Hi,

 

New to the Skoda Marque and sadly already disappointed with the VAG design and production but anyhow, things are what they are and it’s time to try and make the best ….if at all possible (and economically viable)

 

1.8 TSi 2011 circa 70K miles – so cdaa e888 lump with probably all of the faults coming my way.  In particular right now a problem with the engine throttle response to gentle acceleration.  Tick over appear steady and stable without throttle input.  Gentle call for more revs sometimes, but not always results in a flutter and partial stall (which appears to be recovered by the ECU).  A boot seems OK ironically. An indie German Specialist declared that there were no logged fault codes relating to the engine from a scan but identified a problem with the PCV.  No whistling or suction from the bleed hole.  Removal of the Oil filler cap did demonstrated a moderate amount of suction, very lumpy tick over and partial stalling.  I checked out the PCV repair and, as it’s an easy job, I replaced it with the latest revision (genuine VAG part not Chinese) along with the rear breather hose to the inlet.  This actually appears to have made the problem worse.  Oil filler cap off has the same effect.  I carefully dismantled the old unit fully expecting to find a torn diaphragm or the like, but all was good.  Other valve seemed fine also.  Not too concerned as now it has the “updated” breather for what it’s worth.

I whipped the inlet boost hose off and with the aid of a light and mirror inspected the throttle body valve plate.  Seems perfectly clean from the inlet side, so didn’t bother with taking the TB off at this stage.

 

So, next steps in the hunt for the cause(s)?  Not sure now if the throttle response problem is linked or whether I have two issues to deal with?

What are your learned thoughts / experiences with these symptoms and this engine?  What next for diagnosis/likely faulty component(s)?

 

Thanks in advance for your help guys.

Edited 27 October, 20187 yr by davetheosteopath

Inlet valves dirty, I guess you would see much carbon deposits there ... That´s the result of internal exhaust gas recirculation done by overlap of exhaust and inlet valves (VVT), used because of the nature of direct injection engine producing much NOx ...

 

 

 

Thanks

 

So, that's pretty much a given then?  and solution would be a 'decoke' ?  any easy way to confirm before strip down? Is it possible to view via one of these new fangled bore scopes via the TB?

 

Then of course there's the issue of the Timing chain lottery and/or the rings so the engine is basically in need of a rebuild Doh!

 

Crap really from this design.  I got more than a quarter of a million miles from my 2.0 litre Ford (Pinto) before any major work was require on the engine.

 

 

23 minutes ago, davetheosteopath said:

 

Crap really from this design.  I got more than a quarter of a million miles from my 2.0 litre Ford (Pinto) before any major work was require on the engine.

 

 

Hmm the Ford Pinto also had its design issues.  Early ones were known for valves sticking and the fix (bodge) for a while was to remove valve seals to increase lubrication (which also rather increased oil consumption). Cam lubrication was poor and the tiny holes in the oil spray (dribble) bar could become blocked taking out the relevant cam shaft lobe. You also had the oil pump hex drive shaft lottery (between the base of the distributor and the oil pump) that could eventually round off leaving you without any oil pressure usually whilst you were cruising at high speed!  If you ever souped up the engine the pistons/con rods were then not up to it although there was a bullet proof revision that inherited Cosworth parts. You were lucky with your Pinto.

 

Have you started with the basics yet - plugs, coil packs, compression test?  Compression test would show up a valve issue - but I don't think this is your issue as leaky valves usually give you a lumpy tickover.

The inlet manifold can carbon up - how about removing this and checking / cleaning , this will also give you a visual on the inlet valves. (Might also be visible by just removing a sensor and inserting an inspection camera)

 

 

Does your burn lots of oil - if its OK ish then to keep it like that do much more frequent oil changes. - It's the oil control rings gumming up that turns these engines into oil burners.

 

Why not get some quotes for replacing the cam tensioner (and possibly chain)? Treat it as an expensive cam belt job! However for now never allow the engine to turn backwards as this puts the full forces needed to turn the camshaft (including the high pressure fuel pump) back onto the tensioner which if worn could retract giving a slack chain on next startup. When parking in gear down a hill always select the gear (1st or reverse) that would NOT turn the engine backwards if the car were to roll down the hill. Why? - the slight roll between applying handbrake and then releasing the footbrake can turn the engine slightly.

If i understand correctly VAG bought direct injection from Mitsubushi GDI - but i think all direct injection engines have this issue.

 

Would Terraclean help, I had it on my 1.2 tsi when I bought it.

 

I don't think Skoda or VAG design is good as it once was - I am looking at Kia atm - mainly because of the best skoda dealers albar autos in mountsorrel had their dealership status removed as they could not update their premises ao moved to Kia.

Pinto lump serviced on the clock with no issues - old mechanic's advice - Keep changing the oil and it'll keep going.

 

Had the hex shaft problem on the "Cologne" I think it was called 2.8 v6 lump while cruising on motorway - was that a German engine design as well? Not really relevant.

 

No. Didn't go back to basics as thought the clever diagnostic scan etc that I paid for would have identified the fault. Guess I'll just have to roll my sleeves up and get to work. Any steers on a good not too expensive camera/scope?

 

Thanks for the tip re reverse rotation of the engine.

 

8 minutes ago, davetheosteopath said:

Pinto lump serviced on the clock with no issues - old mechanic's advice - Keep changing the oil and it'll keep going.

 

Had the hex shaft problem on the "Cologne" I think it was called 2.8 v6 lump while cruising on motorway - was that a German engine design as well? Not really relevant.

 

No. Didn't go back to basics as thought the clever diagnostic scan etc that I paid for would have identified the fault. Guess I'll just have to roll my sleeves up and get to work. Any steers on a good not too expensive camera/scope?

 

Thanks for the tip re reverse rotation of the engine.

 

 

I got my camera from Aldi https://www.aldi.co.uk/workzone-inspection-camera/p/096399212441800 but there are loads on Ebay / Amazon etc..

I use if for loads of things including tracing a leak from a wet room (bore hole in floor) and adjusting my headlights for driving in Europe (teeny weeny lever on my Superb facelift buried in headlight unit)

 

Probably keeping changing the oil kept your Pinto going although this doesn't make any difference with the hex shaft lottery. One good thing with the Pinto - on a standard engine if the cam belt failed it didn't break the engine.

 

The Essex V6 also had the same hex shaft problem. The Cologne (German) engine was actually the hardest one to port/tune as it had Siamesed/shared exhaust ports on two cylinders each side of the V. The best engine in my eyes was the Kent four cylinder crossflow, robust , easy to tune and had a cam shaft directly fed externally mounted oil pump.

 

1 hour ago, john2017 said:

If i understand correctly VAG bought direct injection from Mitsubushi GDI - but i think all direct injection engines have this issue.

 

Would Terraclean help, I had it on my 1.2 tsi when I bought it.

 

I don't think Skoda or VAG design is good as it once was - I am looking at Kia atm - mainly because of the best skoda dealers albar autos in mountsorrel had their dealership status removed as they could not update their premises ao moved to Kia.

 

Terraclean won't clean carbon from valves on a direct injection as it is a process that feeds the engine with a "highly refined fuel". This would clean injectors, combustion chamber etc but with direct injection this would not hit the valves. However the valves may be OK as well as later revisions have better oil breathing (reducing oil mist hitting the back of the valves) and changes in the way the EGR process is done through the variable valve timing.

 

Re VAG design - I'm still impressed with the way my 1.4tsi drives. Tugs my Superb barge along well (it's still a 127mph car!) giving effortless cruising and averages nearly 46mpg! (can be over 50 on a run). I was in someones Ford Mondeo diesel the other day that seemed sluggish and drank more fuel than my petrol car! Longterm - we shall see but as soon as I bought it (14k miles) I moved off longlife servicing as I think this is a baaaad thing.

 

I'm keeping an eye on Kia/Hyundai but I never feel as comfortable in these (I'm a large and tall 6ft 4"). Did wonder about the Sportage but boy was the diesel noisy and the petrol (1.6gdi) was really sluggish. I'd decided to avoid diesel cars even before dieselgate hit in 2015 (I bought my current one in June 2015) as although my commute is fairly long (32 miles each way) most of it is at a very low speed (traffic!) and some people at work have had bad DPF problems doing more or less the same run.

 

 

 

Edited 27 October, 20187 yr by bigjohn

Do you have the act type of 1.4 tsi as I am getting interested in ibiza 1.4 tsi act fr / maybe kia gt

No mine is the older EA111 125ps 1.4 tsi as fitted to the Superb II. Suspect it will be an ACT next although I was a little underwhelmed when I test drove a 1.5tsi ACT Karoq. Hard to describe but it felt sort of hesitant/restrained compared to my old style 1.4tsi - could have been that the Karoq had only done 125 miles or that Skoda had filled it with crap petrol (which my own tsi hates!) or that later emissions controls have strangled it a bit.

 

The 1.4 in mine feels surprisingly sprightly considering the size of barge it's fitted in, that's why I bought it. I went for a test drive as the 1.4tsi had had a massive price cut (this was pre dieselgate), I was worried a 1.4 would be way underpowered but I really liked it.

 

Test drive thoroughly any car you are considering.

 

 

 

 

 

 

Edited 27 October, 20187 yr by bigjohn