Not quite true, turning the EGR down on a remapped car makes it run cooler because hot exhaust gases aren't been returned to the engine this gives a bit more power.

That's the theory but in practice it makes no difference at all. Got the output curves to prove it!

If it really concerns you Robert I would suggest an immediate rejection. I have been made aware of the recent outcome of the court case mentioned and I'm afraid to say it was not favourable.

Not favourable for the claimant or not favourable for Skoda? And does your suggestion of an immediate rejection suggest that time is an issue in these cases?

I'm only curious so if the case result is not in the public domain or you think its best not to publicise it on here I understand.

I have done 2000 miles in my VRS SE since the 1st of May and have not noticed any stutter, infact I am totally bowled over by this car! I traded in a 1.8t A4 for my furby and am amazed by the MPG and the fantastic performance, the build quality is none too shabby either (although admittedly not quite up to Audi specs). Is this stutter a "feature" on all of the 130 pd engines or is it just luck of the draw?

I have done 2000 miles in my VRS SE since the 1st of May and have not noticed any stutter, infact I am totally bowled over by this car! I traded in a 1.8t A4 for my furby and am amazed by the MPG and the fantastic performance, the build quality is none too shabby either (although admittedly not quite up to Audi specs). Is this stutter a "feature" on all of the 130 pd engines or is it just luck of the draw?

From reading the sticky on this topic, it appears that the stutter varies in both frequency and severity from car to car. It also depends on the way the car is driven. Some people may sub-consciously drive around it, or one may simply accept it as normal. I know I did. I'd never driven a diesel before and it was only this site that made me think "oh yeah! mine does that".

I have an Octy II 2.0 TDi and it has an occasional stutter during the warm up cycle, particularly around 1500 rpm on a steady throttle. I asked Skoda to have a look at it at its first service and they told me it was a feature of this engine!! Hmmmmm, not too impressed either. Perhaps the Leon would develop a similar fault with time?

I think the moral of this story is....buy a petrol one! Thats no use if you want a Fabia vRS , as Skoda in their wisdom , didnt make one! (even though the Ibiza and Polo both got the 1.8t).

Considering that replacing the gasket yourself or turning down the EGR using VAG-COM etc would make the stutter go away and also wouldn't affect MOT's I think if you really like the car otherwise and would ideally like to keep it, I'd have a go at fixing it myself. I doubt rejecting it would get you anywhere as Skoda claim it's a 'feature'. Doesn't stop you trying mind.

I'd say replacing the gasket is easier and cheaper unless you have or know someone with vag-com.

That's the theory but in practice it makes no difference at all. Got the output curves to prove it!

Is that worked out from VAG COM or a rolling road?

Is that worked out from VAG COM or a rolling road?

Why would EGR make a difference to power? ISTR it doesn't do it at high %age output, more to do with cruise/overrun situations.

I'll concede that turning it off/down will stop it cacking up everything else, preventing efficiency losses over a period of time though.

Similarly, unless you clean the crap out of the pipes and i/c before/during knobbling the EGR, it's not as worthwhile.

J.

Taken from Wikipedia:

EGR in diesel engines

In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions.

Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines (see above). However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduce fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.