Nothing there for the hours required to r/r the transmission to get to the back of the engine and the chains. Far too few for the 4 timing chains and associated hardware. Those must be the parts for a serpentine belt and high pressure pump belt replacement. Just some thoughts for those wanting a 3.0 TDI. Her car is a 1.8T Bug so she was all ears about VW issues and where to take her car in the local area. She was previously a Mercedes service writer and is rather innocent about VOA warranty issues. The service manager felt that if the chains and associated hardware need replacement then a design problem exists. The Gilmer belt is to be checked at 110,000 miles no replacement required but assume by then it will be worn and likely require replacement. The DSG transmission must be serviced at 35,000 mile intervals I was given no cost as the data base went down in the midst of doing this. Then add sales tax to the above amounts and you are well north of 4K for parts and labor. If each LU is worth $ 95.00 then the labor is worth around $ 2,300. Here is the parts cost and Labor Units for each part associated with a complete timing chain job: I wanted to know about the downside associated with having 4 timing chains. Once I got back to the dealer I went to the sevice manager to check up on cost of ownership. It is no power house but delivery power is smooth-it reminds me of a well set up GM small black. This thing is smoother and quieter than any VR6 gas engine I have been around. after the ad blue, a struggle with the VAS 1552 to reset (reboot) the MIL and I was set for a short test drive. A young UTI graduate on his first job figured out the socket to use (17 mm) to open the ad blue cap. It was putting out fault codes as a result. As kit turned out it was delivered with out its ad blue solution in the tank. I went to to the new Audi dealership in Oxnard to look at the Q7 3.0 TDI.
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