I think your son is wrong on certain aspects but right on others too.
Running 15000kms on petroleum oil is not a good thing. Reason for this that it is basically the same oil your greatgrandfather put in his T-Ford. The difference is however that modern petroleum oil has addives (dopes) added to the oil. Bad thing is that these additives disappear over time taking the quality back to grandpa's oil, giving it the need to change about every 8-10000kms

A good synthetic on the other end could last pretty much forever because the oil does not break down.(as long as you have a healthy engine with you can monitor once in a while with an oil analysis)

The key in all this is filtration.
Not only is a very good filter important, you would also need a water separator.
Without that you still need oilchanges.

Amsoil (www.amsoil.com) sells a sytem that has a waterseparator, so you change a waterfilter and an oilfilter periodically. That and monitoring could be the last oilchange you did.
On my previous truck (Ford expedition)I changed oil once a year( 3 filterchanges) which equalled 35000miles, very uncommon here in the USA.
They now have 25 k filters and my wifes Honda accord hybrid gets an oilchange every 25k miles.

Your diesel might last a millions kms. however so many other parts will fail way before that, that is will be smarter to eventually dump it since it is such a complicated engine.
An old school american V8 is way cheaper in that aspect

If you need major components in 10 years, replacement cost will exceed the economic value of the car

 

I run a diesel in my work truck (fire engine) and we change every 4000 miles. Maybe because we're hard on our engines. Isnt the oil/filter interval 10k miles on the V10 tdi?

 

It is 10K on all of them reguardless of motor.

 

I have a gas V6 and run full syntec Mobil 1 which was the reason I was so interested in how to change the SRI which at 3k was insane. I've changed it to 6k and may up it to 8k. But I will change the filter every 3k - that system has always worked for me (change the oil every two filter changes and run full syntec from day 1).

siberian

 

I have a gas V6 and run full syntec Mobil 1 which was the reason I was so interested in how to change the SRI which at 3k was insane. I've changed it to 6k and may up it to 8k. But I will change the filter every 3k - that system has always worked for me (change the oil every two filter changes and run full syntec from day 1).

siberian

Your V6 was running synthetic from day one. That is what VW puts in all their motors.

 

That's what I said, from day 1 whether VW or myself filled it. To have the SRI beep you after 3k miles is akin to changing your rotors at every pad change. Never had that happen on any car I've owned.

siberian

 

That's what I said, from day 1 whether VW or myself filled it. To have the SRI beep you after 3k miles is akin to changing your rotors at every pad change. Never had that happen on any car I've owned.

siberian

I took it to mean you actually switched the oil out as soon as you got it thinking it was not synthetic.

 

Bails I'm also not 100% convinced...

We're currently in the process of building a new armoured personnel carrier for the Dubai Police force. We're using a Mercedes Benz OM906LA engine. This is a 6.3liter, 6 cylinder, common rail, turbocharged and intercooled diesel, putting out 180kW @ 2200r/min and is torque limited to 780Nm between 1400 - 2200 r/min. Max speed is 2750 r/min.

The V10 is 4.9liter, 230kW @ 3750r/min, 750Nm @ 2000r/min. Not sure what max speed is, but I guess it's in the range of 4500 - 5000r/min.

The V10 has a specific power output of 47kW/liter and the MB has 28.6kW/liter.
The V10 also revs almost double what the MB does.

Being a common rail diesel, the MB is actually "newer" technology than the V10, but I don't think it works anywhere near as hard as the V10, even though the V10 is "idling" through it's life.

You have some interesting points, but I don't think you can quite compare the V10 with any old "truck" engine.

And anyway, the V10 is like a woman. A little special treatment and attention goes a long way...

 

Interesting replies, The engine life I think would be quite reasonable, to assume, I know of Turbo Diesel Landcruisers with 700,000 klm's and have only had injector work. My point was that I can realistically expect long engine life based on probability, that is not to say the thing could throw a rod tomorrow.

On the oil, I noticed on a site some time ago that some Tregs had the change oil thingy fitted standard that told you when to change oil based on oil condition, similar to what the new trucks have. The person with this said that he had done over 30,000 klms and the ligh still had not come on.

Water is only present in oil when the motor is cold, and is condensation, not good, but would be surprised to find it extracted from hot oil. Filters filter best when dirty, up to when the oil pressure relief valve opens, people get parinoid about filter change, but if there is little muck in the oil the filter is working best at the end of it's life. I don't fuzz about filter change, good oil is more important in my view.

Yes I can expect a lot of other parts to fail, and I probably won't keep my Treg for a million kilometrs , but the other issues I can fix one at a time normally and that is just normal tax deductible running costs.

Who knows , new Disco 4 might be a option ?

 

Water is only present in oil when the motor is cold, and is condensation, not good, but would be surprised to find it extracted from hot oil. Filters filter best when dirty, up to when the oil pressure relief valve opens, people get parinoid about filter change, but if there is little muck in the oil the filter is working best at the end of it's life. I don't fuzz about filter change, good oil is more important in my view.

quote]

That is true, but there are many people that drive to work on a daily basis and the engine never really warms up consequently not evaporating condensation.

Here is some info on bypass filtration.

PRODUCT DESCRIPTION
AMSOIL Ea By-Pass Oil Filters (EaBP) provide the best possible filtration protection against wear and oil degradation. Working in conjunction with the engine’s full-flow oil filter, AMSOIL Ea By-Pass Filters operate by filtering oil on a “partial-flow” basis. They draw approximately 10 percent of the oil pump’s capacity at any one time and trap the extremely small, wear-causing contaminants that full-flow filters can’t remove. The AMSOIL Ea By-Pass Filter typically filters all the oil in the system several times an hour, so the engine continuously receives analytically clean oil.
Higher Efficiency
AMSOIL EaBP Filters have an efficiency of 98.7 percent at two microns. At normal operating RPMs the EaBP Filter will filter all of the oil in a typical five quart sump in less than 10 minutes.
Superior Construction
The superior construction of AMSOIL EaBP Filters provides better sealing and increased longevity along with superior corrosion resistance. AMSOIL EaBP Filters have a marine powder coated exterior; and their zinc-dichromate base plates increase rust protection. EaBP Filters have a nitrile HNBR gasket and an orange silicone anti-drain valve. The two stage pleated and layered cellulose/full synthetic media has an efficiency rating of 98.7 percent at two microns.
Longer Lasting
When used in conjunction with AMSOIL motor oil and an AMSOIL EaO or Donaldson Endurance™ filter, the EaBP Filter should be changed every other full-flow filter change up to 60,000 miles. When used with other brands of motor oil or full-flow filters, the EaBP Filter should be changed every other full-flow filter change. AMSOIL recommends using oil analysis when extending oil drain intervals.
Increased Oil Capacity
The increased fluid system capacity and filtration life provides improved oil cooling and ensures that equipment constantly runs on clean oil. Engine efficiency is increased, providing extended engine life.
Soot Removal
AMSOIL has designed a new high-efficiency by-pass filter element that is also a soot removal device. AMSOIL Ea By-Pass Filters use a synthetic/cellulose sandwiched media. The inner layer of the element is composed of a highly efficient cellulose media covered with a full synthetic media outer layer. According to ISO 23556 testing, these filters remove 39 percent of soot contaminants less than one micron. Soot removal efficiency increases approximately 10 to 14 percent when the EaBP Filter is used in conjunction with a standard full-flow filter.
By-Pass Filtration Benefits

• Dramatically Extended Drain Intervals
• Improved Oil Cooling
• Increased Filtration Capacity and Life
• Increased Fluid System Capacity
• Efficient Small Particle and Soot Removal
• Significantly Extended Engine Life
• Equipment Constantly Runs on Clean Oil
• Increased Engine Efficiency
• Remove Particles Less Than One Micron
​

 

I took it to mean you actually switched the oil out as soon as you got it thinking it was not synthetic.

On the D as in all other cars since syntecs came out I drained what was in there and replaced it. On the Treg it was syntec but not Mobil1. I run Royal Purple on the D and Mobil 1 on the Treg.

Bails, I checked on my VAG-COM and as far as my V6 goes there is no sensor for oil condition as the value is static (with a value of 1).

siberian

siberian

 

Bails, I checked on my VAG-COM and as far as my V6 goes there is no sensor for oil condition as the value is static (with a value of 1).

siberian

siberian

That was why I brought up in your thread that I did not believe the sensors are there on the NA Tregs to use the Service reminder feature.

 

Bails, the SRIs are not (only) dependant on "oil condition" but on date, miles/kms or hours (as in boats). If you look at the different variables stored you will see a default value of (if I remember) 372 days, n miles driven, oil quality,... Any one of those can trip the SRI.

Thus if the oil condition is static at 1 (always clean or no sensor) but your miles driven or date since last service is greater than that stored it will trigger the SRI. The values are OR not AND.

That's why I can set it.

siberian

 

AFAIK there are 3 PR Codes dealing with Service Interval Prolongation:

PRCode: QG0 = without service interval prolongation
PRCode: QG1 = service interval prolongation
PRCode: QG2 = no possibility of activating service interval prolongation

I think you guys should be on QG2 (I am). QG0 should have the sensor, but it's disabled.

I'm guessing here... :confused2:

 

AndrieK if you follow the steps I outline in the VAG-COM threads under SRIs you will be able (on T2s at least) to change your SRI.

siberian

 

AndrieK if you follow the steps I outline in the VAG-COM threads under SRIs you will be able (on T2s at least) to change your SRI.

I think we're missing each other here...

As you said above, the SRI "trip" is dependent on a couple of factors, one of which is an oil condition sensor in the sump.

My understanding is:
QG2 - Sensor not fitted, default value (1) stored.
QG0 - Sensor fitted, default value (1) stored, so it effectively ignores the sensor, but it can be "activated".
QG1 - Sensor fitted and activated.

The time / distance values stored can be seen & inependently altered as per your study. I've never done it, but I do remember seeing it on my T1 as well...

Am I still missing the point here...? :confused2:

By checking your PR Code, you should be able to verify whether you have an oil sensor or not. AFAIK all our Tregs here in SA are on QG2, mainly because you need to use "LongLife" oil which is not readily available here.

I think the reason why there is a QG0 code is that some markets might have a mix of either drivers that prefer longer oil change intervals (with monitoring) or vehicles that are driven under conditions where extended oil changes are not recommended. I think there's a section in the owner's manual outlining the whole Extended Service Interval story. Not sure which part of it applies to the US though...

Anyway, the point I'm trying to make is that you should be able to change your SRI distance and time settings, on the T1 and T2, like you pointed out, regardless of whether you have an oil sensor or not. But you won't necessarily be able to activate the oil sensor, since it might not be fitted at all.

 

I have no certainty about the oil change monitoring, I just noticed it on MyTreg site, I think, so it must have been available. It makes sense that it would be factor related. I know all modern Trucks and earth moving equipment run this type of stuff.
Of interest I believe one solution is to drain off oil and burn in the engine, I'm not sure which manufacturer uses this system.

In relation to nltomba AMSOIL information, I expect it might be so, especially since it comes from them, however the degree of improvement would be what I'd need to know before I bothered, so I suppose independent tests would be good to see.

I think we could do another long discussion on oil again, but really I think my points were that the diesel engine life should be , based on normal expectations, about 600,000 Miles or 1,000,000 klms.

With regard to oils it might be good to ask the manufacturers how long synth oil is meant to last ?

 

Bails,
also worth noting that longevity in all motors is biased towards NOT turning the motor off. Large trucks, ships and even taxi's get extended lifespans because their thermic cylcing is reduced (they dont get hot, cold, hot, cold) -their temperature is fairly constant.

Idling for a long time is no good for an engine, especially a diesel, but turning them on and off all year is harsh too.

Consider the time a motor mower will run compared to the same engine running a pump - old farmer Brown will come back monthly to top up the 44 gallon drum feeding the pump motor and it will be going 10 years later. The same motor running a mower will only ever see a couple of dozen tanks of fuel. A set speed and load helps too I expect.

bagger

 

Sorry, there's a fourth code:

PRCode: QG3 = without service interval prolongation, without service reminder

 

AndrieK we're both right. My only point was to change the 3k interval to something more realistic given the longevity of synthetic oils (irrespective of brand). I've not tried to activate or play with the sensor as it's just one more sensor to foobar. Using either the mileage or days interval can achieve the objective sans bothering with the PR code.

siberian

 

Oh, OK... I'm with you now...

BTW 3k mile service intervals is just plain stooooopid. #-o

My understanding is that diesels are more sensitive to good quality oil than petrol (gas) engines. Over here, ALL VW petrol engines have service intervals of 15,000km (10k miles). In years gone by, diesels used to get an additional oil service every 7,500km (5k miles), but nowadays they're all on 15,000km service intervals as well. Some guys still do an oil service at 7,500km because ULSD (<50ppm suplhur) isn't readily available.

I really can't see your fuel quality (diesel or gas) being that much worse than ours. This IS Africa after all.

What other reason could there be for changing your oil more often...? Cold weather...? :confused2:

About 5 years ago, when I was working for NissanSA, we reintroduced the Partol Pickup 4.2D here. Nissan Japan prescribed 5,000km service intervals. The local marketing guys said they won't be able to sell it as the market won't accept a 5,000km service interval, so they agreed to 7,500km. We wanted 10,000km.