En­gine choice

Car Mechanics (UK) - - Used Car Focus: Volkswagen Eos -

De­spite be­ing a qual­ity model, it would be a mis­take to be com­pla­cent when buy­ing an Eos with miss­ing his­tory or ob­vi­ous run­ning prob­lems.

A com­mon is­sue on FSI en­gines is worn cam fol­low­ers for the high-pres­sure fuel pump. If a car cuts out for no rea­son, or the en­gine check light is il­lu­mi­nated, it could be on its way out. If it does fail, the dam­age it causes can be ex­pen­sive to rem­edy. A re­ceipt show­ing that the cam fol­lower and seal has been re­placed will of­fer peace of mind.

The 1.4 TSI had a tim­ing chain and it can stretch and rat­tle if it’s not been treated to fresh, qual­ity oil, so lis­ten for early signs of this when you start the en­gine from cold. More wor­ry­ingly, pis­ton fail­ure has also been noted on this en­gine, so don’t get caught out.

It’s known for T-FSI en­gines to de­velop coil pack is­sues, so if a car mis­fires or hes­i­tates while you’re driv­ing, this could be the rea­son why.

The diesel en­gines in the range are re­li­able, but if you no­tice a dis­tinct lack of power or, worse, it goes into ‘limphome’ mode on a mo­tor­way, it could well be suf­fer­ing from a clogged vari­able

vane turbo. The 2006-2009 Siemens Piezo in­jec­tor en­gines, as fit­ted to the 2.0 TDI, aren’t par­tic­u­larly re­li­able and there was a man­u­fac­turer re­call in 2012. Make sure any work has been done by quot­ing the car’s regis­tra­tion at a VW main dealer. Lift pumps can also let go, so any Eos that doesn’t run per­fectly should be viewed with sus­pi­cion.

Also, be­ware of a glow­ing diesel par­tic­u­late fil­ter (DPF) dash­board light. Be­ing some­thing of a week­end play­thing, Eos own­ers may not al­ways give their cars the op­por­tu­nity to per­form a proper re­gen­er­a­tion.

Gen­er­ally speak­ing, the post-2009 com­mon-rail 2.0 diesel is much bet­ter, largely trou­ble-free and very smooth.

Bear in mind that the PD en­gines re­quire oil that meets VAG spec­i­fi­ca­tions: 505.01 (fixed ser­vic­ing) or 507.00 (vari­able). Search through re­ceipts to en­sure this has been used oth­er­wise the car might have suf­fered camshaft wear. A good sign of a fas­tid­i­ous pre­vi­ous owner will be if they’ve changed the oil and fil­ter every 7000 miles and used a long-life brew.

Gear­boxes, in­clud­ing the DSG, should prove bul­let­proof, but the DSG re­quires an oil ser­vice every 40,000 miles. If you iden­tify any prob­lems on a test­drive – such as strange noises or lazy gearchanges – walk away. A rat­tle or ex­ces­sive vi­bra­tion from the trans­mis­sion on man­ual cars points to a worn dual mass fly­wheel (DMF). It will cost £500-£800 if you get an in­de­pen­dent to re­place it, so be­ware.

The com­mon rail EA 189 2.0-litre TDI was at the cen­tre of Volk­swa­gen’s emis­sions scan­dal and a re­call was is­sued in early 2016 to have the nec­es­sary soft­ware up­date car­ried out. Ini­tially rumours abound that the re­call work blunted per­for­mance, made the cars nois­ier and hurt econ­omy. How­ever, Eos own­ers who had had the work done re­ported on the Eos Club fo­rum (vweosclub.com) that per­for­mance was largely un­af­fected and MPG was ac­tu­ally a lit­tle bet­ter. You can check whether the car you are look­ing at was one of those af­fected by log­ging onto Volk­swa­gen’s web­site

(volk­swa­gen.co.uk) and de­ter­mine whether it ac­tu­ally had the work done by con­tact­ing a VW main dealer and quot­ing the car’s regis­tra­tion num­ber.

2.0 T-FSI petrol.

Newspapers in English

Newspapers from UK

© PressReader. All rights reserved.