I made sure I read the manual before I ordered mine.

The download (that is easier to use) for any year including up to date is available Here

Re this 'reading the manual' business.

We never have to resort to that to get exactly what we want.

As an example; the Mazda range has 3 versions of the 2 or 3 series and like all the othe brands sold in Australia, they are unambiguously described in the brochure with options available and only geeks would download a manual in mouthwatering anticipation; and certainly not cos you had to protect yourself from being duped.

But then again Skoda UK is a 'client' twice over and it appears this diesel hiatus has disrupted supply, to such an extent the poor dealer of a brand in trouble and being near the bottom of the VW food chain, grabs what he can but is as confused as anybody when it comes to what eventuates.

Those who author the brochure would need good legal backup it would seem.

For the 'other' gender, what is she to do to protect herself if she's not a car nut......she's not expected to download a manual to cover herself, surely.

It sounds like a shambles.

only geeks would download a manual in mouthwatering anticipation;

Oi! Less of the geek reference please... We prefer "enthusiast"...

Oi! Less of the geek reference please... We prefer "enthusiast"...

Admit it!

You're an "enthusiast" geek with greasy hands....)))))

After looking at the info on Adblue it doesn't appear to have many pros ,only meeting euro admissions.so IF I change vehicles again this aspect is going to be a point to consider as a pro for a petrol vehicle as I can't see if adblue is of any use in aiding the DPF and other exhaust monitors ,it's not just the small cost but the inconvenience and chances of damage the the interior and bodywork.

 

It's the number of expensive "things" clamped to an exhaust pipe that has started to put me off diesel with Catalyst, DPF & SCR  systems.  

 

One of the big problems is how these are squeezed in as on a vehicle such as the Yeti there is little room behind the engine and under the car meaning these systems can be mounted in difficult to get at locations so that as well as very expensive parts mounted on the hottest part of the car these can require the removal of major components to access/replace.

 

NB Some petrols will be soon getting Gasoline Particulate Filters ready to meet the new Euro 6c regulations effective from 1th September 2017 - saying that they will only need passive re-generation due to hotter combustion.

Edited 16 January, 201610 yr by bigjohn

At least with the addition of SCR the EGR valve is relieved of some of the anti NOx duties and being buried in an inaccessible location, it can't be a bad thing to have from my point of view.

Today I received my 1500 mile warning, 6264 miles driven from new.

On what mileage are others seeing the first warning?

I have been watching the emissions control systems grow  over the last few year and the impact it has on MPG, requirements to regen etc, now AdBlue getting thrown into the mix as well 

 

when I changed my car last march I decided to go back to petrol after 30 years of driving diesels

 

this was based no the MPG / cost per mile of MY GLII and the wifes citigo (both cars 75PS engines ) being less than a penny a mile different based on 18 months worth of data

 

the reason for choosing diesel is now different than 5 years ago,

 

five years ago it was primarily running costs due to better MPG than a similar powered  petrol and if it was cheaper to run a dieselyou did 15-20k miles per year

 

now that has been eroded by improved injection systems on petrols and more requirements for emission controls on diesels (some with cheats ) to the point where fuel costs and road tax you need to do a seriously stupid mileage to cover the premium for the diesel engine

 

now the basic reason for a diesel is the driveability due to the low down torque of the diesel, but even this is becoming less obvious with some of the smaller petrol turbo's

 

so question is will yet another emission control system with AdBlue start the decline of diesels as it is yet another cost, and will the "Fix" for the emissions cheat result in the use of more AdBlue to ensure NOx level are maintained even when not on a rolling road in a lab further increasing the running costs of a diesel?

10L for a tenner? Doesn't seem bank-breakingish? If it reduces reliance on high-percentage EGR, and the knock-on effects of that, it seems positively bargainlicious.

 

Excuse the word-salad please, been on the Navy Rum.

Today I received my 1500 mile warning, 6264 miles driven from new.

On what mileage are others seeing the first warning?

The tank is 8.5L, so I'll buy "10L for a tenner". That £10 bottle of AdBlue will have got me 7765 miles so 0.13p/mile, compared with 11p/mile of diesel.

So AdBlue is approximately 1% of fuel cost! Or around a penny on the litre of diesel.

Edited 18 January, 201610 yr by clv101

Without SCR light diesel production wouldn't still exist.

It's extended their emissions acceptance for a few years but times running out for a breakthrough, with the new standards looming.

Emission control ancillaries with their dubious reliable lifespan make the long term 'economy' questionable.

For some that's bearable but for the general public, and, more importantly, legislators, it's becoming the mother-in-law nobody want.

Diesel is still and will remain for a good while to come, significantly lower in CO2. Despite all the talk about urban air quality (which I think it vital and diesels really don't belong in cities), CO2 is still the policy king and the recent Paris Agreement only strengthens that point. In the UK, the current government is cool on climate change - but the world is a lot bigger than the UK and has never been more serious.

I see petrol increasing share, and I don't think diesels should be in small cars at all but I doubt diesel is going to drop below 40% of new registrations before 2020. It's around 50% now.

I suspect though that health authorities are going to make airborne nuclei another "policy king" after images of Beijing and Delhi and linking them to European capitals.

As I have said before on here, I think the writing is definitely on the wall for small diesel engines in private cars. I say this from 2 perspectives.

The 1st has 2 elements, the 1st of which is the "strategic" legislative one including the imposition of lower emissions controls resulting in ever increasing mechanical/control complexities making the day to day maintenance and operation of these vehicles more expensive and the 2nd is the increasing use of "tactical" legislation, e.g. Local authorities such as Islington, imposing punitive parking permit costs for diesels in their areas.

The 2nd is the fact that for the many low mileage drivers, diesels are now impractical to own and operate given the additional initial capital outlay, the increased running costs arising from maintenance interventions and the simple fact that for such owners, are becoming increasingly unreliable.

I might change to petrol for my next Yeti if there was a suitable 4-wheel drive petrol DSG model.

 

As far as I can see, there is no such model - anyone disagree?

I might change to petrol for my next Yeti if there was a suitable 4-wheel drive petrol DSG model.

 

As far as I can see, there is no such model - anyone disagree?

How patient are you?

There ever-so overdue and much speculated on, clean sheet model, surely must.

They seem to be focussing on a new 7-seater, which I don't need.

 

Where are the speculations on here - is there a forum/topic that covers that?

As I've said before my annual mileage doesn't justify a diesel but for a car like the Yeti (the characteristics and noise suit it) I fancied one again having had a succession of VWG estate cars. And my three day, 20 miles each way commute means I'm alright with regards to the DPF and EGR valve.

 

When I retire though, within the next three, years another diesel will definitely be a no, no, unless they miraculously develop technology which reverses the negatives now increasingly to be found with diesels in domestic vehicles. Unlikely I think.

 

I think one of the biggest problems will be with new and 2/3 year old cars further down the line. OK now whilst the many of the current owners have them on PCP/Lease/company cars which are under warranty and will probably be changed for a new car at the end of the term but once the cars are a few years old and a few more owners then many will be scrapped prematurely because of the cost of fixing them. Even first and second owners baulk at the cost of repairs once a car is out of warranty e.g. for DM Flywheels and EGR valves on 4x4's.

 

I think this needs to be addressed by manufacturers with pressure from government as all these additional repairs and premature scrappage has a significant effect on emissions, not only what comes out of the exhaust pipe!

 

They need to look at the whole picture not just concentrate on one aspect. Trouble is that would require governments to have joined up thinking!

Edited 19 January, 201610 yr by VAGCF

Is there any evidence that the 'average scrappage age' is falling, ie cars being scrapped earlier than before? It would be interesting to see the data. On the one hand, as you say cars are getting more complex with more expensive repairs (not just diesels, but hybrids as well) but on the other hand cars are way more reliable in general these days and rust is virtually unheard of.

My hunch is that scrappage ages have gotten older over time - are we at 'peak scrappage age' ??

I haven't looked up any data just conjecture based on the increasingly complex technology now found in new/recent cars and the increasing likelihood that an expensive repair could force more of them off the roads. Most notably with all the gubbins on Euro 6 diesels the impact of which we won't see for a few years.

 

Yes, cars are more reliable but look at all the problems with just VWG cars and some of them very expensive to put right. It put me right off buying a second-hand one.

 

Not scientific by any means   but you just don't see the amount of older cars around like you used to which may be partly down to that "scrappage scheme".

 

I think we could well be at peak scrappage age!

Edited 19 January, 201610 yr by VAGCF

One of the indicators of national economic health is the nations average 'fleet age' with 10 years being the datum.

Spare parts are required to be available for 10 years beyond end of production.

Emission equipment designed for reliable 10 year life.....failed.....being addressed in the 2020 CARB standards.

I remember when the 'greens' we're promoting the 10 year lifespan due to, on balance, more reduction from the tailpipe due to engine emission reductions

Than

Emissions from factory recycling/production.

10 years seems to be THE standard.

I might change to petrol for my next Yeti if there was a suitable 4-wheel drive petrol DSG model.

 

As far as I can see, there is no such model - anyone disagree?

This hits the nail on the head.  I'm on my 2nd Yeti and planning to change in Summer 2017.  If 4wd petrol DSG isn't available I won't have a 3rd Yeti.

As I said earlier, you find me a petrol that will tow my caravan and I will consider it, but at the moment the only option I have is a diesel.

Same applies to many of the competitors too!

I asked that question on another thread but don't think I got an answer.

 

That is those folks who bought a 4x4 diesel for towing duties and maybe use it as a second car or they are retired and therefore it is generally used for short journeys.

 

What are they going to buy?

 

Looks like it will be another diesel but just going for the odd blast isn't really ideal for looking after the DPF and EGR valve is it? Wouldn't be so bad if you had  clear graphics on the display telling you what their status is.

We are perhaps lucky that now I have taken involuntary retirement we don't use the car very often, since we can do 99% of all our shopping walking into town. I use it once a week to go and volunteer on the Corris railway, which gives it a good run over the mountain, and it gets used when we go away for weekends or I'm out on a rally. If we didn't have the caravan we could manage with a much smaller car but SWMBO wants to keep the van. Therefore as and when we look at a replacement it will have to be a diesel Yeti.

I've looked at Kia; diesel, Peugeot; diesel, Tata; diesel. Nothing else comes into our cost parameter if we buy new or very recent (ie demo model). And none of them I liked!!

Your usage is obviously fine as when you do use it most of runs are good ones.

 

But I have friends as per my example, who have an older Freelander they use for the caravan, which is a second car and spends most of its time sitting in the drive or being used for very short journeys.  

 

For that it is fine, but if they replaced it for something newer that sort of use would kill it. They can't even go for something with a big petrol engine can they as they either aren't made or if they are then not imported into this country? 

 

As an example Audi do a 3 litre petrol that is available for the German market but not over here. I know there is not much call for that engine over here, hence why not imported, but it would be nice to have the choice if only doing low miles and towing a caravan.

Edited 20 January, 201610 yr by VAGCF