The Jetta has been living a double life
#121
Ex-OEM King
I have a crap ton of firewood already. Also, my house doesn't heat from firewood.
There's no doubt about that. I'm in no hurry though. After driving the S2k for the past few days, the R feels like a rocketship lol.
There's no doubt about that. I'm in no hurry though. After driving the S2k for the past few days, the R feels like a rocketship lol.
#125
Azine Jabroni
Thread Starter
#127
Moderator
#128
Azine Jabroni
Thread Starter
#129
Azine Jabroni
Thread Starter
Anyway some additional impressions
- Virtual Cockpit is still as good as advertised, but I mostly use it for the diagnostic display
- The shifts are much smoother than the A4's DCT in lower revs. I don't prefer the ZF8 for spirited driving but in my regular commute it's preferable.
- Got 30 mpgs taking my wife to the airport, which is pretty damn insane
- The transmission belches on gear changes. I generally like the sound of it.
- The car drives more spirited like an A4 possessed by a demon. The engine is loud and generally pleasing
- There is definitely a bit of a lag when hitting the gas hard at low speeds, but it's not too bad.
- Engine characteristics feel a lot more like a V8 than an 2.0T, which I am generally fine with, but it's a little bit of a change
- The auto start/stop is too damn aggressive, but I have said that before
The following 4 users liked this post by kurtatx:
The following users liked this post:
kurtatx (10-24-2018)
#131
Moderator
Chapter Leader (South Florida Region)
Chapter Leader (South Florida Region)
iTrader: (6)
You know what shifts like fucking butter? My Volvo...
hmmm...I guess it's not the ZF?
The Aisin AW F8FXX series is the world's first 8-speed automatic transmission designed for use ... It is also called the TG-81SC (Volvo), AF50-8 (Opel/Vauxhall) or AWF8F45 (Cadillac). ... 2015–2018 Volvo S60 II; 2015–2018 Volvo V60; 2014–present Volvo XC90 II; 2016–present Volvo S90 II; 2016–present Volvo V90 II ...
hmmm...I guess it's not the ZF?
The Aisin AW F8FXX series is the world's first 8-speed automatic transmission designed for use ... It is also called the TG-81SC (Volvo), AF50-8 (Opel/Vauxhall) or AWF8F45 (Cadillac). ... 2015–2018 Volvo S60 II; 2015–2018 Volvo V60; 2014–present Volvo XC90 II; 2016–present Volvo S90 II; 2016–present Volvo V90 II ...
#132
Moderator
Anyway some additional impressions
- Virtual Cockpit is still as good as advertised, but I mostly use it for the diagnostic display
- The shifts are much smoother than the A4's DCT in lower revs. I don't prefer the ZF8 for spirited driving but in my regular commute it's preferable.
- Got 30 mpgs taking my wife to the airport, which is pretty damn insane
- The transmission belches on gear changes. I generally like the sound of it.
- The car drives more spirited like an A4 possessed by a demon. The engine is loud and generally pleasing
- There is definitely a bit of a lag when hitting the gas hard at low speeds, but it's not too bad.
- Engine characteristics feel a lot more like a V8 than an 2.0T, which I am generally fine with, but it's a little bit of a change
- The auto start/stop is too damn aggressive, but I have said that before
Our B&B for the F1 race was on 2222 just outside 360, fun roads out there.
I've started disabling auto stop in mine, unless I know I'll be stationary for more than a few seconds. Just too intrusive.
#133
Azine Jabroni
Thread Starter
Once the rain stops
#135
Azine Jabroni
Thread Starter
#136
Team Owner
#137
Team Owner
It is still unknown how much additional wear and tear that Auto/Stop Go thing would have on your engine in long term. IMO the 1 or 2 MPG you saved is not worth the risk.
You know, Audi does not care about your engine the moment the warranty expires..
#139
Azine Jabroni
Thread Starter
I have the BMW tech disabled it permanently until he turns it back on.
It is still unknown how much additional wear and tear that Auto/Stop Go thing would have on your engine in long term. IMO the 1 or 2 MPG you saved is not worth the risk.
You know, Audi does not care about your engine the moment the warranty expires..
It is still unknown how much additional wear and tear that Auto/Stop Go thing would have on your engine in long term. IMO the 1 or 2 MPG you saved is not worth the risk.
You know, Audi does not care about your engine the moment the warranty expires..
Depends if you believe this source is real
https://www.greencarreports.com/news...r-cars-starter
(1) The gear ratio from the starter-drive pinion to the flywheel ring gear is optimized to make the starter's motor turn more slowly. This can be done without materially changing the design of the transmission or flywheel at all on existing designs.
Crucially, this reduces starter-motor speed (in RPM), since 90 percent of starter-motor brush wear occurs not during cranking, but during the coast-down after the start has finished. If a higher-torque motor can spin more slowly, its coast-down time is shorter, increasing its longevity.
(2) The composition of the carbon and copper brushes on a start-stop motor differs from its traditional counterparts to increase longevity without accelerating the wear on the commutator.
(3) Rather than rely on oil-impregnated bushings for the rotating assemblies, start-stop starters mostly use needle bearings.
(4) The solenoid on start-stop starters decouples the mechanical action of engaging the drive pinion into the flywheel from the electrical action of stopping and starting the motor.
This allows for a dedicated design to turn power on and off to the motor, optimizing contact design and wear, against contacts that have to be integrated as part of a spring-loaded plunger.
This also reduces the electrical load requires to turn the engine, so that there is enough current available for accessories/lighting to operate during the start event.
(5) Finally, start-stop motors are integrated with other technologies that identify when each cylinder of the engine will reach top-dead center.
Crucially, this reduces starter-motor speed (in RPM), since 90 percent of starter-motor brush wear occurs not during cranking, but during the coast-down after the start has finished. If a higher-torque motor can spin more slowly, its coast-down time is shorter, increasing its longevity.
(2) The composition of the carbon and copper brushes on a start-stop motor differs from its traditional counterparts to increase longevity without accelerating the wear on the commutator.
(3) Rather than rely on oil-impregnated bushings for the rotating assemblies, start-stop starters mostly use needle bearings.
(4) The solenoid on start-stop starters decouples the mechanical action of engaging the drive pinion into the flywheel from the electrical action of stopping and starting the motor.
This allows for a dedicated design to turn power on and off to the motor, optimizing contact design and wear, against contacts that have to be integrated as part of a spring-loaded plunger.
This also reduces the electrical load requires to turn the engine, so that there is enough current available for accessories/lighting to operate during the start event.
(5) Finally, start-stop motors are integrated with other technologies that identify when each cylinder of the engine will reach top-dead center.
#140
Team Owner
I can identify so many loop holes in that report. I still believe only time will tell. But even when there is issue down the road, how can we relate those issues with Start/Stop is another issue by itself.
Just to name a few: That report is obviously biased... since they are a Green report, they are for all things "green"
2nd. Even if i believe this is true, then all Honda engines are going to be dead a lot sooner
Just to name a few: That report is obviously biased... since they are a Green report, they are for all things "green"
2nd. Even if i believe this is true, then all Honda engines are going to be dead a lot sooner
If a higher-torque motor can spin more slowly, its coast-down time is shorter, increasing its longevity.
#141
Team Owner
I am no engine expert.. but for what it's worth here is what i googled
https://www.autocar.co.uk/car-news/n...r-car-s-engine
“A normal car without automatic stop-start can be expected to go through up to 50,000 stop-start events during its lifetime,” says Gerhard Arnold, who is responsible for bearing design at Federal Mogul.
“But with automatic stop-start being activated every time the car comes to a standstill, the figure rises dramatically, perhaps to as many as 500,000 stop-start cycles over the engine’s life.”
That’s a big jump and one that poses major challenges to the durability and life of the engine’s bearings.
A fundamental component of the engine and also one of the heaviest is the crankshaft. It’s supported as it spins by a number of precision ground journals along its length running in ‘plain’ main bearings (no ball bearings or rollers, just smooth metal). These are the main bearings and the effect is greater on the bearing at the back of the engine immediately adjacent to the starter motor.
When the engine is running, the crankshaft and main bearing surfaces don’t actually touch, but are separated by a super-thin film of oil, fed under pressure and pumped around the bearing surfaces by the action of the spinning crankshaft. This process is called ‘hydrodynamic lubrication’ but when the engine stops, the crank settles onto the bearing, the two metal surfaces coming into contact.
This is when most wear takes place. Fitting stop-start means the boundary condition (and metal-to-metal contact) could exist perhaps 500,000 times in the life of the engine instead of 50,000 and normal bearings would wear out long before that.
Two things prevent that happening. The first is that bearing manufacturers are developing new bearing material with greater self-lubricating properties to resist wear on start-up.
Federal Mogul has developed a new material called Irox with a polymer coating containing particles of iron oxide (rust), which in this microscopic form is surprisingly slippery.
In fact it’s so slippery that the coefficient of friction of an Irox bearing is 50 per cent lower than a conventional aluminium bearing and will easily last the life of an engine equipped with stop-start.
Millers began researching low-friction oils in its laboratories back in 2006. “We put a formulation together, tested it on a friction rig and found we could reduce the sliding friction between typical components like pistons and liners by 50 percent,” says Mann.
stop-start systems.”
Millers began researching low-friction oils in its laboratories back in 2006. “We put a formulation together, tested it on a friction rig and found we could reduce the sliding friction between typical components like pistons and liners by 50 percent,” says Mann.
Generally, this reduces heat, power loss, fuel consumption and wear but Miller’s new triple ester nano-technology, known as Nanodrive, goes further. Tiny nano-particles like microscopic ball bearings exfoliate under high pressure, the polymer ‘flakes’ adhering to the engine surfaces.
So far the technology is available only in Miller’s high-end racing oils, but in relation to stop-start, it could also reduce wear during each re-start when the most wear takes place.
With low-friction bearing and lubrication technology in place the potential threat to engine life by stop-start systems should theoretically be overcome. But the current technology is still relatively new and only time will tell whether every car manufacturer has got it right.
https://www.autocar.co.uk/car-news/n...r-car-s-engine
Disadvantages of stop-start technology:
Does stop-start wear out my engine?
When it comes to durability and long life, all the bases relating to the starter gear itself should be covered, but the higher number of stop-start cycles lead to increased engine wear unless steps are taken to prevent it.“A normal car without automatic stop-start can be expected to go through up to 50,000 stop-start events during its lifetime,” says Gerhard Arnold, who is responsible for bearing design at Federal Mogul.
“But with automatic stop-start being activated every time the car comes to a standstill, the figure rises dramatically, perhaps to as many as 500,000 stop-start cycles over the engine’s life.”
That’s a big jump and one that poses major challenges to the durability and life of the engine’s bearings.
A fundamental component of the engine and also one of the heaviest is the crankshaft. It’s supported as it spins by a number of precision ground journals along its length running in ‘plain’ main bearings (no ball bearings or rollers, just smooth metal). These are the main bearings and the effect is greater on the bearing at the back of the engine immediately adjacent to the starter motor.
When the engine is running, the crankshaft and main bearing surfaces don’t actually touch, but are separated by a super-thin film of oil, fed under pressure and pumped around the bearing surfaces by the action of the spinning crankshaft. This process is called ‘hydrodynamic lubrication’ but when the engine stops, the crank settles onto the bearing, the two metal surfaces coming into contact.
How rust helps to prevent wear
When the engine starts, there’s a point before the two surfaces become separated by the oil film called the ‘boundary condition’, where the crankshaft is spinning, but there’s metal-to-metal contact between the bearing surfaces.This is when most wear takes place. Fitting stop-start means the boundary condition (and metal-to-metal contact) could exist perhaps 500,000 times in the life of the engine instead of 50,000 and normal bearings would wear out long before that.
Two things prevent that happening. The first is that bearing manufacturers are developing new bearing material with greater self-lubricating properties to resist wear on start-up.
Federal Mogul has developed a new material called Irox with a polymer coating containing particles of iron oxide (rust), which in this microscopic form is surprisingly slippery.
In fact it’s so slippery that the coefficient of friction of an Irox bearing is 50 per cent lower than a conventional aluminium bearing and will easily last the life of an engine equipped with stop-start.
Low friction oils help prolong engine life
The second is improvements in lubricating oils. A modern engine oil contains an additive package comprising a complex chemical cocktail. The technical director of UK company, Millers Oils, Martyn Mann, says the formulation of these packages are critical: “We’ve reduced friction with our oils and improved durability of the oil film and we think that has to be the way forward with stop-start systems.”Millers began researching low-friction oils in its laboratories back in 2006. “We put a formulation together, tested it on a friction rig and found we could reduce the sliding friction between typical components like pistons and liners by 50 percent,” says Mann.
stop-start systems.”
Millers began researching low-friction oils in its laboratories back in 2006. “We put a formulation together, tested it on a friction rig and found we could reduce the sliding friction between typical components like pistons and liners by 50 percent,” says Mann.
Generally, this reduces heat, power loss, fuel consumption and wear but Miller’s new triple ester nano-technology, known as Nanodrive, goes further. Tiny nano-particles like microscopic ball bearings exfoliate under high pressure, the polymer ‘flakes’ adhering to the engine surfaces.
So far the technology is available only in Miller’s high-end racing oils, but in relation to stop-start, it could also reduce wear during each re-start when the most wear takes place.
With low-friction bearing and lubrication technology in place the potential threat to engine life by stop-start systems should theoretically be overcome. But the current technology is still relatively new and only time will tell whether every car manufacturer has got it right.
#142
Team Owner
But obviously that is not the reason why i disabled mine. You know... BMW drivers needs every .01 sec to beat everyone off the line at the light.... Auto/Stop just get in my way.
#144
Team Owner
Actually, with a combination of Sport+ and the Sport Auto.... off the line is not an issue. If anything it is too sensitive and jumpy......
I usually experience the "Hurry the fuck up, where is the power?" type of turbo lag when i go from cruising to pedal to the metal... that is when NOTHING happens
I usually experience the "Hurry the fuck up, where is the power?" type of turbo lag when i go from cruising to pedal to the metal... that is when NOTHING happens
#145
Team Owner
I think when Yumcha get his... you Ass 4s could get together and have a cuck party
#148
Team Owner
From what i heard... every car's sport mode feels different. I heard Lexus's does nothing
Have not had the chance to try the new Audi's Turbo yet.... does your brown A3 have sport mode?
Wait, you also got an F150? how many cars are you hording now?
Have not had the chance to try the new Audi's Turbo yet.... does your brown A3 have sport mode?
Wait, you also got an F150? how many cars are you hording now?
Last edited by oonowindoo; 10-24-2018 at 01:32 PM.
#150
CTSV,TL, Audi Q7 & A5SB
Anyway some additional impressions
- Virtual Cockpit is still as good as advertised, but I mostly use it for the diagnostic display
- The shifts are much smoother than the A4's DCT in lower revs. I don't prefer the ZF8 for spirited driving but in my regular commute it's preferable.
- Got 30 mpgs taking my wife to the airport, which is pretty damn insane
- The transmission belches on gear changes. I generally like the sound of it.
- The car drives more spirited like an A4 possessed by a demon. The engine is loud and generally pleasing
- There is definitely a bit of a lag when hitting the gas hard at low speeds, but it's not too bad.
- Engine characteristics feel a lot more like a V8 than an 2.0T, which I am generally fine with, but it's a little bit of a change
- The auto start/stop is too damn aggressive, but I have said that before
I'm sure you know this. But besides the button on the dash, just keep it in Dynamic mode and it will disable the start / stop.. Problem solved..LOL
#151
Moderator
#152
Team Owner
I dont know how you guys get 27... 30mpg... i get 20.2 and that is with 80% freeway..... with average speed of 20mph.
#153
Team Owner
You keep forgetting to put your car in helicopter mode and flying over all the traffic jams
#154
Azine Jabroni
Thread Starter
Do you feel the lag even when the trans is in sport mode? Now granted your S4 is turbocharged and my Q7 is supercharged, but I feel a very slight lag/hesitation on the Q7 when the trans is in "D", when it's in "S" it's a totally different animal. No lag and it moves!
I'm sure you know this. But besides the button on the dash, just keep it in Dynamic mode and it will disable the start / stop.. Problem solved..LOL
I'm sure you know this. But besides the button on the dash, just keep it in Dynamic mode and it will disable the start / stop.. Problem solved..LOL
#155
Azine Jabroni
Thread Starter
#156
Moderator
The following users liked this post:
RPhilMan1 (10-25-2018)
#157
CTSV,TL, Audi Q7 & A5SB
Even if driving in Auto but with the trans in "S" you probably won't feel the lag. Regardless of the drive mode I'm in, the only time I drive in "D" is either at cruising speed on the highway or when in bumper to bumper traffic..
#158
Ex-OEM King
I get 33-35 just cruising on the highway. If you really hoon it, you'll be in the teens pretty easily.
Eco: Car is totally neutered. Shifts before 3.5k rpm, lazy throttle response, 90's era gear changes, no juice.
Comfort: Little more power but still lazy throttle and the suspension is at old Caddy levels with less wafting. Gear changes are pretty lazy still.
Normal: What I typically use, good power, still comfortable, normal throttle, quick but not rapid gear changes
Race: Razor sharp throttle, DSG will slam gears in with the awesome DSG farts, suspension is noticeably stiffer, exhaust louder, etc.
Individual: Whatever combination of the above you want.
#159
J M U ... DUUUKEESSSS
iTrader: (1)
Do you feel the lag even when the trans is in sport mode? Now granted your S4 is turbocharged and my Q7 is supercharged, but I feel a very slight lag/hesitation on the Q7 when the trans is in "D", when it's in "S" it's a totally different animal. No lag and it moves!
I'm sure you know this. But besides the button on the dash, just keep it in Dynamic mode and it will disable the start / stop.. Problem solved..LOL
I'm sure you know this. But besides the button on the dash, just keep it in Dynamic mode and it will disable the start / stop.. Problem solved..LOL
I rarely shifted it in "S" mode in the S4, dynamic was pretty good, but it's a different animal when in S mode. Now with wife's SQ5, I only drive in S mode, D mode just doesn't cut it. I think the S4 really spoiled my driving experience with any future Audi my wife gets.
Do you have the Sport seats or S sport seats?
#160
Team Owner