic-coated (with platinum) DPF. The catalytic-coated DPF is situated close to the Engine, therefore the exhaust gas temperature is high enough (500°C) to ignite the soot particles. Due to this soot is burned-off and is converted into a smaller amount of ash.

Active ‘regeneration’ is when the ECU intervenes when the soot loading in the DPF is calculated to be 45%. The procedure lasts for about 5 – 10 minutes. Specific measures are taken by the ECU to raise the engine exhaust temperature to above 600°C, these include switching off the exhaust gas recirculation and increasing the fuel injection period to include a small injection after the main injection. The soot particles are oxidised at this temperature.

The ECU will trigger a regeneration process, if for some reason this is aborted, ie.

customer slows down, stops etc, the process will be resumed when regeneration

conditions are once again met, above 60km/h (38mph). This will continue for 15 minutes.

If after 2 attempts of 15 minutes, a successful regeneration has not been possible, the loading will increase. At 50% soot loading, the ECU will continue to maintain maximum exhaust temperatures of 600°C to 650°C to cause a regeneration process. The system will try to run a regeneration process for 15 minutes. If unsuccessful, the system will repeat this process for a further 15 minutes, if still unsuccessful, the DPF light on the driver display panel will then be lit.

The owners handbook states, the DPF symbol lights up to indicate that the diesel

particulate filter has become obstructed with soot due to frequent short trips. When the warning lamp comes on, the driver should drive at a constant speed of at least 60 km/h for about 10 minutes. As a result of the increase in temperature the soot in the filter will be burned off. If the DPF symbol does not go out, the driver should contact an authorised Volkswagen repairer and have the fault rectified.

At 55% soot loading the DPF light is lit on driver display panel. At this point the customer should follow the advice in the handbook. If they ignore this information and continue driving the vehicle until the soot loading reaches 75% without successful regeneration, additional warning lamps will light up. At this point the customer will also be complaining of lack of power, etc.

At 75%, regeneration is still possible with the use of the VAS tester. Only when the loading is above 95%, is it necessary to replace the DPF unit.

Operating Status System Response

45% DPF Load Level 1

- Normal Regeneration

50% DPF Load Level 2

- Regeneration at maximum exhaust

temperatures

55% DPF Load DPF lamp

Regeneration from 60 km/h

onwards

("See operating manual")

75% DPF Load DPF, SYS and MI lamp

Torque limitation, EGR

deactivation,

Regeneration via VAG tester only

95% DPF Load Replace the DPF Unit

The Warranty department has confirmed that if there is no fault on the vehicle and DPF regeneration has been unsuccessful due to the customers driving style and the

customers failure to comply with the instructions in the handbook, DPF replacement will not be paid for by warranty.

Common causes for complaint

• Frequent short journeys – Regeneration conditions are not met.

Not recommended for sale in the Channel Islands and inner city driving.

• Customers who continue to drive the vehicle with DPF light on – Continued

driving with the DPF light on and without successful regeneration results in

excessive soot loading of the DPF, to a point where it is above 95% loaded.

At this point regeneration is not an option and replacement of the DPF is

necessary.

• Fault 18434 particle filter bank 1 malfunction – Common fault code. This does

not only relate to the DPF itself, but the entire exhaust gas handling system. This

can be caused by defective temperature sensors, pressure sensors, additive

system components (if applicable), poor connections, wiring issues, etc.

Important Information

• Before diagnosing a problem vehicle or attempting to perform an emergency

regeneration, it is important to obtain a full diagnostic log and read out relevant

measured value blocks. These MVB’s contain important information on the

condition of the DPF system and are essential in diagnosing the fault. When the

DPF light is illuminated, it does not necessarily mean that the DPF requires

regeneration. For further advice, please contact Technical Support with the

information from the diagnostic log and MVB data.

• If a problem vehicle arrives with the DPF light, the engine management light and

the emissions light on. If during your diagnosis and reading of relevant MVB’s,

you find that the soot loading exceeds 75% (but is still below 95%), an

emergency regeneration procedure must be performed with the VAS tester.

Further to this, the customer needs to be educated. They need to understand

why the lights have appeared on the dash panel. Their attention needs to be

brought to the owners handbook instructions, so that they are aware of what the

DPF light means and what to do when it appears. This should prevent

unnecessary repeat visits for regeneration purposes.

David Bodily

Volkswagen Technical Support Specialist

FWIW, I don't think the driving you do will put you at any risk of a sooty DPF!

Ap0gee, that's brilliant information for us all. Thanks.

thank you once again estateman,feel a bit of a prat now but it does not your confidence and questions your purchase:bearhug:

Seb... don't do yourself down. You're just a bit concerned and understandably. Quite normal, you are just like the rest of us.

I wouldn't be surprised if a lot of the MPG issues actually turn out to be as a result of the ECU attempting to do a DPF re-gen on a sooty filter.

My Greenline doesnt show ANY decrease in mpg when doing a regen. It actually gets better during regen. I mean it actually is better as soon as it starts a regen.

I have my own opinions on why this is (no proof sorry). I reckon its the EGR valve closing to make sure max heat is generated. The EGR system robs hot air then after cooling re introduces it to the inlet (to reduce total available oxygen thus reducing Nox). With this shut you get more exhaust heat as well as elevated exhaust temp due to a higher oxygen level for combustion. You also get more Nox which helps catalytic regeneration. You also get a more efficient burn so more mpg.

I am not yet convinced that my Greenline has ever had a full regen using modified fueling. It never smells really hot and burns no extra fuel. Maybe the CR is different. Or maybe I am talking utter tosh.......very likely

Or maybe I am talking utter tosh.......very likely

Nah! :no:

So does anyone know how much it would cost to replace the DPF if the dealer decides that it's not covered by warranty?

So does anyone know how much it would cost to replace the DPF if the dealer decides that it's not covered by warranty?

Somewhere around 1200 pounds

This may get less as DPF cars become more widely used (economy of scale etc)

2010 Ibiza Sport CR 1.6TDi, 6,700 miles in 10 weeks and 13 active regens. Average fuel consumption 53.8 mpg.

2006 Passat 2.0 TDi 50,000 miles in 21 months NO REGENS (cos no DPF) 50.5 mpg

2006 Fiesta 1.6 TDCi 57125 mile in 23 months, No Regens (no DPF) 64.5 mpg

I know I can achieve combined figures with the journeys I do and my style of driving, the figures above confirm that fact. However my Ibiza CR 1.6TDi is almost 12 mpg and 18% behind what I expected from the car . Because of the mileage I do, I wanted an economical car. What I have is a car that is only 3 mpg better than a much bigger much heavier Passat!!!

I still cannot get an answer is the car doing too many regens?

Re David Bodily's comments above"

"The ECU will trigger a regeneration process, if for some reason this is aborted, ie.

customer slows down, stops etc, the process will be resumed when regeneration

conditions are once again met, above 60km/h (38mph). This will continue for 15 minutes."

He does not state which gear at 38 mph! I have read that the engine should be run at 2000 rpm + for regen, that is 70mph!! To achieve decent fuel economy you cannot drive at that speed!

2010 Ibiza Sport CR 1.6TDi, 6,700 miles in 10 weeks and 13 active regens. Average fuel consumption 53.8 mpg.

2006 Passat 2.0 TDi 50,000 miles in 21 months NO REGENS (cos no DPF) 50.5 mpg

2006 Fiesta 1.6 TDCi 57125 mile in 23 months, No Regens (no DPF) 64.5 mpg

I know I can achieve combined figures with the journeys I do and my style of driving, the figures above confirm that fact. However my Ibiza CR 1.6TDi is almost 12 mpg and 18% behind what I expected from the car . Because of the mileage I do, I wanted an economical car. What I have is a car that is only 3 mpg better than a much bigger much heavier Passat!!!

I still cannot get an answer is the car doing too many regens?

Re David Bodily's comments above"

"The ECU will trigger a regeneration process, if for some reason this is aborted, ie.

customer slows down, stops etc, the process will be resumed when regeneration

conditions are once again met, above 60km/h (38mph). This will continue for 15 minutes."

He does not state which gear at 38 mph! I have read that the engine should be run at 2000 rpm + for regen, that is 70mph!! To achieve decent fuel economy you cannot drive at that speed!

I know mine isnt a CR but I do have a DPF. I would expect yours to regen a little less often than mine due to a more modern/efficient method of injection. Mine does a mild regen every 130-140 miles. Takes about 5 mins and is really a non event except for a slightly noisier exhaust note....easy to miss. Its been the same since new and returns 67 mpg on long runs. If I drive like a tree hugger I get 70 mpg. If I put on my hoodie and lead boots I get 62 mpg. Makes no difference to regen frequency. I only do long runs of 118 miles a day.

Usually when I notice it doing a regen I drive in fourth gear at 2250 rpm. This is about 60 mph. If on the motorway I just do 70...ish at 2100 rpm in 5th. If on slower A roads following traffic I stay in 3rd at 2500 rpm. Regardless of method it takes 5 mins or so. Occasionaly I dont bother trying during regen and it regens fine anyway......just takes a little longer if under 2000 rpm. MPG during regen improves.....then drops a fraction as it finishes but is marginally better than before regen.

Edited 16 November, 201015 yr by raisbeck

I wouldn't be surprised if a lot of the MPG issues actually turn out to be as a result of the ECU attempting to do a DPF re-gen on a sooty filter. There is definitely a school of thought which says that diesels should NOT be recommended to people who only ever drive the car to the shops, and this may be why you can now get BlueMotion petrol VWs. Nabbed off the Honest John site, here is VW's take on things:

VAG DISESEL PARTICULATE FILTERS

Courtesy of David Bodily Volkswagen Technical Support Specialist

Diesel Particulate Filter (DPF)

Detailed below is important information outlining the function and features of the Diesel Particulate filter which all members of your team need to be aware of.

Diesel particulate filters are becoming more commonplace on diesel engines, particularly sizes 2.0L upwards. This is in order to reduce the exhaust emissions as required by European legislation.

The prime reason for a DPF is to reduce particulate matter entering the atmosphere. Particulate matter is found in the form of soot, which is produced during diesel combustion. The DPF traps most of the soot which would normally travel down the

exhaust and into the atmosphere. The DPF can hold a certain amount of soot, but not a huge quantity and therefore it needs to go through a process called ‘regeneration’ in order to clear the soot loading. When the soot goes through a ‘regeneration’ process it will be converted to a much smaller amount of ash. The ash is non-removable. There are two types of ‘regeneration’, passive and active.

During long motorway journeys, passive regeneration will occur. This needs no intervention from the engine control unit. Due to the raised exhaust temperatures on a long journey (temperatures between 350 and 500°C), the procedure occurs slowly and continuously across the catalytic-coated (with platinum) DPF. The catalytic-coated DPF is situated close to the Engine, therefore the exhaust gas temperature is high enough (500°C) to ignite the soot particles. Due to this soot is burned-off and is converted into a smaller amount of ash.

Active ‘regeneration’ is when the ECU intervenes when the soot loading in the DPF is calculated to be 45%. The procedure lasts for about 5 – 10 minutes. Specific measures are taken by the ECU to raise the engine exhaust temperature to above 600°C, these include switching off the exhaust gas recirculation and increasing the fuel injection period to include a small injection after the main injection. The soot particles are oxidised at this temperature.

The ECU will trigger a regeneration process, if for some reason this is aborted, ie.

customer slows down, stops etc, the process will be resumed when regeneration

conditions are once again met, above 60km/h (38mph). This will continue for 15 minutes.

If after 2 attempts of 15 minutes, a successful regeneration has not been possible, the loading will increase. At 50% soot loading, the ECU will continue to maintain maximum exhaust temperatures of 600°C to 650°C to cause a regeneration process. The system will try to run a regeneration process for 15 minutes. If unsuccessful, the system will repeat this process for a further 15 minutes, if still unsuccessful, the DPF light on the driver display panel will then be lit.

The owners handbook states, the DPF symbol lights up to indicate that the diesel

particulate filter has become obstructed with soot due to frequent short trips. When the warning lamp comes on, the driver should drive at a constant speed of at least 60 km/h for about 10 minutes. As a result of the increase in temperature the soot in the filter will be burned off. If the DPF symbol does not go out, the driver should contact an authorised Volkswagen repairer and have the fault rectified.

At 55% soot loading the DPF light is lit on driver display panel. At this point the customer should follow the advice in the handbook. If they ignore this information and continue driving the vehicle until the soot loading reaches 75% without successful regeneration, additional warning lamps will light up. At this point the customer will also be complaining of lack of power, etc.

At 75%, regeneration is still possible with the use of the VAS tester. Only when the loading is above 95%, is it necessary to replace the DPF unit.

Operating Status System Response

45% DPF Load Level 1

- Normal Regeneration

50% DPF Load Level 2

- Regeneration at maximum exhaust

temperatures

55% DPF Load DPF lamp

Regeneration from 60 km/h

onwards

("See operating manual")

75% DPF Load DPF, SYS and MI lamp

Torque limitation, EGR

deactivation,

Regeneration via VAG tester only

95% DPF Load Replace the DPF Unit

The Warranty department has confirmed that if there is no fault on the vehicle and DPF regeneration has been unsuccessful due to the customers driving style and the

customers failure to comply with the instructions in the handbook, DPF replacement will not be paid for by warranty.

Common causes for complaint

• Frequent short journeys – Regeneration conditions are not met.

Not recommended for sale in the Channel Islands and inner city driving.

• Customers who continue to drive the vehicle with DPF light on – Continued

driving with the DPF light on and without successful regeneration results in

excessive soot loading of the DPF, to a point where it is above 95% loaded.

At this point regeneration is not an option and replacement of the DPF is

necessary.

• Fault 18434 particle filter bank 1 malfunction – Common fault code. This does

not only relate to the DPF itself, but the entire exhaust gas handling system. This

can be caused by defective temperature sensors, pressure sensors, additive

system components (if applicable), poor connections, wiring issues, etc.

Important Information

• Before diagnosing a problem vehicle or attempting to perform an emergency

regeneration, it is important to obtain a full diagnostic log and read out relevant

measured value blocks. These MVB’s contain important information on the

condition of the DPF system and are essential in diagnosing the fault. When the

DPF light is illuminated, it does not necessarily mean that the DPF requires

regeneration. For further advice, please contact Technical Support with the

information from the diagnostic log and MVB data.

• If a problem vehicle arrives with the DPF light, the engine management light and

the emissions light on. If during your diagnosis and reading of relevant MVB’s,

you find that the soot loading exceeds 75% (but is still below 95%), an

emergency regeneration procedure must be performed with the VAS tester.

Further to this, the customer needs to be educated. They need to understand

why the lights have appeared on the dash panel. Their attention needs to be

brought to the owners handbook instructions, so that they are aware of what the

DPF light means and what to do when it appears. This should prevent

unnecessary repeat visits for regeneration purposes.

David Bodily

Volkswagen Technical Support Specialist

FWIW, I don't think the driving you do will put you at any risk of a sooty DPF!

Hi excellent post,I should be fine as I do about 10miles each way to work at speeds of 50-60 mph on b roads,and on the duals 70ish:p

It looks like having no DPF and regeneration issues could be my USP when I sell the Roomster next year :wonder:

It looks like having no DPF and regeneration issues could be my USP when I sell the Roomster next year :wonder:

not if you part ex with dealer :wonder:

not if you part ex with dealer :wonder:

Hey, dealers are like putty in my hands. lol

Hey, dealers are like putty in my hands. lol

You see how the dealer has double bluffed you,got you thinking that you have them in the palm of your hand:giggle:but in truth they are allready empying your pockets:wonder:

On the brink of cancelling my order for the FABIA 1.6 CRTDI 105BHP,not because its taking so much time to arrive simply all the negative feedback!,ive just bought a fabia 1.4tdi which is great so I was expecting great things from the new engine,but all I am seeing is awful feedback on the engine! is there anyone out there who is happy,the engine is fitted to the AUDI,SEAT AND VW cars surely it cannot be this awful can it,the last thing I want is the wife giving me grief about the purchase,I have not recieved a build date so in theory its just a matter of cancelling the order,please are there any "HAPPY DRIVERS" out there,I will be driving approx 20 - 30 miles a day at between 40-60mph,what to do the 3 cylinder 1.4tdi is wonderful how in hell can a newer model be worse!!!,any input would be greaful as I will,maybe cancel my order this wednesday

Hi, I recently owned a VW Polo 1.6 CRTDI 90hp and I have to admit I was very dissapointed. i found the engine very "flat" and lacking in sparkle. My wife has a Fabia Greenline 1.4 which I preferred to my Polo. So much so I traded the Polo in for a Greenline but missed the cutoff for the1.4 and I am waiting for a Greenline II. It's been a long wait for the Greenline but that is for another thread.

I have been driving my Roomster since October and it's almost up to 2000 miles.

Fantastic engine and plenty of power when needed. I used to own a Saab 9-5 aero (250 bhp) and to be honest I prefer the Roomster. Don't miss going to the petrol station every few days with the Saab!

I have the 105 CR tdi and it has returned on average 57 since new. The best was 63 on a long run and the car was full with holiday stuff and the family.

The engine is very refined and you only hear a grunt when worked harder. Regen hasn't been an issue. Slight hot smell a few times when the car was new but nothing since.

After getting used to driving it, I noticed that it is happy in 3rd around town as 4th feels like it's labouring a bit. Same going down hill, in 3rd it is happy. Try 4th and it wants to go too fast.

I too looked at the reviews and estateman and a few others here put my mind at rest before ordering the Roomster. Best buy for years., excellent little car. (well not so little when inside!)

Try and take another out for a long test drive and see what you think.

Just got my Fabia 105 CR on Thursday night. Done about 150 miles so far and am very very impressed. Look out for my review. The engine is a belter!

Having read both this thread and few 'pumpe duse vs common rail' threads elsewhere on the net, I'm starting to feel a bit dubious about the supposed merits of common rail technology vs PD, and dpfs sound like a pain in the posterior. Much as I would like a new Fab estate, I think I'll be sticking with my '08 model and its 130 horses of PD diesel power for some time yet...