Hello to everyone.

I have read previous posts about people who want to buy skoda yeti.

The time has come for me to choose which model should i prefer, in order to start searching.

Therefore lets begin.

I want to buy skoda yeti diesel 2.0 4*4.

What should i buy.

The 110 hp , the 140-150hp or the 170hp.

I would like to buy DSG model since there are more cars imstalled with it. Should i avoid something about dsg?

Also cars with high mileage 100k miles (200k km) if well serviced (full service hiatory) have any issue on engine or haldex?

Finaly which haldex version should i prefer. The first yeti generation with haldex 4 or the second yeti generation with haldex 5.

Which haldex is more relaiable, less expensive on service, fastest response, better for off road use(snow, mud, sand once a while)?

 

Thank you guys in advance for your replies!

Edited 2 December, 20187 yr by thanosmavrides

A friend has a Haldex 4 and mine is a Haldex 5. Other than knowing the number, there doesn't appear to be much difference from a driver point of view. I believe the 5 is easier to service and maintain and is rumoured to be harder wearing but, that's just what I've heard.

 

On the BHP point of view, don't even think about getting a big, diesel mile cruncher and driving it round the doors. The engine will hate you if you don't work it and take it on runs to get it hot and working. It will let you know it isn't happy by clogging up the EGR and DPF, especially if it's had the emissions fix.

 

On the subject of the fix, the 2 litre 170  engine seems to be least affected by it.

 

Hope this helps, happy hunting.

The haldex 4 has a replaceable filter, which Skoda say doesn't exist and will not replace. Hence they will eventually block up and fail if you can't do it yourself or find a specialist to do it. The unit has to be opened. A lot of debris is produced by the clutches and this blocks the filter eventually.

The Haldex 5 has a cleanable grill which again is not serviced by Skoda. But may last longer before blocking. Again unit needs to be opened to clean this. I suspect is either one was properly maintained then they would last the life of the car. Skoda servicing will get them through the warranty period.

 

To avoid the fix possible issues find a rare 170, or go for the later car the 150 or even 110 euro 6 model. I have the 150 and it has enough power. After over 40 years of driving and many cars this is the most poweful I have ever owned and performance is entirely adequate even with the dsg absorbing some power.

Thank you guys. One more question.

The dieselgate is for euro 5 emmisions?

What i mean is all the euro 6 models is after dieaelgate?

So most preferable?

 

The engine in my 64 plate 2.0tdi CR150 Octavia was not one effected by dieselgate, also my fiancee has a 1.6tdi which had "the fix" and is absolutely fine. Also, people saying you need to drive them hard for the dpf to clean is rubbish, driving a diesel hard just fills it with soot faster! If that helps with which engine to go for.

Thanks amwphotos.

Are there any issues regarding dsg or something I should pay attention about it?

I am asking cause most cars here in Greece are equipped with manual gearbox, so there is no feedback.

Edited 3 December, 20187 yr by thanosmavrides

9 hours ago, kenfowler3966 said:

After over 40 years of driving and many cars this is the most poweful I have ever owned and performance is entirely adequate even with the dsg absorbing some power.

 

The DSG does not "absorb some power" any more than a manual gearbox does.....it does not have the power/energy wasting torque converter of a conventional automatic.  I think if you look at the comparative fuel consumption figures you will find the DSG is actually marginally more fuel efficient than the manual.  This may be due to the fact that one or other of the dual clutches is always engaged,  and there is therefore no loss of drive during gear changes in what is,  in fact, an automated manual  gearbox.

I am afraid you are wrong. Whilst the dsg with dry clutch does not absorb power, the wet clutch dsg does, about 5%.

That is why the dry clutch can actually beat the standard clutch in fuel consumption, whilst the wet clutch doesn't.

The wet clutch has both the clutches spinning in oil which saps some of power through shear in the oil between the spinning clutch pack and the stationary housing.

I avoided DSG as I want a car that will be good for 200,000+ miles and there were very few reviews and little evidence about the long term lifespan of them (my old Renault clutch lasted 230,000). Generally the issue seems to be a bit ignored as cars are only kept for 3yrs now.

1 hour ago, kenfowler3966 said:

I am afraid you are wrong. Whilst the dsg with dry clutch does not absorb power, the wet clutch dsg does, about 5%.

That is why the dry clutch can actually beat the standard clutch in fuel consumption, whilst the wet clutch doesn't.

The wet clutch has both the clutches spinning in oil which saps some of power through shear in the oil between the spinning clutch pack and the stationary housing.

OK, I'll give you that!  I have the 7-speed dry clutch DSG,  and while I've read up extensively on how that functions, and was making my comments based on what I had learned,  I hadn't taken into account the fact that the six speed clutches run in oil.

16 hours ago, amwphotos said:

The engine in my 64 plate 2.0tdi CR150 Octavia was not one effected by dieselgate, also my fiancee has a 1.6tdi which had "the fix" and is absolutely fine. Also, people saying you need to drive them hard for the dpf to clean is rubbish, driving a diesel hard just fills it with soot faster! If that helps with which engine to go for.

 

I'm afraid you are wrong. Monitoring my DPF with the VAG app reveals that motorway driving and full revs through the gears actually slows down the rate of filling with soot. I can get over 400 miles before a regen like this but if I just commute, the regen happens around 280 miles.

I don't think so, and here's why. Driving on a motorway isn't driving hard, but it does create a good amount of heat which burns off the soot as you go, hence less frequent active regens.

 

If you drive in a way that generates soot (driving hard) then it will need to be removed whether by passive or active regeneration. If you drive more sensibly you generate less soot overall, which should also mean less ash residue which is what eventually blocks the dpf.

 

The frequency of active dpf regens does not always reflect the amount of soot generated, due to passive regeneration.

 

Out of interest do you know from vag dpf what your ash % is, your mileage, and at what mileage  you would expect to hit 1

100% full?

On 03/12/2018 at 17:03, thanosmavrides said:

Thank you guys. One more question.

The dieselgate is for euro 5 emmisions?

What i mean is all the euro 6 models is after dieaelgate?

So most preferable?

 

 

The 150 is Euro 6 and is not affected by "dieselgate".

And 110’s after late 2015?

The Euro 6 standard was introduced in September 2015.

 

My Octavia 64 plate 2.0 CR 150 is a euro 5, (or maybe an intermediate 5.5) you can check by putting your reg into the tfl low emissions zone website, not that I ever drive to London anyway!

 

And it wasn't affected by dieselgate either so it's not quite that simple!

5 hours ago, kenfowler3966 said:

And 110’s after late 2015?

Mine was registered in July 2015 car and so would have been built a little while before and is Euro 6. I think that someone else said that Euro 6 were built from May 2015.

Edited 4 December, 20187 yr by VAGCF

23 hours ago, amwphotos said:

I don't think so, and here's why. Driving on a motorway isn't driving hard, but it does create a good amount of heat which burns off the soot as you go, hence less frequent active regens.

 

If you drive in a way that generates soot (driving hard) then it will need to be removed whether by passive or active regeneration. If you drive more sensibly you generate less soot overall, which should also mean less ash residue which is what eventually blocks the dpf.

 

The frequency of active dpf regens does not always reflect the amount of soot generated, due to passive regeneration.

 

Out of interest do you know from vag dpf what your ash % is, your mileage, and at what mileage  you would expect to hit 1

100% full?

 

I have attached a screenshot of my recent VAG DPF app' readings, the mileage is at the top of the picture. By my reckoning I should hit full at about 160, 000 miles if the rate of increase is linear.

 

I still think you are incorrect though, live monitoring with the app' sees my soot go up a lot quicker driving around town whether I work through the gears hard or not, if by sensible driving you mean economically then the soot rate increases alarmingly if I don't work the engine. This obviously means that I am producing less soot on motorway journeys. Once the engine is up to temp' there is very little difference in temp readings whether on motorway or around town so it's not that I'm burning it off more on a motorway.

 

I think this is reflected in the way diesel engines have developed, bigger diesel engines love motorway journeys, they are easier to maintain, have less issues and produce less soot and oil ash.

14 hours ago, amwphotos said:

The Euro 6 standard was introduced in September 2015.

 

September 2014 for passenger cars according to WKP.  The September 2015 date was for light commercial vehicles 1305kg reference mass and above.

 

Edit: The 01/15 edition of the Skoda UK brochure for the Yeti lists the 140PS diesel as Euro 5, with no 150PS version.  By the 05/15 edition the 140PS is gone and instead it lists the 150PS diesel, as Euro 6.  Not a lot of room there to slip in a non-Euro 6 version of the 150PS.  (The difference between the date when Euro 6 came in to force and when the Yeti became available with Euro 6 engines is because the EU directive allows a grace period of a year from the new standard coming in to force during which time previously existing, type-approved vehicles can still be registered for use.)

Edited 5 December, 20187 yr by ejstubbs

^^^ Best google again.

VW Emissions scandal broke September 2015 and Euro 6 Standards were about to come in for passenger cars and in late 2015 /2016 some were 'withdrawn from sale.

Euro 5 approved vehicles not 'First Registered' were not allowed to be sold from the end 2015 into 2016.  

Some dealers had ones first registered ASAP and the were sold.

1 hour ago, ejstubbs said:

 

September 2014 for passenger cars according to WKP.  The September 2015 date was for light commercial vehicles 1305kg reference mass and above.

 

 

Euro 6 passenger vehicle APPROVALS from Sept 2014, but REGISTRATIONS from Sept 2015.

 

"individual vehicles already on sale that were built by, and dispatched from, the manufacturer before 1st June 2015 can continue to be sold until 1st September 2016'. This in effect means that a car sold before 1st September 2016 may still have a Euro 5 engine."

3 hours ago, WFM said:

 

I have attached a screenshot of my recent VAG DPF app' readings, the mileage is at the top of the picture. By my reckoning I should hit full at about 160, 000 miles if the rate of increase is linear.

 

I still think you are incorrect though, live monitoring with the app' sees my soot go up a lot quicker driving around town whether I work through the gears hard or not, if by sensible driving you mean economically then the soot rate increases alarmingly if I don't work the engine. This obviously means that I am producing less soot on motorway journeys. Once the engine is up to temp' there is very little difference in temp readings whether on motorway or around town so it's not that I'm burning it off more on a motorway.

 

I think this is reflected in the way diesel engines have developed, bigger diesel engines love motorway journeys, they are easier to maintain, have less issues and produce less soot and oil ash.

 

 

 

I'm on a similar milage, 44,216miles, and only at 19% oil ash residue (15.4g). Take from that what you will.

2 hours ago, amwphotos said:

 

I'm on a similar milage, 44,216miles, and only at 19% oil ash residue (15.4g). Take from that what you will.

For 30,000 miles my car was a motability vehicle used for, "Round the doors." Oil ash build up has slowed significantly since I bought it. Maybe we should compare in another 10,000 miles. Not sure I'll remember mind you. 

Edited 5 December, 20187 yr by WFM

Probably means it makes very little difference how we drive!!

9 hours ago, Offski said:

^^^ Best google again.

VW Emissions scandal broke September 2015 and Euro 6 Standards were about to come in for passenger cars and in late 2015 /2016 some were 'withdrawn from sale.

Euro 5 approved vehicles not 'First Registered' were not allowed to be sold from the end 2015 into 2016.  

Some dealers had ones first registered ASAP and the were sold.

From that statement (if I understand it correctly) that as Euro 6 Yetis were built from May 2015 onwards, that they were brought out before they had to?

Manufacturers know what is coming and it is always a good selling point to have your vehicles compliant with pending legislation. They have a long lead tiime to develop and put modifications into production, so are not going to carry on with the previous design to the last second.

 

I gather there were some issues in Sep this year with many non compliant vehicles which could not be sold new after 1/9/18. They all were registered and had to be sold as second hand to get around this. For some period before lots of engine options became unavailable as the new produtions were put in hand.