Tdi Oil Pan

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Tdi Oil Pan
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A brake bleeder (available at auto parts and Internet stores) is used to remove moisture, and expel contaminated brake fluid from the brake system. The brake fluid in a VW should be flushed every 24 months or two (2) years.

Step 1 - Drive the vehicle front wheels onto ramps (2)

Step 2 - Place the gear selector in "Park" or "1st Gear".

Step 3 - Place wheel chocks behind the two (2) rear wheels.

Step 4 - Place an oil pan under the passenger-side rear wheel.

Step 5 - Engage the hood lever lever in the cabin compartment.

Step 6 - Raise the engine hood.

Step 7 - Remove the brake reservoir cap (Yellow) by turning counter-clockwise.

Step 8 - Fill the reservoir with fresh VW Dot 4 brake fluid to the fill line.

Step 9 - Fill the reservoir of the brake bleeder pump with fresh VW Dot 4 brake fluid.

Step 10- Attach the plastic tubing (from kit) to the ports of the brake bleeder.

Step 11 - Attach the adapter cap (Red) to the master cylinder reservoir by turning clockwise until tight.

Step 12 - Pump the handle of the brake bleeder pump to pressurize the brake system.

Step 13 - Pump the handle of the pump until a reading between 12 and 15psi is shown on the gauge of the pump.

Step 14 - Place an oil drain pan under the passenger-side rear wheel.

Step 15 - Position the body or use a creeper under the passenger-side rear wheel.

Step 16 - Place a piece of plastic tubing (from kit) on the brake bleeder fitting.

Step 17 - Using a 9mm box wrench, loosen the bleeder fitting by turning counter-clockwise. one (1) turn.

Step 18 - The pressure from the pump will force discolored and contaminated brake fluid to enter the drain pan.

Step 19 - When there are no noticeable air bubbles and the brake fluid turns "clear", close the brake bleeder fitting.

Step 20 - Move the drain pan to the drivers-side rear wheel.

Step 21 - Repeat the steps above (14 through 19) on the drivers-side rear wheel.

Step 22 -Move the drain pan to the passenger-side front wheel.

Step 23 - Repeat the steps above (14 through 19) on the passenger-side front wheel.

Step 24 - Move the drain pan to the drivers-side front wheel.

Step 25 - Repeat the above steps (14 through 19) on the drivers-side front wheel.

Step 26 - Remove the drain pan, plastic tubing, and 9mm wrench from under the drivers-side front wheel.

Step 27 - Pour the contaminated brake fluid into a plastic container.for recycling.

Step 28 - Unscrew the adapter cap (Red) by turning counter-clockwise.

Step 29 - Attach the original brake reservoir cap (Yellow) by turning clockwise.

Step 30 - Remove the hoses to the brake bleeder and adapter and set pump aside.

Step 31 - Have an assistant apply pressure to the brake pedal and check for a firm pedal.

Step 32 - Check for fluid leaks at all four (4) wheels.

Step 33 - Close the engine hood.

Step 34 - Remove rear wheel chocks.

Step 35 - Back vehicle off ramps.

Step 36 - Road test vehicle.

Darell L. Rains Webmaster URL: http://www.vwtdirepair.com (Darell's VW TDI Maintenance Page)

Charmed by a stylish saloon

ROADTEST JAGUAR XF 2.2D SE: Jaguar marks it return to financial stability with a facelifted XF and a new diesel engine that's a joy to drive, writes NEIL BRISCOE

IT'S NO coincidence that Jaguar chose Munich as the location to launch its updated XF saloon to the world's press. It's home to BMW, and that's most certainly Jaguar's target competitor as it seeks to double sales of the already-popular XF.

That the XF has sold well since its 2008 launch is more than merely pleasant news to Jaguar; it has in the most literal way saved the company. When the Indian manufacturing conglomerate Tata bought Jaguar (and its sister firm Land Rover) from Ford that year, Jaguar had primarily been making headlines for losing money and trying to entice US buyers with ill-considered "retro" models like the unlovely S-Type.

The XF put a stop to the rot in two ways. Its cutting-edge styling signalled the end of Jaguar's tiresome raiding of its back catalogue, and its sales revenue allowed the company time to regroup, recover and reinvigorate. That Jaguar-Land Rover recently posted a €1.1 billion profit tells you all you need to know on that score.

And how refreshing it is to be driving a new Jaguar and not commenting on or worrying about the firm's future or financial stability. And doing so in Munich, just minutes from BMW's boardroom? Brave, almost arrogant. Good to see it.

Good too to see that the XF's subtle rhinoplasty has finally given it the face its body always deserved. You'd never have called the 2008 model ugly, but it lacked the piercing looks of the C-XF concept car that preceded it. Now, with narrow, feline headlights (with LED daytime running lights in the shape of a stylised J), a bigger, bolder grille and detail changes to the bumpers, the XF looks a million dollars.

Yet it will cost a much more reasonable €44,995 for a basic SE model; about €10,000 cheaper than the previous basic XF. And that's because Jaguar has introduced a four-cylinder diesel engine to the XF.

It may sound prosaic to discuss a four-pot fuel-saver when talking about a Jaguar, but the simple fact is that its rivals (the BMW 5 Series, Mercedes-Benz E-Class and Audi A6) all score their biggest sales with just such engines.

So, lifted from the Land Rover Freelander and forthcoming Range Rover Evoque, the XF's 2.2-litre turbocharged engine gets a new oil pan and new active engine mounts, as well as a dual-layer bulkhead to keep noise to a minimum. And it works. At all but a cold start-up, the XF's new engine is pleasingly refined, although you're never in doubt that it is a diesel.

It is very punchy, though. With 188bhp and 450Nm of torque, shifting even the XF's 1,745kg bulk wasn't going to be hard. It actually has more torque than the old 2.7-litre V6 diesel, and the XF wafts along just as a Jaguar should, with real thump when the slick-shifting eight-speed ZF automatic gearbox (the only transmission option) kicks down.

It can be slow pulling out of a tight junction, though, as the engine takes a second or two to start pulling properly. But it's frugal, and comes with a standard stop-start system that is impressive for the speed with which it kicks the engine back into life. Jaguar claims 5.4-litres per 100km on the combined fuel consumption cycle, and an early production car drove the 1,312km from the factory in the English midlands to Munich on one 64-litre tank of fuel.

Emissions are a touch high. BMW's 520d and Audi's A6 2.0 TDI both slot into band B for emissions, with 129g/km figures which make the Jag's 149g/km look pretty lofty.

Adding automatic gearboxes to the BMW and Audi raises their figures to 139g/km, but that still leaves the Jaguar owner paying an extra €146 a year in road tax. Hardly a deal breaker but a serious consideration for the fleet managers that Jaguar will be courting with this model.

Perhaps it would be best to forget the figures for now and concentrate on the driving. We'll hold back on any definitive judgment until we get some Irish tarmac under the tyres, but the XF feels wonderfully lithe and fluid to drive. Ride quality is only upset at low speeds by short-wave urban lumps and ripples. For driver enjoyment, the XF stands head and shoulders above even the mighty BMW 5 Series. Remarkable when you think that its chassis dates back to a late-1990s Lincoln.

Its cabin can't compete, though. We love the blue mood lighting, the avant-garde rotary gear selector and the touch sensitive lights, and there's little enough to quibble with when it comes to quality of assembly. But the main dials look cheap and uninteresting and the touch-screen infotainment system is fiddly. Space in the back is only acceptable if you're stepping out of a 5 Series; compared to an A6 or an E-Class it's too tight, even if the boot is reasonably generous.

You would have to be a spectacular curmudgeon not to be charmed by this car just a little bit. The new 2.2 diesel is a welcome addition to the XF range, expanding its appeal and making it noticeably more affordable to run. That it falls short of the Germans in the efficiency stakes is a shame, but that detracts not a bit from how impressive this car is to drive.

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About the Author

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2000 TDI Jetta Bog Before Turbo Cuts Out?

Alright my turbo cuts out when giving it alot to push and to get it back on turn key off and turn key one up and catch with clutch (already have another turbo)but lately i push down on the pedal and it bogs down and then i push all they way and it catches no bog but might kick out. how do i fix this is it the turbo and latley iv taken out 2 oil pans. is it seizing?

I suspect that you've got a EGR or intake manifold problem from being clogged with soot. Go to myturbodiesel.com and run down the check list, it also has pictures on the sight about the clogged EGR and intake manifolds. It would take me forever to write about this, so visit the above menioned website. I hope its not a clogged intake manifold; these are a royal pain to remove and clean out.

Hope this helps, a car nut.

Leading Federal-Mogul Technologies Featured on All 10 Of Ward's 10 Best Engines for 2011
Federal-Mogul Corporation , a global leading supplier of powertrain technologies, is supplying system components for all 10 of Ward's 10 Best Engines for 2011 model year vehicles. Â Federal-Mogul has designed and manufactured leading technologies for most of the engines recognized as Ward's "10 Best" since its inception.

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