VOLKSWAGEN e-GOLF

IS IT TIME TO DITCH VOLKSWAGEN?

The year 2016 is fast coming to and end but will always be remembered as the year that Volkswagen AG  needed to reverse public perception over the diesel gate scandal that affected some 11 Million vehicles globally during 2015. With it's hands full with public apologies, court battles, falling share prices, Diesel vehicle recalls and general damage control caused by the negative impact to their brand after admitting  that they circumvented emissions standards; VW have been somewhat curtailed from their key business of manufacturing cars.

With the uncertainty regarding the future of diesel, especially considering that the mayors of Paris, Madrid, Athens and Mexico City pledged to ban all diesel cars by 2025. And with the ever looming legislative imperative to cut down on carbon dioxide (CO2) emissions and other harmful gases, automotive manufacturers as a whole have started to seriously invest in electric-powered-car technology. 

Volkswagen produced the Volkswagen e-Golf hatchback which is however not a purposely built electric car but rather shares the powertrain hardware of the Golf MK7 MQB (Modularer Querbaukasten) Typ 5G, but  fitted with an electric motor in place of its petrol/ diesel powered engine. The e-Golf is in direct competition with other purpose  built electric cars from  several manufacturer's vehicles, like the Renault ZOE hatchback, Hyundai Ioniq Electric, Tesla Model S hatchback, Tesla Model X SUV, BMW i3 hatchback, Nissan Leaf hatchback and the Kia Soul hatchback. Be that as it may, VW has sold more than 25 000 units worldwide since 2014. The VW e-Golf matches the competition in range, but the the battery management doesn't have an  active cooling system which seriously affects longevity. VW hasn't in anyway been innovative nor produced anything new. Their VW e-Golf doesn't offer anything more than the competition already does and certainly amounts to less bang for your buck. Apparently the Renault ZOE hatchback seems to be the pure electric vehicle that's leading the EV race in virtually all categories. 

However, VW has always been promoting “Clean Diesel” as an alternative to hybrid and electric vehicles, thus pushing their 2009–2015 Volkswagen Jetta 2.0L TDI, 2010–2015 Volkswagen Golf 2.0L TDI, 2010–2015 Audi A3 2.0L TDI, 2012–2015 Volkswagen Beetle 2.0L TDI, 2012–2015 Volkswagen Passat 2.0L TDI,  etc, globally. It has now come to light that not only has Volkswagen cheated on emission testing with the 2.0L TDI engines, but also on the 3.0L  fitted in the 2009–2015 Audi Q7 3.0L V-6 TDI, 2009–2016 Volkswagen Touareg 3.0L V-6 TDI, 2013–2016 Porsche Cayenne Diesel 3.0L V-6. 




Volkswagen had hardly settled to pay $14.7 billion and announced a buyback schedule, thinking  it was putting an end to the Dieselgate scandal when the German weekly newspaper 'Bild am Sonntag' and the 'Wall Street Journal', citing unnamed sources reporting that the California Air Resources Board (CARB) have found new Emissions-Cheat Device / emissions-lowering software on an Audi. Test results  revealed that the Audi was emitting less carbon dioxide than it did during normal use, but when the steering wheel is turned more than 15 degrees, this program would shut off, detecting that the test had completed. The Wall Street Journal alleges that Audi management specifically detailed the defeats during their meetings.




This affects all VW owners and by the looks of things, other car manufacturers have surpassed Volkswagen in several categories. Looking at comparisons in Overall, Reliability, Build Quality, Running Cost, Performance, Road Handling, Ride Quality, Ease of driving, Seat Comfort, Practicality, Car Tech, Volkswagen is either doing very badly or in some cases doesn't feature at all. Volkswagen was lying in 10th position on the top 10 selling cars globally but has subsequently been  surpassed by Tesla Motor Company, that is a new entry into the car market or rather the EV market.

Fortunately for VW, its subsidiary Audi is still in the race even though it lost 6% in sales compared to the previous year as can be seen on the "Cars Top 10" slide.  Porsche  is also in the running but there doesn't seem to be stats available as yet. Looking at the three stats sheets above, it can be clearly seen the VW lies 19th for Build Quality, 19th for Running Cost, 16th for Ride Quality but for Overall  and Reliability it doesn't even feature. What were we thinking when be bought into Volkswagen? I am seriously thinking of turning my VW Polo into an EV, then I won't have any more engine problems, especially not issues associated with that pesky EPC light and Limp mode home.

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VW AUDI SKODA SEAT

VW AUDI   SKODA  SEAT 

Can you believe it, Volkswagen  cars are produced with cookie cutters! Ok, ok that's exaggerating it a bit. I just needed to stretch this  analogy so that you can stretch your  imagination.  Volkswagen AG (VAG) has use the A04 / PQ24 platform for several of their cars during 2001 - 2015. Hence it turns out that the VW Polo 9N1, VW Polo 9N2,  VW Polo 9N3, VW Polo 9N4, the Volkswagen Fox 5Z1,Volkswagen Fox 5Z3, the Skoda Fabia 6Y2, Skoda Fabia Sedan  6Y3, Skoda Fabia Combi 6Y5, the Skoda Fabia-2 542, Skoda Fabia Combi-2  545, the Russian Skoda Fabia-2  572, the Skoda Roomster 5J7, the Audi A2 8Z0, the Seat Ibiza-3 6L1 and the Seat Cordoba 6L2 all share many similar features and electronic modules, engine components, wiring harnesses, if not the same, perhaps even identical. By just looking at the four of them, it is easy to see this, except for cosmetic changes of course. But underneath their outer apparel they are the virtually the same car using the same mechanical and electronic spares.

Volkswagen subsequently revised  their vehicle platform naming and identification system, for their ultra-compact (city cars), super-mini cars, compact cars (small family cars), mid-size cars and their full-size luxury cars to  numbers that look like PQ24, PQ25, PQ34, PQ35, etc. PL45, PL46, etc, PL62,  PL64 etc. For the uninitiated it only brings about more confusion in an already confusing time of information overload.

SUPER MINICARS

"A01" platform for the Volkswagen Polo Mk1,
"A02" platform for the Volkswagen Polo Mk2 - Classic, 
"A03" platform for the Volkswagen Polo Mk3- 6N/6KV,
"A04" platform is now known as the PQ24  -  all cars listed above,
"A05" platform is officially the PQ25 - for Audi A1, VW Polo (6R) and  SEAT Ibiza (6J). 

But for now we are interested in the meaning of platform codes like PQ24, PQ25, PQ34, PQ35, etc. PL45, PL46, etc, PL62,  PL64 and see how it affects the VW Polo range of cars with regards to spares and repair procedures.  When deconstructing the platform codes, we discovered that the  nomenclature for PQ24 is derived as follows:-

P - stands for a passenger car platform
Q - (Quer in German) stands for a transverse engine
2 - stands for the platform size or class
4 - stands for the generation
Essentially implying a passenger car platform with a transverse engine, fitted into a supermini of the fourth generation (MkIV).

Meaning, one of the cars mentioned in the heading of this blog installment, since all of them are classified as supermini cars.

Whereas the nomenclature for PL45 is derived as follows:- 

P - stands for a passenger car platform
L - (Längs in German) stands for a longitudinal engine
2 - stands for the platform size or class
5 - stands for the generation
Essentially implying passenger car platform with a longitudinal engine, fitted into a mid-size cars of the fifth generation (MkV).

Meaning a Volkswagen Passat (3B) or a Audi A4 (8D), etc.

Whereas the nomenclature for PL64 is derived as follows:
P - stands for a passenger car platform
L - (Längs in German) stands for a longitudinal engine
6 - stands for the platform size or class
4 - stands for the generation
Essentially implying passenger car platform with a longitudinal engine, fitted into a full-size luxury car of the fourth generation 

Meaning a Volkswagen Phaeton, Audi A8, or even a  Bentley Continental GT, etc.

Platform nomenclature was decided because car manufacturers are determined to get a better return on investment by using the same robotic arms and software programming on their  assembly lines / conveyer belts to assemble a host of different vehicles that look similar, with predominantly the components.  Also meaning that the space needed to stock parts are greatly reduced because instead of stocking the same part for 15 different models they have to stock just just one.

Case in point is the Joint-venture between Volkswagen and Ford Motor Company for producing the  Volkswagen Sharan (7M), SEAT Alhambra (7M), and the Ford Galaxy (7M). Volkswagen also started a Joint-venture between themselves and Daimler AG, to produce the Volkswagen LT range and the Second and third generations Mercedes-Benz Sprinter. In a sense one can just call this badge engineering, because Mazda and Ford have also have had long-term alliances, making cars until their partnership dissolved. 

PETROL vs DIESEL vs ELECTRIC VEHICLE COMPARISON

PETROL, DIESEL, ELECTRIC VEHICLE COMPARISON

Owning a VW Polo is fairly easy but when the exorbitant costs of unforeseen repairs and regular servicing are added, it becomes really expensive. To make matters worse, with the regular petrol price hikes, maintaining that VW Polo can become a bit of a burden.  The distance traveled by the average motorist, based on "official trade figure"  is estimated at 20 000Km per annum which directly translates to about 1667km per month or 55 km per day. At the current price of petrol (R12.89 per litre), that 55km would cost you about R43.00 subject to your Polo's Km/litre average consumption and your personal driving style. Extrapolated over a period of one year would cost you a cool R15,480.00-plus per annum and over the 60 months finance period, a whopping R77,400.00.

Volkswagen  e-Golf EV Charger Connection

Suddenly a diesel powered VW Polo TDI seems more financially attractive, especially considering that its fuel consumption of 4.6 litres / 100 km is far lower than the 5.9 litres / 100km of the low end VW Polol 1.4 Trendline. If truth be told, its a saving of at least 25 percent comparatively speaking but it's really  not that cut and dried.  My hesitancy towards a Diesel Vehicle gravitates around the fact that Volkswagen as a company had 'cheated on the fuel consumption and emissions figures globally', so I'm wondering how true these stats released by Volkswagen really are. Surprisingly, independents tend not to do comparative consumption studies or rather if they do, they don't make the results public. However, my consolation is based on my wife's Mercedes Benz C250D,  that uses a sight less fuel than her previous petrol powered C230E model over the same distance. Besides, virtually every heavy duty delivery vehicle out there is diesel powered because big business would invariably choose the more economical option. 'Diesel vehicles also tend to be less troublesome than petrol powered trucks'. They may not be as fast as their petrol powered versions but they have enormous torque, far great than their petrol counterparts. Then there is always the turbo version to consider that is much faster. Be that as it may, I'm not completely convinced whether or not to go that route.

Petrol and diesel fuel consumption comparison chart

There is a third alternative that I should explored and that is an electric powered vehicle. I quite like the VW e-Golf because its completely silent. It goes up to an estimated 133km per charge which I deem sufficient for short distance city driving. Unlike other manufacturer's purpose built electric cars, the VW e-Golf is essentially a normal VW car with an electric motor sitting in place of a petrol or diesel engine, with the fuel tank space occupied by its battery pack. Several car manufacturers are currently producing a small number of electric vehicles but it's painfully obvious that their range will expand in the coming years. So it's a good idea to embrace the newer zero emissions electric technology now, rather than later, in preference of further polluting our eco-system  with carbon dioxide emissions. But these EV's are a lot more expensive than both the petrol and diesel versions and the cost of electricity for charging its lithium-ion batteries still needs to be added. There is a likelihood that government will subsidize electric cars above a certain price range. It would probably work along the lines similar to the Eskom subsidy which is available to those home owners who intend installing a heat pump in their homes. My hesitancy revolves around recharging the EV when not near the home-based power unit. Regardless,  it makes more sense to buy the electric car, rather than a petrol or diesel car? My biggest concern though, is that lithium-ion batteries are still in its infancy or rather hasn't  properly matured yet. Though, there is a battery leasing option that comes at a monthly cost which will bring the overall monthly cost to more than than of maintaining a diesel VW Polo. Somehow this EV isn't looking that great anymore. But what I need to say is that I am very impressed by the distance that the Tesla can go on a single charge, as well as the overall quality of their new battery pack.

This impressive 115-hp electric motor with 269nm of torque makes for a really enjoyable drive.

EV Fuel Cost Comparison Example

	Units	BE	Petrol	Diesel
Combined Fuel Efficiency		150Wh/km	8L/100km	6L/100km
Annual Mileage	km	120,000	20,000	20,000
Annual Fuel Requirement	Litres	0,00	1600	1200
	kWh	2,400	n/a	n/a
Energy / Electricity Prices / Unit	Litre /KW	11.75	12.98	10.69

TRAPPED INSIDE VW POLO

TRAPPED INSIDE VW POLO

Believe it or not, I got locked inside my VW Polo and couldn't get out. The self lock was activated, and me pulling at the door release lever just had no effect. The locking indicator pin surfaced from hiding put retracted when I released the door lever. For the sake of clarity, let me start at the beginning.  In a previous blog, I mentioned that when my VW Polo 2.0 Highline sedan was returned from its 90 000 Km service, it came back with a stripped nut  that tightens the earth terminal of the battery. I suspected that it was the cause of intermittent loss of power steering and I was going to get round to replacing it, but I just didn't have the time. Yep, procrastination is an evil that does get the better of all of us at one time or the other. 

VW Polo 9N Fuse card

Anyway, getting locked inside my VW Polo on Saturday morning gave me a scare that I immediately went and replaced the entire terminal and not just the stripped nut. The previous evening, whilst driving home from movies, the dashboard lights on my VW Polo stopped working, it kinda just went dark. So when I arrived home, I started fiddling to determine why, and I discovered that the wipers and the indicators weren't working either. Must be a fuse I thought. So I went straight to the fuse box and whipped out  the scorecard. Seconds later I identified the fuse responsible for supplying the dashboard with power (marked with yellow arrow and see the powdery substance in fuse holder, it's most probably oxidation from condensation). I got out my multimeter and checked the 5A fuse (fuse 30) and as I suspected, it was open circuit, fused, blown. Oh crap, I didn't have a spare so the following morning, off I went to the auto spare to get a replacement.  It was rather hot so I opened my window about 10 cm before I took off. As I pulled away,  the  self  lock  engaged at the very moment I realized that I didn't  take my wallet. So I stopped, reversed back about the 100 meters I drove, switched off the engine pulled out the key, pulled the door handle and it wouldn’t  open. Pulling at the door release lever just raised the locking indicator pin put retracted when I released the door lever. I then reinserted the key, turned on the ignition, pressed the unlock button on the door, heard the door unlock, opened the door, jumped out, ran inside grabbed my wallet, got back into the Polo and off I went once again.  

VW Polo 9N Fuse holder

This time, I noticed that the auto lock engaged at about 40km ph. Thinking nothing of it, I arrived at the auto spares, switched off the engine, pulled out the key, pulled the door release lever and like before it wouldn't open.  And as before I reinserted the key turned on the ignition, pressed the door release yet nothing happened. I then realized that the ignition wasn’t on. So I attempted to start the engine and nothing happened. The battery terminal wasn't making contact, I came loose once again and the engine wouldn't start. By extension, there was also no power to the door electronics that operated the door. In desperation to get out, I even tried the fob remote unlock button even though I knew that without a battery connection the door electronics cannot open and neither power the motor that rolls down the electric windows. I was stuck inside. I figured if I could get my arm through the 10 cm opening, I could possibly open the door manually with the key. But the opening was too small or my arm too thick.  Now it was starting to get hot inside the Polo. My only other option was to ask a passer-by to unlock the door for me. So a few minutes later an elderly gentleman walked by, whom I alerted, and speaking through the window opening, and handing him the key   through the window opening, I asked him to unlock the door which he obligingly did.  

VW Polo 9N Fuse card

With the door open, my mind was racing, what if the window wasn't slightly open, meaning I wouldn't have been able to pass the key to anyone to open the door. I would have been trapped inside and helpless. The escalating heat would have got the better of me. I probably would have had to kick-in the driver-door window since it's the only door that actually has a key receptacle, so that I could unlock it from the outside. This made me wonder what would happen if the battery gets damaged or destroyed in a collision and I was injured inside and not able to break the window. I know that in the event of a crash when the airbags pop, the on-board software is configured to automatically unlock the doors, but what if the supply voltage to the indicators gets shorted in a crash causing that fuse in question  also to blow. Clearly this is a hazard, and I would think a small sealed backup battery like those used for alarm systems fitted inside the cockpit under the dash or the consol would be a good idea. I think the brave among you should try to replicate this problem on your vehicles by removing the 5A fuse in question and disconnect the battery then assess whether or not this is acceptable design or a reason to get into Volkswagen's face about it. They are already going through the pressures of their emissions scandal, and it really isn't nice to kick a dog when it's down.

MANIFOLD

MANIFOLD / EXHAUST

It was about 2:30 a.m. when I returned from a long distance trip. I was tired but smiled to myself before I climbed into bed because my 2007 VW Polo Classic Highline really performed well and brought me home without incident. I was amazed, blown away in fact. 

After breakfast the following morning, I intended to go to Milnerton to see a client but when I started the VW Polo, I was greeted by  frighteningly loud noise. I smiled too soon. Immediately I switched off the engine. It actually sounded like the VW Polo had no manifold system fitted at all. For the record it wasn't like the sound of a broken silencer or a hole in the exhaust system. It literally sounded as if there wasn't any exhaust system at all.

My first thought was that someone must have liberated my exhaust system during the night whist I was asleep and sold it off as scrap metal. Theft in my locality has become quite rife and this is known to have happened. Radiators and batteries seem to be targeted more often.  However, on closer inspection I was relieved that the exhaust was still there. I started the VW Polo once more rolled underneath the front suspension and discovered hot air was blowing from a space  where the flange gasket is located. It was very awkward to get my hand in there and I was wondering what this repair was going to cost. A trip to "Mister Silencer" and three hundred and twenty bucks later the VW Polo was once again ready for the road. I expected one of the dashboard EPC warning lights to light-up or one of the CanBus interconnected computer modules to immobilize the car but its seems that the manifold exhaust  just runs much too hot to attach a sensor to it.

Anyway, in order to fix or fit a new flange gasket the complete knuckle had to be removed. They hoisted the car on a maintenance lift and inspected its underside for the origin of the noise. It came from above the flexible bend which looked like matted wire mesh. Essentially the joint between the manifold branch and the exhaust manifold had to be removed.  I was told the flexible mesh compensate for vibration, should the silencer knock against a pavement of something, it wouldn't brake off of get damaged because of its flexibility.

Just two days prior to this, a young women ran into my rear bumper with her sparkling new look Audi A8 whilst she was chatting on her cellphone. There was no physical damage to neither of the cars but thought that she was the cause that my exhaust had given trouble. According to the dude at "Mister Silencer", its highly unlikely because the impact from behind would not have pushed the exhaust towards the engine because of its flexibility. Oh well,  either way I had to pay for it. FYI my VW Polo had every service on time since new and currently has 88250 Km on the clock. Soon it will be going for its 90000 km service and my timing belt will be changed. I've been driving with the dreaded fear that it might snap in mid travel and bend all my valves in the process or even bust the tops of one or two pistons.

In my first blog I mentioned I simply love German engineering because when a German designed car snaps a timing belt, there is no mechanical damage to the engine. This is so unlike the Japanese, American, English and French designed cars, all of which bend valves, bend conrods, break pistons or knock holes through their cylinder block. Since my VW Polo Classic 2.0L Highline is soooo different from all the previous German cars I owned, I just have this feeling it was designed along the same money making monopolistic ideology of modern car design - the cash cow that  sells spare parts.

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