this v10 tdi and the v12 tdi from audi are a marvel of engineering everything is robust and made to last quite a long time (idk what happened to this engine in particular)
I’m replacing the head gasket on my Audi B6 3.0 AVK. While it’s a big pain, I’ve actually come to appreciate the design. One timing belt two run all cams (aka 2JZ), modern variable valve timing on both intake and exhaust, 5 valve head still, variable intake runners, no rockers to worry about. Aluminum block with cast iron liners. However, the cooling lines, vacuum lines, PCV and secondary air injection is a rats nest!
@@300DBenz it’s odd because this was about the same time as those. It seems like it was the last timing belt design, but the description of the engine said the block was derived from the V8. Not sure if that was the older V8s or the B6 S4 V8.
@@SlavkaZhuravka it is terrifying as a mechanic, if you miss something and it has to come out again you are in deep shit. Not just paid hours you're missing out on, but the schedule for the whole week is f'd.
@Scouter98 Okay, that was a thing, which I wasn't thinking about. As an office rat it was hard for me to imagine exactly that use case. But indeed, once you have forgotten literally anything here below the cable harness, you have to disassemble half of the normal engine
Im literally doing this job at work, had bad O2s, all fuel lines rotted, p/s pump leaks, oil leaks. Have the engine out and almost ready to go back, great timing for this video!
I've done all the work on my 2008 v10 and once you've pulled the engine 2 or 3 times it gets easy/faster and just accept if the engine or anything within 3 feet of the engine needs any work the motor has to come out. It really isn't worth fixing these days but once you drive one when it's perfect it's awesome and towing well it acts like nothing is even behind you. I normally tow somewhere around 18klbs (have towed heavier) my trailer is pretty heavy and with two cars on it doesn't sweat much but you wear through brake pads and rotors fast. One day I'll try and find an upgrade for the brakes that makes sense and won't be gone when I need pads or rotors again. I'm glad whoever is paying you to fix their baby is doing it. These were really built to last they just missed a couple of things. Yes they aren't worth much these days but if you find one that's been well cared for they bring pretty good money. What other VW had orange interior lol thank you for keeping one alive and not sent to the scrap yard. You definitely need to be able to afford of at least make them somewhat cost-affected to keep.
Fun fact, this engine is basically 2 2.5 Tdi's stuck together, that's why you have so many gear, they're doubled plus the ones to synchronize them, camshafts, heads, injectors are all the same, not sure about head gaskets, the block is where the differences start. Also let's not forget there is a V12 Tdi from the Q7, that would be nice to see on this channel. Great job Charles
blok is the only difrent injectors headgasket etc all the same turbo is same size as axe 174 bpc 174 hp engine only diffrent shape cams are the same pistons same
they could have took slightly more time to maybe develop electric driven accessories instead of literally complicate everything. Thats a gigantic pile of mess
@@alanmay7929 the base engine that they derived the V10 from, uses timing gears, so it’s not much they could have done. The V10 is not a a designed from scratch engine, they just stuck 2 5 cylinder engines together
As a person that daily drives a 2008 Touareg V10 TDI, you just have to ask yourself “what’s the worst? It’ll blow up” and you’ll never be disappointed (I dropped my motor last weekend)
Pretty much. I have a 2010 in Brisbane and had the motor out for 6 months of last year just doing engine mounts and welding up exhaust manifolds. They are a unique piece of automotive history. Good luck with yours 🤞
Ive worked on a few of these. Starters are engine out. I can do the passenger side tandem pump im chassis, but the drivers side the engine needs to drop. They aren't very common, and they remind me a lot of the lml duramax to work on, from the standpoint of your order of operations are critical. Putting them back together in the correct order is super time consuming and there isn't enough of them rolling through to develop the muscle memory. Speaking of duramax, the duramax engine uses lots of 14mm
I used to work for Deutz, and their engines are a breeze to work on. They had 3,4 and 6 cylinder versions as well as air cooled and liquid cooled. Those are from a very different era when German engineering actually commanded respect, super simple and very reliable. It's a real shame you mostly find those engines running airport equipment, reefer units, generators and some old farm tractors. That's the case at least here in the States.
My girlfriend who has literally zero automotive knowledge is starting to enioy watching some Humblemechanic with me! She's very supportive of a project car idea...all thanks to us binge watching your vids! Long time follower for about 8 years..keep up the great work!
I have two of these, an 04 and an 06. Yes, i'm a glutton for punishment. I just finished replacing the cams and lifters on my 06. For those considering camshaft repair; This job can be done in situ. Place the front end in service mode, remove the false firewall and use a small pulley remover/installer tool. BTW that stupid coolant junction is almost impossible to remove without breaking. It appears the camshaft issue is likely due to the tandem pumps leaking diesel into the crankcase....
It looks like the lifters are supposed to rotate, is that right? The reason I ask is if they are, that one he showed that was bad looks like it stopped rotating and got excessive wear in one location.
Mine didn’t have tandem leaks and they were worn at 105k miles, exhaust way worse then intakes. I’m now at 210k with colts so I’m curious about doing an inspection on them.
@@JoshsJettas Yeah, the Colt guys are pretty sure it's bad OEM cam profiling. I have also noticed it tends to be the exhaust side that wears. Perhaps it's not fuel leaking past the pumps.
I have an '04 V10 with 596k km on it, It's my absolute most favorite vehicle to drive, but there's a reason I have a second one sitting around as a parts car... Had to do most of this fun work on the top side to get the alternator out to be rebuilt and fix the oil leak from the pressure sensor that was flooding the valley (probably also why the alternator died). cylinder 5 glow plug is bad and I'm not willing to try and get it out to have it break, when it starts fine with 9 others.
If a V10 TDI engine can pull a 747, and HM can pull a V10 TDI engine, then by the transitive property of pulling, Charles can pull a 747! Congrats on having, I think, the only V10 TDI teardown video on TH-cam -- Either now, or well into the future. 🏅
Check out the german YT channel FixitAri. He is a pro and recently uploaded 6 videos on removing, repairing and installing a V10 in a VW Phaeton. The V10 is a nightmare. Almost everything is an engine-out job, to include replacement of the starter. Initially, it was designed to be used in the Touareg, but not in the Phaeton. But stubborn Ferdinand Piech insisted that his engineers shoehorned it in, which required a lot of alterations of the engine. It is great, as long a it runs. But beware if something breaks, then your worst nightmares will come true.
Some say... Our dear Charles is an Alien... After fixing the mothership... He relaxes and tears down a V10 TDI... COOOOL STUF MAN... THANK YOU BETTER THAN NETFLIX
Hi Charles. I feel conflicted when I watch your videos, like this one. You do sound like a ‘humble mechanic’ but you clearly have the big brain of a highly intelligent engineer! I’m sure in another life you would be designing these amazingly complex machines instead of maintaining them, assuming this isn’t the case already! As a fellow engineer I thoroughly enjoy your videos and truly appreciate the hard work and effort that goes into making them. I also think VW should give you some type of award for displaying the engineering that goes into their vehicles. As you explained, even this incredibly (and perhaps, unnecessarily) complex engine demonstrates some impressive engineering.
6:04 "Old air-cooled beetles are probably the most serviceable engine ever made. Compare that to this; the least serviceable engine ever made." And people wonder why VW is circling the drain. Thanks for the video Charles - your teardowns are always a treat!
If you tried to building a motor with the reliable power this thing has, and have every chain and cog and plug and spinning shaft readily accessible, it would unfold and sprawl out across a 10' x 10' room. The smaller things get, the simpler they and the less power they make, until you start getting into cutting edge material technology.
@@guzziwheeler All big car world manufacturers are, google it. Global economic crises and China's industry picking it up make cars hard to sell these days.
As a tdi guy, for me this is the crown jewel of diesel engines. Yes, it's complicated, hard to work on. Some consider a $ pit, but the potential if given for these beasts is nothing short of badass! The exhaust note with a decent pipe setup is crazy cool! Loved these diesels when they 1st came out and still do. Thanks for this video! Well done 👏
Hey Charles, this is precisely why I tune in to your channel, as well as Paul’s. You both have a profound appreciation for the intricacies of human engineering, especially when it pertains to engines. I once shared my thoughts on VWvortex, but after facing a barrage of trolling, I decided to respond to them. Unfortunately, that led to my ban from the site for criticizing electric vehicles and highlighting our current consumption of precious metals, leaving little for the engineers of the future.
That whole 'early 2000's' era of VW's was awesome. I thought the V10 TDI was an amazing engine, but now I look at it and think it's just overengineered with a bunch of parts that are designed to fail. I had a 2001 Golf TDI 1.9L that went 400K miles before I sold it, and that thing had never had the engine apart at all. It doesn't look like the V10 had that kind of longevity.
It does easily. Do the known work before it all breaks and you'll find a lot of them in cheap Touaregs here in Germany with up to 500.000km. Normally our cars go to the east of Europe at 300.000km
But.... To do the necessary work, the engine has to come out at one point or another... That is a really poor argument to make imho. A well designed engine needs basic maintenance that can be done WITHOUT having to pull it out and spend days faffing about. The V10TDI is NOT well designed. If money and time are of no concern LITERALLY EVERY SINGLE ENGINE EVER BUILT could run fro a million km and more. Just rebuild it here and there, boom, you keep going. It's that easy ;)
@@leviathan5207 Pretty obsolete point, right? A rebuild is not the engine running long. If a non rebuilt V10 lasts 500.000km but Cummins and Powerstrokes die left and right, I choose the more complex engine. And if you say basic maintenance, the V10 NEVER has to come out to do BASIC maintenance. Why would you? No timing chain or belt, so your basic maintenance is reduced to oil, water, brake fluid, all filters, every four intervals the rubber coupling of the alternator for which the engine does not has to come out and if you do PD-injectors at 500.000km when they first fail, the engine stays in as well. I cleaned all injectors preventatively at 230.000km while cleaning the intake and doing both took me 12 hours. Alternator took me 2 hours. Thermostat 1 hour, turbocharger actuators took me 3 hours per side with the engine in. And none of that is basic maintenance. This is an insanely complex engine and it's shoe horned in there, but it's by no means a bad design. Not at all. Considering it has the engine bay volume of your average US car glovebox, it's surprising it does not die the heat death earlier. You could fit two V10s in a Dodge Ram engine bay. If you were to fit only one, you also would never have to drop the engine. So your argument is moot.
my second year as a tech at a vw dealer back in 07 we had huge storms that year and one of them got hydro locked, touareg got towed in and insurance was paying 37 hours to replace the motor, everyone in the shop was hiding from that job, i ended up doing it took me 5 days to replace the engine, that was the first time working on a v10 tdi and the last time. lol
Fun fact: the reason why V10 TDIs go down and wear through camshafts has been blamed on the type of oil that people would mistakenly put into these engines. Like Charles said, these are PumpeDüesse (close enough) they are somewhat different and If i recall V10 TDIs require VW 507 oil, people would put regular 502 or 504 and it wears the cams. If you use the correct oil V10 TDI will run to 400k miles easily. As long as you replace the turbos at least once.
Actually the oil that VW calls for doesn't have enough anti wear additives. If you run a regular synthetic diesel oil like Rotella T6, they don't have the issue. Same with the other Pumpe Duse engines.
One thing that everyone should think about in this scenario: Imagine if the customer had agreed to do the job at whatever shop diagnosed it. The amount of added parts like that cross over, alternator harness, glow plug harness, etc would have absolutely wrecked this estimate. Plus the likelihood that all those parts are still readily available probably isn’t great. The shop would get the engine apart and possibly not be able to put it back together for months if the parts are available at all.
@@HumbleMechanichow available are parts for this engine these days? Hard to find, unobtanium or has to come from Germany since no one stocks them? I'm kind of interested in one of these as a project car since they made more of these than Phaeton's.
@LoneWolfSparty last one I did the tandem pump was tricky to find and had to be sourced aftermarket. Everything else, the turbos and manifolds (they crack) were available through vw.
@@LoneWolfSparty At this point, you can still get most of the parts. Most of the Seals are available from VW still and things, that are shared with the 2.5 TDI are also easy to get aftermarket. It's the V10 specific stuff, that can be hard to get, especially after VW stops selling it.
Was torn between this and the 3.0 v6 tdi when picking a Touareg back in 2018. Liked the idea of having a v10, but decided it was a bit more practical to go with the v6. I have been in love with it ever since and this video just made me love it more lmao.
Iam currently a new-ish VW tech at my local dealership, I've been there for a year Ina half now and Iam honestly really enjoying it! I've been getting told recently how much of a nightmare the Touareg is to work on, and no matter what is wrong with it, it's always such a pain......now I understand lol. I love your vids can't wait to see more.
0:47 - 0:51 Already contemplating your life decisions? Thank you so much for all that hard work and all the hard work you are still going to put into this! That was super cool!
As a guy, who loves diesels and especially Pumpe-Düse diesels, this is my all-time favorite engine. To me, it's an engineering masterpiece, especially when this thing is sitting inside the engine bay of a Phaeton. Physics kind of dictates that they aren't easy to service... But here in Europe you see a lot of these engines in cars with 250k + miles for sale, where it's very apparent, that they were run on a repair budget of basically 0.
Even if I had the experience of a master mechanic, I would open up that engine bay and just go “NOPE”. This one looks like as much labor as a hyper-car.
These kinds of engines were what made VW so cool back in the day! Shame that the innovation and uniqueness has gone away. Sadly, I never actually got to drive one of these. They must have hauled
OMG that is a servicing nightmare. That's why I like the 1.8t so much. Funny you mentioned 14mm and Toyota. I just did a fuel filter yesterday on a 02 4Runner and needed a 19 and 14mm to get it off.
When looking at that teardown you immediately understand why there are sooo many electric car manufacturers popping up, engine consists of a single shaft with some copper windings, done...
Thanks been hanging for a V10TDI tear down, absolute amazing engine, as an engineer I'm in awe. had my 2004 V10 for 10 years and had over 300000km on the clock, sadly it was the failed electrical insulation which did me in. I'd bet that the cams failed because somebody used the wrong oil, VW506.01 only in these things.
Ive done a few of these. Starters are engine out, drivers tandem pump is engine out, turbos and manifolds are engine out. Even the upper 02 sensor is engine out. I think typically the repair bills are anywhere from 8-12k. They are super cool though! Sometimes vehicles dont make financial sense (most VAG stuff) but we like the punishment. Also duramax uses a lot of 14mm, and bedplates and gears are super common on diesels, it gives them a ton of strength. The big advantage of diesels is the strength of the engine, its like buying a built race motor because they run all the boost at super high compression.
I was stunned you said only $10K to get the engine running again... I'd spend that in a heartbeat for that beast. I've spent way more than that on keeping my Range Rover running... and now it's dead again 😀
@@HumbleMechanic I get it, however at this point don't you think it would be prudent for any V10 to have it's whole intake/exhaust/fuel system to be fully cleaned/replaced anyway? If it were my car, I'd rather bet the $10K on something I know rather than someone else's possible 30sec from disaster car. I've probably dumped ? 2x the "worth" of my RR into it... because I know it. I'm up to $3K in parts this last summer on the V8 4Runner because I know the car... I don'y fully buy into the you can just get a "good" used one for the cost of fixing this one.
You putting a lot of gems out sire and the time and effort to do something like this deserves a superthanks The Wiring KT video you did was my favorite until this one. Big ups to you
Recently bought a used EGR Cooler, cleaned it as thoroughly as I could and had it installed in place of my “insufficient flow” in my 2.0 235,000km and the only non fully blocked holes have pin prick sized holes. I’m convinced whoever designed it decided it would be a point of failure and would create more car sales…. Runs great now… plan to sell the one taken out once cleaned, since the labour to replace it in a 2012Tiguan with AWD in very very costly… 7 hours labour…
I like working on mine too. It takes me 30min to get out both intakes and the fuel rails. Had to do it 6 times to get the rails to not leak after taking them out the first time. The o-rings, which you can't get anymore, never really sealed so it took a while to get the perfect ones. I do everything without power tools. Always with hand.
I'm a happy owner of a 4.2 V8 Touareg, and I love when these kind of engines hand over to someone like you! You know, I hope to see all the engines ever put in Touaregs here, specially the W12 one. Some people will say it's just 2 VR6s coupled together, but I doubt it's that simple.
But it is exactly so. Even BMWs V12 just consisted of 2 compound 2,5L 6-cyl engines. It was a pretty simple, but great engine. I lucky bastard had one for a couple of years in the 90s. It never gave me the slightes issues.
I appreciate your passion for your work, you make the worst cars to work on look easy. This is such a great example of what vw audi has been doing to drive its reputation into the ground. When you mentioned the juxtaposition of the original beetle and how easy they are to work on compared to this, its so clear theyve lost that value. I am not a big ev fan, but thinking about vw audi and their insanity with designing ICE engines, it would be a significant improvement
Super cool video! It's wild to see all the crazy engineering that went into packaging all of that together. The gear drive end reminds me a lot of the locomotive engines I work on, but with those there's a massive set of gears on both ends - crank, cams, turbo clutch, oil pumps, water pumps, engine overspeed...
My dad owns one of these after 3 turbos, generator, AC compressor 2 driveshafts 3 sets of axles many many batteries fuel filters and air filters plus fluids and more that I'm forgetting the air suspension gave out and it's been dissolving the pavement in front of our house for that last 2 years
This is a good example of something that is impossible or impractical to repair. Or both. Although I've thrown away some money in my time, avoiding things like this has allowed me to save for retirement. It does make for a very interesting video, and thank you for putting in the effort to present it!
The amount of “sadness” built up in this engine was insane. Just traded a ‘13 Benz 3.0 diesel, the transmission was shifting rough, a/c wasn’t cooling properly, the car was worth maybe $7-9k even though everything else was okay. Didn’t make sense to spend more than half its value on repairs. Sad to see it go. Replaced it with a Nissan Frontier. Last vehicle I’ll buy, I’m old🫤. Great video!
I was a young teenager when the phaeton and the touareg debuted. And i fell in love. To this day, i still belive VW is in a league all their own with those 2 cars. Thanks for doing this video. Sadly though, unless i become wealthy, I'll never own either since they both are beyond expensively complex and expensive to have maintenanced.
That thing is a nightmare. I can’t imagine the cost to replace an alternator or an AC compressor. There is not one thing on that motor that is wallet, friendly.
This engine was an engineering marvel. Never want to work on one, but it was a truly incredibly successful in motor racing. This V10 and the V12 TDI were so dominant while racing in the LMP1 series (R15 and R18). Very interesting to see one taken apart!
After replacing that many 1.9PD camshaft’s kits then I care to remember I can confirm this poor engine was definitely missing badly,I’ve never replaced any on a V10 PD but I’ve always been intrigued,thanks for the strip down video fella.👍
You asked, Charles: On all japanese vehicles, 10mm bolts have wrench size 14mm. For 8mm bolts, they use wrench size 12mm instead of 13mm on european stuff.
It is important to use VW prescribed motor oil. If not, there will be problems with the camshafts soon. And, very important, change air and oil filter periodically. The engine will run 400 thousand miles
I had a 2005 full size Mitsubishi Montero a few months ago that needed a camshaft because it had a lobe that wore down and the rocker arm roller had a bunch of chunks coming out it making a P0306 code. You could barely feel the occasional misfire, but the guy loves the truck and was willing to pay anything to fix it. The cam was NLA so we shipped it across the country for some company in Washington to weld new metal on the cam and re-machine the lobe back to spec. Thank god it actually worked in the end. It was the last ungodly terrible project I had at work.
I drew the first gear set for the rear of the engine from the VW parts department in South Africa about 10 years ago. Was a nightmare to get everything timed as no shafts have any keyways, they use diamond washers to lock the gears onto its respective shaft. Luckily the dealer had all the special tools you need. The Touareg is still running today 😁😁
I once wanted a V10TDI VW Phaeton, they where cheap and that torque smiled at me. But after all those years everyone of these needs a full engine- out- service and lots of replacement parts. I went with a Passat 1.8T instead :)
In my experience with other brands, often the bucket stops spinning, creating a groove, taking out the camlobe over time. However here it seems like the bucket kept spinning. In that case it could be either the cam or the buckets being too soft. It is most likely sooth in the oil. It happens also with the 2.5 TDis with the injectors inside the engine. Sooth is made of carbon which is really hard. These TDis have a higher risk of it if the injector seals leak. Sooth also gets in the oil via the blowby and with long intervals it can cause wear like this
I loved those when they came out. I had to do turbos on one at 3,000 miles. The turbos were fine, but the pin had pulled out of the plug due to it being bent around 180 degrees and zip tied. But those trucks ran so well. And the 20 pistons of braking power was awesome as well.
Timing gears are pretty much required due to the torque of the engine. Larger on-highway tractors (big rigs) only use timing gear be cause the torque would tear up anything else.
Damn bearded wonder… how in D Hell you remember to put all those items you took off (I know the manual) but thus the BEARDED WONDER!!!! Thanks for showing us countless times it can be done!!!!!! Like Schwarzenegger said “ if it bleeds we can kill it” and every video you kill it!! Thanks again!!!!💪🏽💪🏽💪🏽💪🏽💪🏽💪🏽💪🏽
I've replaced the cams in a number of these and can replace them without pulling the engine. Though it is NOT a fun job. You can delete the EGR setup. I also modified the turbos on one for a larger downpipes. We were able to get it up to 12 PSI after. Very fun unit to drive. Part of the reason why the camshafts wear has to do with the way the cams are ground. If you replace with a true hydraulic grind camshaft from Colt Cams and put in new lifters (if using the black nitrided lifters remove the 1 spring which gives a valve lash).
I was the first VW tech to remove this engine on US soil. VW engineers came out to document the job as the VW Elsaweb didn't have service informatiom. Right turbo failed at 17k. Total warranty time was about 30 hours. Took 60 overall with diag included.
14mm all day long on Yotas (also, 8,10,12,13,17,19). 13mm shows up a lot on aftermarket parts. I cannot put into words how happy I am that you don't have to reassemble that mechanical marvel.
Is this the LAST VW engine teardown? HAHA No shot. but boy I hope you guys love this video. the V10 is WILD
this v10 tdi and the v12 tdi from audi are a marvel of engineering everything is robust and made to last quite a long time (idk what happened to this engine in particular)
I’m replacing the head gasket on my Audi B6 3.0 AVK. While it’s a big pain, I’ve actually come to appreciate the design. One timing belt two run all cams (aka 2JZ), modern variable valve timing on both intake and exhaust, 5 valve head still, variable intake runners, no rockers to worry about. Aluminum block with cast iron liners. However, the cooling lines, vacuum lines, PCV and secondary air injection is a rats nest!
At least some of the engineers learned the lesson from the rear timing chain guides on that V8 and switched to gears.
@@300DBenz it’s odd because this was about the same time as those. It seems like it was the last timing belt design, but the description of the engine said the block was derived from the V8. Not sure if that was the older V8s or the B6 S4 V8.
Always wanted to work on/own on of these beastly engines
As an engineering student, I’m in awe.
As a mechanic, I’m terrified.
I'm in the same boat, this is crazy stuff. I can't imagine how long it took to develop this thing
@@benjagt9319 or how long it would take to put it back together ...
you should be terrified as an owner... For mechanics it's just more time and effort while working on that clock (or engine😂)
@@SlavkaZhuravka it is terrifying as a mechanic, if you miss something and it has to come out again you are in deep shit. Not just paid hours you're missing out on, but the schedule for the whole week is f'd.
@Scouter98 Okay, that was a thing, which I wasn't thinking about. As an office rat it was hard for me to imagine exactly that use case. But indeed, once you have forgotten literally anything here below the cable harness, you have to disassemble half of the normal engine
I don’t want a V10 TDI anymore.
😂😂😂
Now youse can't leave.
Just get the V12 TDI 😆😆
i want a v10 tdi even more!!!
@@future62”I will never forget the look on their faces…” 😆
Im literally doing this job at work, had bad O2s, all fuel lines rotted, p/s pump leaks, oil leaks. Have the engine out and almost ready to go back, great timing for this video!
cost for the job/ miles on the engine?
How can that possibly be cost effective for the customer. That car in decent shape isn't worth what it costs for all that work is it?
@@dddon513 Good ones have been going north of 15k for awhile. Pretty sure a low mileage facelifted one sold for almost 40k a couple years ago
@@dddon513 Have you seen the cost of new cars and trucks?
I've done all the work on my 2008 v10 and once you've pulled the engine 2 or 3 times it gets easy/faster and just accept if the engine or anything within 3 feet of the engine needs any work the motor has to come out. It really isn't worth fixing these days but once you drive one when it's perfect it's awesome and towing well it acts like nothing is even behind you. I normally tow somewhere around 18klbs (have towed heavier) my trailer is pretty heavy and with two cars on it doesn't sweat much but you wear through brake pads and rotors fast. One day I'll try and find an upgrade for the brakes that makes sense and won't be gone when I need pads or rotors again. I'm glad whoever is paying you to fix their baby is doing it. These were really built to last they just missed a couple of things. Yes they aren't worth much these days but if you find one that's been well cared for they bring pretty good money. What other VW had orange interior lol thank you for keeping one alive and not sent to the scrap yard. You definitely need to be able to afford of at least make them somewhat cost-affected to keep.
Fun fact, this engine is basically 2 2.5 Tdi's stuck together, that's why you have so many gear, they're doubled plus the ones to synchronize them, camshafts, heads, injectors are all the same, not sure about head gaskets, the block is where the differences start.
Also let's not forget there is a V12 Tdi from the Q7, that would be nice to see on this channel.
Great job Charles
blok is the only difrent injectors headgasket etc all the same turbo is same size as axe 174 bpc 174 hp engine only diffrent shape cams are the same pistons same
We never got the V12 TDI in the US I am pretty sure, he would need to import
they could have took slightly more time to maybe develop electric driven accessories instead of literally complicate everything. Thats a gigantic pile of mess
@@alanmay7929 the base engine that they derived the V10 from, uses timing gears, so it’s not much they could have done.
The V10 is not a a designed from scratch engine, they just stuck 2 5 cylinder engines together
Isn't the 2.5 TDI like one of the worst engines ever made ? Lmao now imagine 2 of them in a pair in one engine 🤣🤣
As a person that daily drives a 2008 Touareg V10 TDI, you just have to ask yourself “what’s the worst? It’ll blow up” and you’ll never be disappointed (I dropped my motor last weekend)
Pretty much. I have a 2010 in Brisbane and had the motor out for 6 months of last year just doing engine mounts and welding up exhaust manifolds. They are a unique piece of automotive history. Good luck with yours 🤞
@@carnut9193 Neat, I have an 04 in bne. incredible car
I wanted one of these back when still available new from dealer. Now I am glad I kept with my 03 Jetta TDI.
haha the Jetta is a home RUN!
The 1.9tdi is great.
Ive worked on a few of these. Starters are engine out. I can do the passenger side tandem pump im chassis, but the drivers side the engine needs to drop. They aren't very common, and they remind me a lot of the lml duramax to work on, from the standpoint of your order of operations are critical. Putting them back together in the correct order is super time consuming and there isn't enough of them rolling through to develop the muscle memory. Speaking of duramax, the duramax engine uses lots of 14mm
I used to work for Deutz, and their engines are a breeze to work on. They had 3,4 and 6 cylinder versions as well as air cooled and liquid cooled.
Those are from a very different era when German engineering actually commanded respect, super simple and very reliable.
It's a real shame you mostly find those engines running airport equipment, reefer units, generators and some old farm tractors. That's the case at least here in the States.
Thank you for being our VW lord and guide. I’ve fixed countless problems because of your grace.
My girlfriend who has literally zero automotive knowledge is starting to enioy watching some Humblemechanic with me! She's very supportive of a project car idea...all thanks to us binge watching your vids! Long time follower for about 8 years..keep up the great work!
Time to buy her an old Jetta and a toolkit 🤣
Not even ten minutes into this video I already felt compelled to thank you for all the hard work you do to show us all this interesting stuff
I have two of these, an 04 and an 06. Yes, i'm a glutton for punishment. I just finished replacing the cams and lifters on my 06. For those considering camshaft repair; This job can be done in situ. Place the front end in service mode, remove the false firewall and use a small pulley remover/installer tool. BTW that stupid coolant junction is almost impossible to remove without breaking.
It appears the camshaft issue is likely due to the tandem pumps leaking diesel into the crankcase....
It looks like the lifters are supposed to rotate, is that right?
The reason I ask is if they are, that one he showed that was bad looks like it stopped rotating and got excessive wear in one location.
@@jameshaulenbeek5931 Yes, I believe they are designed to rotate,.
.
Mine didn’t have tandem leaks and they were worn at 105k miles, exhaust way worse then intakes. I’m now at 210k with colts so I’m curious about doing an inspection on them.
@@Italmind heh... diesel is always looking for a way out!
@@JoshsJettas Yeah, the Colt guys are pretty sure it's bad OEM cam profiling. I have also noticed it tends to be the exhaust side that wears. Perhaps it's not fuel leaking past the pumps.
I have an '04 V10 with 596k km on it, It's my absolute most favorite vehicle to drive, but there's a reason I have a second one sitting around as a parts car... Had to do most of this fun work on the top side to get the alternator out to be rebuilt and fix the oil leak from the pressure sensor that was flooding the valley (probably also why the alternator died). cylinder 5 glow plug is bad and I'm not willing to try and get it out to have it break, when it starts fine with 9 others.
Removing the alternator is quite a job. It only just comes out!
We want a 4.2 with chains next I speak for the people
4.2 Chain engine, added to the list. But you may have to rally the people.
im here for it!! i LOVE those 4.2 V8s
If you mean Audi's v8 engine with rear timing. It's not that complicated, i have done few. If not that then don't know.
@@carsandgaming991sure it’s not as complicated as this but I’d still like to see a teardown
@@devinf49 yeah no worries 👍 my point just was that it isn't as bad job as many people say. Ngl i would enjoy watching that teardown too 😅
I see a new humble mechanic video and I watch and like it
THANK YOU!!!
More collabs with Paul install from shopDAP 😂😂😂
If a V10 TDI engine can pull a 747, and HM can pull a V10 TDI engine, then by the transitive property of pulling, Charles can pull a 747! Congrats on having, I think, the only V10 TDI teardown video on TH-cam -- Either now, or well into the future. 🏅
Check out the german YT channel FixitAri. He is a pro and recently uploaded 6 videos on removing, repairing and installing a V10 in a VW Phaeton. The V10 is a nightmare. Almost everything is an engine-out job, to include replacement of the starter. Initially, it was designed to be used in the Touareg, but not in the Phaeton. But stubborn Ferdinand Piech insisted that his engineers shoehorned it in, which required a lot of alterations of the engine. It is great, as long a it runs. But beware if something breaks, then your worst nightmares will come true.
Some say...
Our dear Charles is an Alien...
After fixing the mothership... He relaxes and tears down a V10 TDI... COOOOL STUF MAN... THANK YOU
BETTER THAN NETFLIX
As someone who got out of VW's when they got radiators... that thing is nuts..... You should do an air cooled motor as a short.
Hi Charles.
I feel conflicted when I watch your videos, like this one. You do sound like a ‘humble mechanic’ but you clearly have the big brain of a highly intelligent engineer! I’m sure in another life you would be designing these amazingly complex machines instead of maintaining them, assuming this isn’t the case already! As a fellow engineer I thoroughly enjoy your videos and truly appreciate the hard work and effort that goes into making them. I also think VW should give you some type of award for displaying the engineering that goes into their vehicles. As you explained, even this incredibly (and perhaps, unnecessarily) complex engine demonstrates some impressive engineering.
6:04 "Old air-cooled beetles are probably the most serviceable engine ever made. Compare that to this; the least serviceable engine ever made." And people wonder why VW is circling the drain.
Thanks for the video Charles - your teardowns are always a treat!
If you were dumb enough to buy this, you're smart enough to now go buy something.... anything.... better. Maybe a Veyron?
If you tried to building a motor with the reliable power this thing has, and have every chain and cog and plug and spinning shaft readily accessible, it would unfold and sprawl out across a 10' x 10' room. The smaller things get, the simpler they and the less power they make, until you start getting into cutting edge material technology.
"VW is circling the drain", you mean second most sold vehicles in entire world, that VW??
@@senco981 Yes, VW currently is in dire straits. Mainly because of quality issues.
@@guzziwheeler All big car world manufacturers are, google it. Global economic crises and China's industry picking it up make cars hard to sell these days.
As a tdi guy, for me this is the crown jewel of diesel engines. Yes, it's complicated, hard to work on. Some consider a $ pit, but the potential if given for these beasts is nothing short of badass! The exhaust note with a decent pipe setup is crazy cool! Loved these diesels when they 1st came out and still do. Thanks for this video! Well done 👏
Hey Charles, this is precisely why I tune in to your channel, as well as Paul’s. You both have a profound appreciation for the intricacies of human engineering, especially when it pertains to engines. I once shared my thoughts on VWvortex, but after facing a barrage of trolling, I decided to respond to them. Unfortunately, that led to my ban from the site for criticizing electric vehicles and highlighting our current consumption of precious metals, leaving little for the engineers of the future.
That whole 'early 2000's' era of VW's was awesome. I thought the V10 TDI was an amazing engine, but now I look at it and think it's just overengineered with a bunch of parts that are designed to fail. I had a 2001 Golf TDI 1.9L that went 400K miles before I sold it, and that thing had never had the engine apart at all. It doesn't look like the V10 had that kind of longevity.
It does easily. Do the known work before it all breaks and you'll find a lot of them in cheap Touaregs here in Germany with up to 500.000km. Normally our cars go to the east of Europe at 300.000km
But.... To do the necessary work, the engine has to come out at one point or another...
That is a really poor argument to make imho.
A well designed engine needs basic maintenance that can be done WITHOUT having to pull it out and spend days faffing about. The V10TDI is NOT well designed.
If money and time are of no concern LITERALLY EVERY SINGLE ENGINE EVER BUILT could run fro a million km and more. Just rebuild it here and there, boom, you keep going. It's that easy ;)
@@leviathan5207 Pretty obsolete point, right? A rebuild is not the engine running long. If a non rebuilt V10 lasts 500.000km but Cummins and Powerstrokes die left and right, I choose the more complex engine.
And if you say basic maintenance, the V10 NEVER has to come out to do BASIC maintenance. Why would you? No timing chain or belt, so your basic maintenance is reduced to oil, water, brake fluid, all filters, every four intervals the rubber coupling of the alternator for which the engine does not has to come out and if you do PD-injectors at 500.000km when they first fail, the engine stays in as well. I cleaned all injectors preventatively at 230.000km while cleaning the intake and doing both took me 12 hours. Alternator took me 2 hours. Thermostat 1 hour, turbocharger actuators took me 3 hours per side with the engine in. And none of that is basic maintenance.
This is an insanely complex engine and it's shoe horned in there, but it's by no means a bad design. Not at all. Considering it has the engine bay volume of your average US car glovebox, it's surprising it does not die the heat death earlier. You could fit two V10s in a Dodge Ram engine bay. If you were to fit only one, you also would never have to drop the engine. So your argument is moot.
my second year as a tech at a vw dealer back in 07 we had huge storms that year and one of them got hydro locked, touareg got towed in and insurance was paying 37 hours to replace the motor, everyone in the shop was hiding from that job, i ended up doing it took me 5 days to replace the engine, that was the first time working on a v10 tdi and the last time. lol
Fun fact: the reason why V10 TDIs go down and wear through camshafts has been blamed on the type of oil that people would mistakenly put into these engines. Like Charles said, these are PumpeDüesse (close enough) they are somewhat different and If i recall V10 TDIs require VW 507 oil, people would put regular 502 or 504 and it wears the cams. If you use the correct oil V10 TDI will run to 400k miles easily. As long as you replace the turbos at least once.
Actually the oil that VW calls for doesn't have enough anti wear additives. If you run a regular synthetic diesel oil like Rotella T6, they don't have the issue. Same with the other Pumpe Duse engines.
Agree. use t5 15/40 high zinc with 5k oil and filter, Engine idles like a sowing machine.
One thing that everyone should think about in this scenario:
Imagine if the customer had agreed to do the job at whatever shop diagnosed it. The amount of added parts like that cross over, alternator harness, glow plug harness, etc would have absolutely wrecked this estimate. Plus the likelihood that all those parts are still readily available probably isn’t great. The shop would get the engine apart and possibly not be able to put it back together for months if the parts are available at all.
I had one in a Phaeton. Loved that car. But could not afford to keep running and went past my DIY ability. Just loved it.
thats the biggest issue. Especially now, you can buy them cheap, but youre still fixing a $100k car in 2005 money. $$$$$
@@HumbleMechanichow available are parts for this engine these days? Hard to find, unobtanium or has to come from Germany since no one stocks them? I'm kind of interested in one of these as a project car since they made more of these than Phaeton's.
@LoneWolfSparty last one I did the tandem pump was tricky to find and had to be sourced aftermarket. Everything else, the turbos and manifolds (they crack) were available through vw.
@@LoneWolfSparty At this point, you can still get most of the parts. Most of the Seals are available from VW still and things, that are shared with the 2.5 TDI are also easy to get aftermarket. It's the V10 specific stuff, that can be hard to get, especially after VW stops selling it.
@@janniss6401 Poland and eastern Europe for parts.
Was torn between this and the 3.0 v6 tdi when picking a Touareg back in 2018. Liked the idea of having a v10, but decided it was a bit more practical to go with the v6. I have been in love with it ever since and this video just made me love it more lmao.
Iam currently a new-ish VW tech at my local dealership, I've been there for a year Ina half now and Iam honestly really enjoying it! I've been getting told recently how much of a nightmare the Touareg is to work on, and no matter what is wrong with it, it's always such a pain......now I understand lol. I love your vids can't wait to see more.
0:47 - 0:51 Already contemplating your life decisions? Thank you so much for all that hard work and all the hard work you are still going to put into this! That was super cool!
Ok that was master level tear down. Cool but complex but cool, indeed.
As a guy, who loves diesels and especially Pumpe-Düse diesels, this is my all-time favorite engine. To me, it's an engineering masterpiece, especially when this thing is sitting inside the engine bay of a Phaeton. Physics kind of dictates that they aren't easy to service... But here in Europe you see a lot of these engines in cars with 250k + miles for sale, where it's very apparent, that they were run on a repair budget of basically 0.
Even if I had the experience of a master mechanic, I would open up that engine bay and just go “NOPE”. This one looks like as much labor as a hyper-car.
These kinds of engines were what made VW so cool back in the day! Shame that the innovation and uniqueness has gone away. Sadly, I never actually got to drive one of these. They must have hauled
OMG that is a servicing nightmare. That's why I like the 1.8t so much. Funny you mentioned 14mm and Toyota. I just did a fuel filter yesterday on a 02 4Runner and needed a 19 and 14mm to get it off.
When looking at that teardown you immediately understand why there are sooo many electric car manufacturers popping up, engine consists of a single shaft with some copper windings, done...
Thanks been hanging for a V10TDI tear down, absolute amazing engine, as an engineer I'm in awe. had my 2004 V10 for 10 years and had over 300000km on the clock, sadly it was the failed electrical insulation which did me in. I'd bet that the cams failed because somebody used the wrong oil, VW506.01 only in these things.
Ive done a few of these. Starters are engine out, drivers tandem pump is engine out, turbos and manifolds are engine out. Even the upper 02 sensor is engine out. I think typically the repair bills are anywhere from 8-12k. They are super cool though! Sometimes vehicles dont make financial sense (most VAG stuff) but we like the punishment. Also duramax uses a lot of 14mm, and bedplates and gears are super common on diesels, it gives them a ton of strength. The big advantage of diesels is the strength of the engine, its like buying a built race motor because they run all the boost at super high compression.
I was stunned you said only $10K to get the engine running again... I'd spend that in a heartbeat for that beast. I've spent way more than that on keeping my Range Rover running... and now it's dead again 😀
You can get one for less than 10 k that’s a solid vehicle. Which would have been a better play than trying to bring this one back.
@@HumbleMechanic I get it, however at this point don't you think it would be prudent for any V10 to have it's whole intake/exhaust/fuel system to be fully cleaned/replaced anyway? If it were my car, I'd rather bet the $10K on something I know rather than someone else's possible 30sec from disaster car. I've probably dumped ? 2x the "worth" of my RR into it... because I know it. I'm up to $3K in parts this last summer on the V8 4Runner because I know the car... I don'y fully buy into the you can just get a "good" used one for the cost of fixing this one.
@@HumbleMechanic Damn cars are cheap down south! Up here in Canada a solid V10 touareg is atleast 20kCAD, then again we in Quebec love VW TDIs
You putting a lot of gems out sire and the time and effort to do something like this deserves a superthanks The Wiring KT video you did was my favorite until this one. Big ups to you
currently trying to make my W8 passat road legal but having issues with some lambda sensors, great video as always
Recently bought a used EGR Cooler, cleaned it as thoroughly as I could and had it installed in place of my “insufficient flow” in my 2.0
235,000km and the only non fully blocked holes have pin prick sized holes. I’m convinced whoever designed it decided it would be a point of failure and would create more car sales…. Runs great now… plan to sell the one taken out once cleaned, since the labour to replace it in a 2012Tiguan with AWD in very very costly… 7 hours labour…
Delete it
Vag even did a V12 tdi. Probably kinda like two 3.0 tdis in a row. This V10 here shares a lot with the 2.5 inline 5 tdi.
its almoste the same injectors cams turbos etc are the same
I am assembling one of these engine's right now. What a delight!
I pray for your sake, you do everything perfectly. Good luck!!!!
I like working on mine too. It takes me 30min to get out both intakes and the fuel rails. Had to do it 6 times to get the rails to not leak after taking them out the first time. The o-rings, which you can't get anymore, never really sealed so it took a while to get the perfect ones. I do everything without power tools. Always with hand.
Oh yes, I haven't fitted the fuel rails or intake manifolds yet. Tomorrow's job.
I'm a happy owner of a 4.2 V8 Touareg, and I love when these kind of engines hand over to someone like you! You know, I hope to see all the engines ever put in Touaregs here, specially the W12 one. Some people will say it's just 2 VR6s coupled together, but I doubt it's that simple.
But it is exactly so. Even BMWs V12 just consisted of 2 compound 2,5L 6-cyl engines. It was a pretty simple, but great engine. I lucky bastard had one for a couple of years in the 90s. It never gave me the slightes issues.
Awesome, Charles! The illustrations imposed? During this genius! Thanks again, Sir.
That timing setup is some crazy steampunk engineering 😮
Such a cool teardown. You’d have to really hate yourself to put it back together tho…
I appreciate your passion for your work, you make the worst cars to work on look easy. This is such a great example of what vw audi has been doing to drive its reputation into the ground. When you mentioned the juxtaposition of the original beetle and how easy they are to work on compared to this, its so clear theyve lost that value. I am not a big ev fan, but thinking about vw audi and their insanity with designing ICE engines, it would be a significant improvement
Honey wake up a new humble mechanic video is out
This is the first UT auto engine video where the engine is bigger than the mechanic; SBC FOREVER...
I actually love the gear timing... it will likely never go out of time.
33:26 they're clocked like that so the rods can fin through the bore with such a large bearing diameter, very common on larger than car deisels
Welcome Back! Been missing some TDI content
respect for you Charles!!! love these videos, hope sometimes we see some footage outside/backyard or something like that!
Super cool video!
It's wild to see all the crazy engineering that went into packaging all of that together.
The gear drive end reminds me a lot of the locomotive engines I work on, but with those there's a massive set of gears on both ends - crank, cams, turbo clutch, oil pumps, water pumps, engine overspeed...
man I love this thing it’s so overcomplicated and German, my favourite VW is the Phaeton with this engine…
My dad owns one of these after 3 turbos, generator, AC compressor 2 driveshafts 3 sets of axles many many batteries fuel filters and air filters plus fluids and more that I'm forgetting the air suspension gave out and it's been dissolving the pavement in front of our house for that last 2 years
Told myself I wasn't going to watch someone tear down this basket case of an engine again, but I couldn't resist. Good stuff 👌🏾
As soon as that back side came apart, i thought "holy shit, it gets worse." Might be one of the most overlly complicated engines ever.
My wife's 2015 Toyota Corolla oil drain bolt is 14mm, so you would be correct.
the following manufacturers use 14
toyota
subaru
honda
mazda
nissan
if you have 10 12 14 17 you can do almost everything on any of their cars
That rear gear drive mechanism is awesome. Way better design than the garbage belts that are used for everything.
This is a good example of something that is impossible or impractical to repair. Or both. Although I've thrown away some money in my time, avoiding things like this has allowed me to save for retirement. It does make for a very interesting video, and thank you for putting in the effort to present it!
The amount of “sadness” built up in this engine was insane. Just traded a ‘13 Benz 3.0 diesel, the transmission was shifting rough, a/c wasn’t cooling properly, the car was worth maybe $7-9k even though everything else was okay. Didn’t make sense to spend more than half its value on repairs. Sad to see it go. Replaced it with a Nissan Frontier. Last vehicle I’ll buy, I’m old🫤. Great video!
I was a young teenager when the phaeton and the touareg debuted. And i fell in love. To this day, i still belive VW is in a league all their own with those 2 cars. Thanks for doing this video. Sadly though, unless i become wealthy, I'll never own either since they both are beyond expensively complex and expensive to have maintenanced.
That thing is a nightmare. I can’t imagine the cost to replace an alternator or an AC compressor. There is not one thing on that motor that is wallet, friendly.
This engine was an engineering marvel. Never want to work on one, but it was a truly incredibly successful in motor racing. This V10 and the V12 TDI were so dominant while racing in the LMP1 series (R15 and R18). Very interesting to see one taken apart!
As a dad, I appreciated the “off the table/ on the table” joke 😂
hahha Dad Jokes are LIFE!
After replacing that many 1.9PD camshaft’s kits then I care to remember I can confirm this poor engine was definitely missing badly,I’ve never replaced any on a V10 PD but I’ve always been intrigued,thanks for the strip down video fella.👍
Immediately after you removed the rear cover at 20:27 that Lionsgate move intro theme with the clock and gears started playing in my head haha 😆
I can't wait to watch the "Rebuilding" part of this "teardown"........ hehehehe
Hello! I'm a simple guy ,I see Humble Mechanic, I say "Hello".
the timing area looked like a clockwork, cool stuff!
I thought VW's 4.2 was the worst but this takes the cake
You asked, Charles: On all japanese vehicles, 10mm bolts have wrench size 14mm. For 8mm bolts, they use wrench size 12mm instead of 13mm on european stuff.
Had a 04' V10 as a daily driver for 6 years with zero issues. One of my favorite cars i drove
One day I'll buy Touareg with V10 TDI. I know it may be complicated engine to work on but its classic these days.
It is important to use VW prescribed motor oil. If not, there will be problems with the camshafts soon. And, very important, change air and oil filter periodically. The engine will run 400 thousand miles
I had a 2005 full size Mitsubishi Montero a few months ago that needed a camshaft because it had a lobe that wore down and the rocker arm roller had a bunch of chunks coming out it making a P0306 code. You could barely feel the occasional misfire, but the guy loves the truck and was willing to pay anything to fix it. The cam was NLA so we shipped it across the country for some company in Washington to weld new metal on the cam and re-machine the lobe back to spec. Thank god it actually worked in the end. It was the last ungodly terrible project I had at work.
I drew the first gear set for the rear of the engine from the VW parts department in South Africa about 10 years ago. Was a nightmare to get everything timed as no shafts have any keyways, they use diamond washers to lock the gears onto its respective shaft. Luckily the dealer had all the special tools you need. The Touareg is still running today 😁😁
The level of designed obsolescence is epic, reminds me of Jaguar.
Oh my. VAG workshops are used to deal with impossibly complex engines to work on. But with this one they must've begged VW to stop producing these 😅
Ferdinand Piech was a monster....
No wonder people say to put LS engines in everything. This is insanely complex.
I once wanted a V10TDI VW Phaeton, they where cheap and that torque smiled at me. But after all those years everyone of these needs a full engine- out- service and lots of replacement parts. I went with a Passat 1.8T instead :)
In my experience with other brands, often the bucket stops spinning, creating a groove, taking out the camlobe over time. However here it seems like the bucket kept spinning. In that case it could be either the cam or the buckets being too soft. It is most likely sooth in the oil. It happens also with the 2.5 TDis with the injectors inside the engine. Sooth is made of carbon which is really hard. These TDis have a higher risk of it if the injector seals leak. Sooth also gets in the oil via the blowby and with long intervals it can cause wear like this
I loved those when they came out. I had to do turbos on one at 3,000 miles. The turbos were fine, but the pin had pulled out of the plug due to it being bent around 180 degrees and zip tied. But those trucks ran so well. And the 20 pistons of braking power was awesome as well.
Nice, always wanted a v10 touareg. Also you have the cleanest hat ever for a mechanic
This was insane! I still own a 2015 Q5 3.0 TDI and I can't imagine this engine in the same car. This engine is madness.
Timing gears are pretty much required due to the torque of the engine. Larger on-highway tractors (big rigs) only use timing gear be cause the torque would tear up anything else.
what torque tho?
gearbox isn't connected to the camshaft... I thought timing gears are for maximum accuracy
I work at a shop that somewhat specializes on euros and now I know that I will refuse to work on this engine if it ever comes in
Damn bearded wonder… how in D Hell you remember to put all those items you took off (I know the manual) but thus the BEARDED WONDER!!!! Thanks for showing us countless times it can be done!!!!!! Like Schwarzenegger said “ if it bleeds we can kill it” and every video you kill it!! Thanks again!!!!💪🏽💪🏽💪🏽💪🏽💪🏽💪🏽💪🏽
I fondly remember the advert with the Toureg pulling that airplane.
... something you'll never need to do.
With an engine you'll never want to own. ugh.
@timewa851 okay?
Maybe it was this exakt car....
Lets not forget about the BEAST V12 TDI in europe!
I've replaced the cams in a number of these and can replace them without pulling the engine. Though it is NOT a fun job. You can delete the EGR setup.
I also modified the turbos on one for a larger downpipes. We were able to get it up to 12 PSI after. Very fun unit to drive.
Part of the reason why the camshafts wear has to do with the way the cams are ground. If you replace with a true hydraulic grind camshaft from Colt Cams and put in new lifters (if using the black nitrided lifters remove the 1 spring which gives a valve lash).
I was the first VW tech to remove this engine on US soil. VW engineers came out to document the job as the VW Elsaweb didn't have service informatiom. Right turbo failed at 17k. Total warranty time was about 30 hours. Took 60 overall with diag included.
Harness plugs into the HEAD 😭😭😭😭 Engineers were just bored at that point.
14mm all day long on Yotas (also, 8,10,12,13,17,19). 13mm shows up a lot on aftermarket parts. I cannot put into words how happy I am that you don't have to reassemble that mechanical marvel.
22:25 every real craftsman has a problem with a lost tool that is next to his nose
the allure of a v10 twin turbo diesel is pretty strong, but this is a great video to watch before buying one.
All of that for 300hP that’s wild still amazing ❤ Charles