jaygsi

iTrader: (46)

One thing to remember is that the government is aiming to reduce the amount of diesel cars on the road, so if you live near a city i'd think twice.

alcazar

iTrader: (2)

I wonder if people who brought diesels on the strength of Liebour government and Green party advice, would have a case against them for compensation?

Tidgy

highly doubtful.

SouthWalesSam

iTrader: (1)

Just bought a 3.0V6 diesel with good cats and urea (Adblue) injection.
I've no regrets.

Tidgy

O dear, prepare for the tax man to gang rape you

SouthWalesSam

iTrader: (1)

We shall see.

Tidgy

In all seriousness the way they are talking i expect it will happen in the next couple of years

ALi-B

iTrader: (1)

Uncle's just bought a Yeti 2.0 tdi 110ps,

Euro 6 compliant (post recall ), and doesn't need AdBlue. I picked it up for him as he was in Wales at the time, and drove through stop/start city traffic and then got stuck on the A449 due to an accident so hacked it through the country lanes...55mpg on a 20mile trip! And I wasn't even trying, plus the start/stop was disabled because I had the air-con on. 60+ mpg should be easy if steadily driven on a clear road.

To put that in perspective, our Altea 2.0 Tdi, PD Euro IV (i.e very dirty as the only emissions control it has is EGR and a Cat) which is pretty much the same chassis (Golf Plus, so similar weight) has never ever done better than 50mpg and would probably have done 42 to 44mpg on the same trip.

He lives out in the middle of nowhere, so 'leccy would be daft considering he often has to use a genny when the power goes down. I hate to think of the inefficiency of converting petrol to electric 240v AC, then rectify it back to DC, store in a battery then convert it back into motive power. Mind, that's exactly what happens with the national grid albeit with a different fossil fuel and more step-up and step-down transformers.

I'm amazed the energy companies aren't demanding more power factor correction regulations to be enforced, especially considering the increasing number on homes that will employ fast charging, but I guess thats for another topic.

john banks

Electric motor efficiency is very impressive though.

Economy 7 or smart versions thereof could help peak demand.

An EV battery could supply your house during power cuts. I can do most of the stuff I want with a 2kW gen running well under 1kW most of the time. Just not electric kettle or cooker but can use oil stove to replace both.

dpb

You rev up the oil stove in summer just make a cuppa ?

alanbell

iTrader: (6)

Had mine mapped now, Its very very good (for a diesal) Id say it would be very low 4sec to 60.

bustaMOVEs

iTrader: (31)

Excellent, the twin turbo on yours I bet it's rapid, how's the body roll, does it cope ok on the rural s bends on power?
Where did you go to map it btw?
My mapper said he loves the Audi v6 diesels better than the equivalent BMW 3.0d as they just make more power.
What's estimated hp and torque

alanbell

iTrader: (6)

body rolls not a problem at all, maps an extra 42bhp / 60nm min, He does safe maps, Based in York, He writes his own maps for all types of cars, SQ5 is a very good car for me.

bustaMOVEs

iTrader: (31)

Thought it would be a bit more than that, but cool, we'll have to have a race

john banks

Microwave for cup of tea. This is only for power cuts.

By the time oil stove is ready to cook (about 1hr) you be cooking everything, it is like having a big BBQ, you are not going to put just one sausage on it.

b16jonc

Ive owned loads of diesels and if your looking for a motorway cruiser I'd consider a Mercedes e320cdi pre 2005 ( my current car is a e320 estate )

But if it's just a fun town car go for a skoda Fabia's vrs

I'm genuinely not put off by the scare mungering about diesels and just figure I'll cross that bridge when I need to

neil-h

Ummmmmmmmmm why? I'd be amazed if the load from a fast charger does much if anything to effect the power factor of the average home.

markjmd

iTrader: (11)

I'd heard a lot of people saying the recalled VAG engines implicated in the cheating were gutless and in many ways undrivable, once the so-called "ECU fix" was applied. What do you think is different about this one, and how confident are you that it won't suffer the usual diesel problems of DPF and EGR clogging, etc?

markjmd

iTrader: (11)

I could be wrong, but I suspect Ali-B is talking about fast-chargers for EVs or Tesla domestic E-packs, and you're talking about chargers for Samsung phones.

neil-h

Yeah you're wrong

The main culprits behind poor power factor tend to be large inductive loads (I.e. motors), now I'm no expert on charging circuits but I'd imagine that the end load to the grid would have a pretty reasonable power factor. Or atleast be mostly capacitive and hence balance out against stuff like fridge/freezers etc.

ALi-B

iTrader: (1)

Depends on the charging, yes I am talking about proper fast charging, which is not yet in wide domestic use yet; The Zoe can have one rated at 42Kw! Not sure if the AC to DC is done on car or on the charger, IIRC it's done by the car. Either way it's not a resistive load, I'd assume just for efficiency's sake high quality active PFC is used but who knows if its effective, or indeed working correctly. I recall a test on PSUs somewhere that were supposed to have PFC and many when tested fell short of the mark, I personally call it the China effect (when a product on paper is fine, but somehow ends up deviating from specs when the component manufacturing is outsourced). Computer PSUs are an excellent example of this, and as switched mode AC-DC operate on same principals as a charger, albeit on a smaller scale (0.2Kw vs 20+kW ).

This is much more of a concern if/when wireless (inductive) charging is employed. However I severely doubt that would be capable of fast charging, otherwise we'd have contaptions looking like it came out of Tesla's labrotory (the inventor, not the car maker LOL).

What I failed to mention was demand, that's probably worse as modern smart meters "should" be able penalise you if you have poor PFC in your home/business. But overall demand is a worry if you have a load of 22kw and upwards chargers all hooking up every evening when daddy gets home from his 9-5 office job (just generalising as the trend to charge would probably happen immediately after rush hour), ironically at the point when most domestic PV solar panels will start to go off-line.

That's a infrastructure issue, and really as I already said something for another thread.

ALi-B

iTrader: (1)

Drove fine to me, driven other 110ps versions of this engine and it felt no different, it's certainly not gutless. To me they have always been a little more laggy low down when compared to the non-DPF PDs. However bear in mind there are probably over 100 variants of the EA189 as its been around for almost 10years now in various forms and capacities (1.2, 1.6 and 2.0), for example, this engine in the Amorak is very different (and troublesome) in spec than the one found in a Golf despite both being 2.0 EA189s.

I'm not denying people have issues , but this particular car is OK. This Yeti is a 2016 production year which whilst looking the same may have mechanical or electronic differences to one produced in 2009. I've dealt with plenty of these in various VAGs over the years with DPF and EGR faults well before any "cheat" hit the headlines. Indeed there is a large batch of these made around 2013ish with faulty EGRs that fail a few years down the line. I know as they are an **** to replace on these especially if the damn thing has AWD.

Ignoring the faulty ones though; The DPF issues have aways been due to another underlying fault which prevents active regeneration or causing excessive soot production. Fix the problem, and the DPF is usually fine. I've personally not had to replace one VAG DPF yet... In contrast done plenty of Ford/PSA DV6s though as despite cleaning out the ash the back pressure under load remains too high and they get stuck in a regen-loop (doing active regen every 5miles, which is usually followed by a turbo failure which I suspect is from the sustained heat after repeatedly getting to the end of a journey and shutting down with the exhaust at 500c ).

EGR clogging or indeed intake clogging is a strange one; some engines suffer far more than others. I've stripped manifolds off BMW N and M diesels with with well over 100k on the clocks to find most are fine. With a few exceptions; nearly all the ones with intake clogging had the swirl flaps removed or pegged open. In contrast the Ford Puma engines (transit duratorq ) clog up no matter what, and it's 50:50 with the Audi v6 TDi, suggests to me that EGR clogging and/or manifold/port clogging is more down to combustion cleanliness (correct injection atomisation, good compression and no oil burning) as well as little or no oil blow-by from the crankcase breathers and turbo. The Puma 2.2 duratorq engine (not PSA, although that not great either) is notorious for soot production if operated at low speeds or light load, I think this is a purely a combustion issue which in turn causes excess soot to be reingested and deposited within the manifold and EGR.

IMO longevity is down to combustion cleanliness, as soon as combustion starts to faulter, longevity (and emissions) worsens.

dpb

Is that essential back to a lot diesels only being used on short journeys , not even getting up to temperature

neil-h

The power conversion for fast charging will almost certainly be done off the vehicle. The sort of hardware you'll need for that level of power conversion is going to be pretty substantial and that's without mentioning the heat you'll need to dissipate.

As for PFC, as you say in principal it should comply with various standards but how true that is in practice is a different matter entirely. Although interestingly (seeing you mentioned PV systems), there is a school of thought that PV inverters can be used as a form of active power factor compensation.

ALi-B

iTrader: (1)

Partially, it doesn't help certainly in older models, especially with a sticky thermostat. More modern cars can regen with the engine at 30degrees, so it's less of an issue now, so long as the car sees a drive longer than 20mins and above 20mph once a month and has no underlying faults.

What's more of an issue is city/commuter cars that are sat idling or crawling in traffic for their entire journey; Active regens on most cars require the vehicle to be going faster than 20mph with more than 10litres of fuel.

It's also at idle and low engine speeds when EGR is quite high and combustion less complete due to the lower injection pressure (200ish bar at idle vs. 2000+bar at peak load) meaning poorer fuel atomisation. That equates to more soot production, low airflow speeds in the inlet allow more deposition to occur which over time causes running and emissions problems; Petrol engine with direct injection also suffer the very same problems.

ALi-B

iTrader: (1)

Indeed most fast charging as of current is DC therefore by default the rectification is done off the car...

However I read a thesis a while ago which tested a number of electric vehicles as part of a infrastructure/charging study, and it mentioned that manufacturers were looking into incorporating the fast charge circuitry into the same circuits used for the regenerative braking, as the major high-current components are already fitted.

neil-h

Yeah only problem I can see there is whether or not the existing components are capable of taking the heat from prolonged use. I'd imagine the regenerative braking circuit usually sees fairly short current pulses (with the aid of "forced" cooling). They could of course uprate the components or add fans for static cooling but you've then got to balance the benefit of internal fast charging against any weight penalty.

Bonehead

So should I be considering a diesel.

I picked up an 02 E46 £ Series Tourer that was only supposed to last 6 to 12 months and I've had it for four years as it's been so dependable

I now want something newer and nicer and really fancy one of the newer 3 series tourers. Looking at Autotrader my £15k budget gets me the early versions of the current F30 generation.
None are petrol.

I've had a good look at the newer cars and colleagues have them and love their various versions.

I live in a rural area, don't do huge mileage but intend on doing some longer journeys more regularly
I haven't driven the current generation of 'performance' diesels but have heard plenty of good about them

This is the sort of thing I'm looking at
http://www.autotrader.co.uk/classifi...ce-desc&page=1

I know we cant predict what the scum in parliament do but I intend to keep my next car for another 4/5 years and don't want to spend a lot of money on something that'll depreciate like a stone

AudiMan

Yes !!
I have a 320D Coupe - owned for the last 6 year, completely problem free - run on Shell Vpower mostly - and will achieve 70mpg on a long Mway run with just me and under 70 mph,
They will be around for a long time yet, too many big car manufacturers have invested too much to let the green lefties ban them from the roads just yet.

Bonehead

I quite fancy a 330d but how do you find the 320d?