6 minutes ago, WesBrooks said:

 

You're not kidding! 275,000 miles. Got to be business related. Assuming 30 days holiday a year that's about 240 miles a day. I mucked up and double converted it last time. Assuming that is all motorway driving it's got to be 3.7 to 4.4 hours every day!

 

Iirc didn't the guy buy the car with 440000km on the clock, mind you that's in Oz in some parts there's miles between neighbours 

7 hours ago, WesBrooks said:

Cheers. I can see from your car details below your name yours is about 12? I was thinking the new 1.4 petrol engines with cylinder deactivation look like a good option. Should about the same fuel costs as mine with no DPF to worry about. I want them to be at least 3 or 4 year old before I buy them which would make mine 11 or 12 too, about the time I thought might mark the start of corrosion issues.

Yes a 55 plate 

 

OH has a 2008 1.4TSI petrol. No cylinder deactivation, I believe. Best I could get on a long run is 45-48 feathering it slightly. The TDI definitely  better on fuel. 

1 hour ago, gav_is_con said:

Yes a 55 plate 

 

OH has a 2008 1.4TSI petrol. No cylinder deactivation, I believe. Best I could get on a long run is 45-48 feathering it slightly. The TDI definitely  better on fuel. 

 

Mine is a later 2014 1.4tsi but still has the same cam chain EA111/with NO cylinder de-activation - official CO2 much lower than the earlier version (I always thought because of the stop start) however overall fuel consumption average including around town is about 46mpg but on a long run you can easily get it into the low 50's. To be honest not much worse than my previous Superb I 1.9pd (now 190k miles)

 

Potential big ticket items on this version:-

Possibly cam chain/tensioner - but this should have the latest version of everything on this engine (2014)- hopefully regular oil changes should help

Variable valve timing assembly - again regular oil changes should help

De-carbon valves? - Fundemental direct injection issue(no valve wash with petrol) - Later engines have better PCV and mitigation of this with the variable valve timing apparantely - we shall see...

Early twincharger engines had piston/oil burning issues - on the superb it's just been turbo , no supercharger. Thus far no oil topping up required between 10k servicing

Petrol direct injection?

Twin door assembly

Rear lights are the LED versions (facelift)

 

 

However mitigating this :-

Obviously no DPF

I don't think this has a DMF

No EGR (function done using variable valve timing)

Water pump is fed by aux belt

Turbo not variable vane

External clutch slave cylinder

Still has clutch arm so if clutch cover plate fails it won't take the gearbox out (as per Sachs clutch on 2.0CR)

 

 

Thus far fault free but I don't think this engine will do over 200k!

 

 

 

 

Edited 8 March, 20179 yr by bigjohn

The trend toward petrol over diesel could limit the number of cars that are capable of achieving 300k+. Smaller engines with higher power outputs for there volume are higher stressed too, not saying they won't take higher mileage, but the emphasis on economy certainly ups the pressure on component design, material selection, and quality control. I'll wait 3 years and watch for how many come through with 100k or higher on the clock, that'll be a good indicator.

 

I believe the cylinder deactivation came in with the MK3. 

On 08/03/2017 at 22:30, bigjohn said:

 

Mine is a later 2014 1.4tsi but still has the same cam chain EA111/with NO cylinder de-activation - official CO2 much lower than the earlier version (I always thought because of the stop start) however overall fuel consumption average including around town is about 46mpg but on a long run you can easily get it into the low 50's. To be honest not much worse than my previous Superb I 1.9pd (now 190k miles)

 

Potential big ticket items on this version:-

Possibly cam chain/tensioner - but this should have the latest version of everything on this engine (2014)- hopefully regular oil changes should help

Variable valve timing assembly - again regular oil changes should help

De-carbon valves? - Fundemental direct injection issue(no valve wash with petrol) - Later engines have better PCV and mitigation of this with the variable valve timing apparantely - we shall see...

Early twincharger engines had piston/oil burning issues - on the superb it's just been turbo , no supercharger. Thus far no oil topping up required between 10k servicing

Petrol direct injection?

Twin door assembly

Rear lights are the LED versions (facelift)

 

 

However mitigating this :-

Obviously no DPF

I don't think this has a DMF

No EGR (function done using variable valve timing)

Water pump is fed by aux belt

Turbo not variable vane

External clutch slave cylinder

Still has clutch arm so if clutch cover plate fails it won't take the gearbox out (as per Sachs clutch on 2.0CR)

 

 

Thus far fault free but I don't think this engine will do over 200k!

 

 

 

 

I thought vag group dropped the cam chain around 2012/13?  That said my dads Golf 62 plate has a cambelt I am informed and also a water pump driven by the aux belt. It is a low power 1.2 TSI if it makes any difference. 

Plenty of dealers I called could not confirm or deny the belt/chain question. 

1 minute ago, gav_is_con said:

I thought vag group dropped the cam chain around 2012/13?  That said my dads Golf 62 plate has a cambelt I am informed and also a water pump driven by the aux belt. It is a low power 1.2 TSI if it makes any difference. 

Plenty of dealers I called could not confirm or deny the belt/chain question. 

 

Depends on which car and model. The VW Golf got the EA211 belt cam engine around that time, the Octavia got it when the new model was introduced in 2013 however the Superb II 1.4tsi still had the EA111 cam chain engine until the Superb III came out in 2015. I think the Rapid and Yeti 1.2tsi had the EA111 until 2015 as well. 

 

Despite the similar cc and power outputs the EA111 and EA211 engines are totally different

 

 

15 minutes ago, bigjohn said:

 

Depends on which car and model. The VW Golf got the EA211 belt cam engine around that time, the Octavia got it when the new model was introduced in 2013 however the Superb II 1.4tsi still had the EA111 cam chain engine until the Superb III came out in 2015. I think the Rapid and Yeti 1.2tsi had the EA111 until 2015 as well. 

 

Despite the similar cc and power outputs the EA111 and EA211 engines are totally different

 

 

Good to know as I assumed they were all the same. Would affect any future purchases the chain TBH. 

2 minutes ago, gav_is_con said:

Good to know as I assumed they were all the same. Would affect any future purchases the chain TBH. 

 

The EA211 seems to be a great engine - will be probably fitted into my next car unless I go for Toyota hybrid

 

I couldn't resist my current Superb which has one of the latest revisions of the EA111 (hopefully all earlier gremlins sorted now) - Because of the pending model change I ended up with a just over year old Superb for £10k. 

On 3/9/2017 at 06:01, WesBrooks said:

The trend toward petrol over diesel could limit the number of cars that are capable of achieving 300k+. Smaller engines with higher power outputs for there volume are higher stressed too, not saying they won't take higher mileage, but the emphasis on economy certainly ups the pressure on component design, material selection, and quality control. I'll wait 3 years and watch for how many come through with 100k or higher on the clock, that'll be a good indicator.

 

I believe the cylinder deactivation came in with the MK3. 

 

I don't think many of the latest new cars will last 300k. 

 

• Emmision tech getting more and more complex/expensive. Latest water cooled EGR difficult and expensive to change and prone to failure (especially after VAG NOx fix). Multiple systems now attached to the exhaust pipe (Cat, DPF, SCR ..) with associated gubins(eg SCR heater)  , sensors and monitoring. OK when new but as a car gets older these could end up costing a fortune
• As engines wear - more and more diesel injected for active DPF regens will find it's way into the sump and it doesn't evaporate - this is not a good lubricant so will start accelerating engine wear
• Gasoline Particulate Filters will be with us in some engines this year!
• Auto gearbox's seem to be made from butter these days

 

Toyota Hybrids look interesting though - very impressed with the way the oily bits work. The main problem for me with these is at 6ft 4" I always seem to struggle with them and my wife thinks they look ugly

 

Keep an eye on what taxi companies buy in the future. I've been in a few Auris hybrids recently and last week I was in a Vauxhall "petrol". Still loads of Skoda Superb diesel taxis around though..

 

Edited 10 March, 20179 yr by bigjohn

Taxis are a good indicator. They were a big part of the superb choice. Hired a Camry hybrid in the states and that was nice. It may get forced on me because it helps Joe Bloggs cut their fuel bill but for my predominantly motorway miles hybrid is not a help as the engine is running in its sweet spot on the motorway.

 

Batteries degrade too, hence why that financial joke from Renault (twist?) had you hiring the batteries rather than buying them outright. A measure to cut cug the headline cost and not have you balk when the batteries need changing! I'd love an electric car due to the torque delivery and simplicity but cost of ownership simply isn't cheaper than an economic pure IC car yet.

 

Hydrogen fuel cells are the way to go. Some japanese companies have them on sale now, but now but not much in the way of refill stations in the UK yet.

 

Sooner or later the goverment will be forced to acknowledge that what comes out of the tail pipe is not the full story. For the average driver swapping to a new Toyota Prius from a long serving 4.6l petrol V8  land rover would take 3 years or more to become an ecologically sound decision. But realising this would mean discouraging lease hires for less than 60 - 100k miles, which in turn would make lease hires bad business models for garages.

10 hours ago, bigjohn said:

 

Toyota Hybrids look interesting though - very impressed with the way the oily bits work. The main problem for me with these is at 6ft 4" I always seem to struggle with them and my wife thinks they look ugly

 

Keep an eye on what taxi companies buy in the future. I've been in a few Auris hybrids recently and last week I was in a Vauxhall "petrol". Still loads of Skoda Superb diesel taxis around though..

 

 

I like the look of the Hyundai Ioniq .... available as full electric or hybrid. Plug-in hybrid will be available later this year.

 

Dave.

1 hour ago, WesBrooks said:

Taxis are a good indicator. They were a big part of the superb choice. Hired a Camry hybrid in the states and that was nice. It may get forced on me because it helps Joe Bloggs cut their fuel bill but for my predominantly motorway miles hybrid is not a help as the engine is running in its sweet spot on the motorway.

 

Batteries degrade too, hence why that financial joke from Renault (twist?) had you hiring the batteries rather than buying them outright. A measure to cut cug the headline cost and not have you balk when the batteries need changing! I'd love an electric car due to the torque delivery and simplicity but cost of ownership simply isn't cheaper than an economic pure IC car yet.

 

Hydrogen fuel cells are the way to go. Some japanese companies have them on sale now, but now but not much in the way of refill stations in the UK yet.

 

Sooner or later the goverment will be forced to acknowledge that what comes out of the tail pipe is not the full story. For the average driver swapping to a new Toyota Prius from a long serving 4.6l petrol V8  land rover would take 3 years or more to become an ecologically sound decision. But realising this would mean discouraging lease hires for less than 60 - 100k miles, which in turn would make lease hires bad business models for garages.

 

 

Hydrogen fuel cells somehow don't seem to be taking off in this country and probably won't unless more fuelling infrastructure put in place, however building of electric recharging slowly spluttering into life but there are a few problems ie many car manufacuters have very different systems and now electric car use more popular you frequently see that all charge points are full

 

I have a few friends running hybrids (Toyota Auris , Toyota Prius and Mitsubishi Outlander PHEV). 

 

• The Prius (1.5 07) has been very reliable and had very few problems - real life fuel consumption around 65mpg (rural driving)
• The Auris (1.8 63) faultless and even more economical - seen over 80mpg on one long run

The Toyota hybrid running gear is interesting concept - it's not a seperate gearbox as such but a combined electronically controlled twin motor/generator assembly coupled by epicyclic gears with an engine at one end of it. How the motors are controlled then determines how the car runs (just electric, with engine, gearing,  generator..) - complex but clever in concept with suprisingly few moving parts. There is no seperate starter motor or alternator as that function is performed by the above. You also get very little wear on the brakes pads/discs as most of the time you slow using regeneration technologies - pad's can last over 100k miles

 

• The PHEV  - Plugged in over night and manages an 18mile commute on battery

Basically the PHEV has a motor on each axle (one front, one rear) and to start with runs as an electric vehicle at lower speeds. If batteries run low engine / generator will start to run the motors and/or charge the batteries. At higher speeds the engine can also directly join in by engaging a clutch (no gearbox) between the engine and front axle.

 

Note at lower speeds there is no direct engine drive just the electric motor - not great for towing a caravan up a hill!