Passat – The Unmuffled Auto News

Reports have surfaced that Audi will buy back 25,000 vehicles that have the 3.0-liter TDI V-6 in the U.S. This buyback would only apply to older models that can’t be brought into exhaust emissions compliance, the German newspaper Der Spiegel reports.

While the initial Volkswagen Group Dieselgate focused on the 2.0-liter TDI four-cylinder, it was discovered that the 3.0-liter TDI V-6 used by the Volkswagen Group also employed this emissions test-cheating software. Audi is currently in talks with U.S. regulators regarding close to 85,000 vehicles equipped with the 3.0-liter TDI V-6, according to a Reuters article. Approximately 25,000 of those vehicles cannot be brought into emissions compliance.

Audi has been facing less-serious-than-Volkswagen litigation in a U.S. District Court regarding the emissions scandal, nicknamed “Dieselgate,” regarding its 2.0-liter TDI four-cylinder and 3.0-liter TDI V-6 engines. In a statement to Automotive News, Audi said:

“We are working hard with U.S. regulators to reach an agreement an approved resolution for affected 3.0-liter V-6 TDI vehicles and thank our customers for their continued patience. The Court has scheduled a status conference for November 3, 2016 to discuss the matter further.”

Way back in April, the Volkswagen Group agreed to buy back some 482,000 vehicles of the approximately 600,000 vehicles with the 2.0-liter TDI four-cylinder engine affected by the emissions scandal. This decision did not include the 90,000 vehicles equipped with VW’s 3.0-liter TDI V-6 engine.

Why the 85,000 and 90,000? Because approximately 85,000 Audis are affected by the recall, and an additional 5,000 VW Touaregs are lumped in there as well.

Here’s my scoop on what it’s going to be like going forward for the VW Group regarding diesels:

I wonder how true the horsepower/torque ratings, fuel economy ratings, etc., are heavily re-evaulated by U.S. regulators and EU regulators – Volkswagen is required to send vehicles to both. In 3-5 years, which is likely when the VW Group will send cars to the EPA and EU, the regulations are going to be much stricter and more heavily enforced than today’s CARB (California Air Resources Board; VW Group has to get all of their vehicles to pass U.S. testing, plus CARB) regulations. VW and Audi will almost certainly try to re-certify their vehicles in the next few years to try and recover their losses.

While the 2.0-liter TDI engine might have gone 40 times over the regulatory maximum, the regulatory maximum in the U.S. is one of the lowest in the world. It’s still low levels of emissions. Yes, it’s disgusting that the VW Group had to do this, but we still don’t know the real reason why. It could have been reliability issues with the engine or cost-cutting measures. Let’s say that the regulatory maximum is 0.0001 parts per million, why don’t we? 40 times over that is still not very much.

West Virginia Tech’s test results found that the Volkswagen vehicles they tested (a Jetta and a Passat) were within carbon monoxide, carbon dioxide, particulate matter, and total hydrocarbon (THC) emissions compliance. In diesel vehicles, carbon monoxide and THC is never really an issue because of it’s nature of combustion. THC is usually found only in cold starts. NOx always has been the primary concern. Any modern diesel vehicle that hasn’t been tuned to “roll coal” have diesel particulate filters, so rolling coal (particulate matter) isn’t much of a concern. This regulation, however, is not separated for diesel-powered and gasoline-powered vehicles, which means that gasoline-powered vehicles will have higher carbon monoxide emissions than diesel-powered vehicles.

European regulators are saying that numerous other diesel vehicles would fail the same tests that the VWs tested went through. The team at West Virginia Tech is currently testing other diesel vehicles, and are combing through massive amounts of data to quantify what the differences are between real-world driving and certification testing. Just because the certification levels may be low does not necessarily mean that the real-world driving will churn out the same results time-after-time. That difference is always going to be there – whether it be with diesel-powered vehicles, electric vehicles, or gasoline-powered vehicles.

Lots of cars are reliable. Lots of cars aren’t reliable. A lot of British and German cars fall into the not-so-reliable category. My uncle can attest to that with the fact that his 2001 Jaguar XK8 has spent about half of its life in the shop. On the other side of reliability, another one of my uncles had an Audi Quattro for something like 10 years, and he never had any reliability issues. My dad’s had trouble with his 2003 GMC Sierra 2500 HD with the Duramax diesel engine. My 2003 Chrysler Town & Country is just a few hundred miles away from hitting 200,000 miles, and it’s been one of the most reliable cars that I’ve ever seen. Anyhow, the basic premise of this blog post is to tell you the top 10 cars that we all love, even if they were (or still are) lemons.

2001-2005 Porsche 911 and Boxster: The 996-generation Porsche 911 was the first Porsche to ever have a water-cooled engine. For Porschephiles, that’s the equivalent of the Pope converting to Buddhism. The 2001-2005 Porsche 911 and Boxster had a teeny, weeny, little problem with their engines where the faulty intermediate shafts could fail, turning a fine sports car into a very expensive paperweight. Even after enough owner complaints, Porsche started fixing the problem, but only on a case-by-case basis, which meant that many owners were left out to dry unfairly. It’s easily one of the largest black spots in Porsche history, which is a true shame, because these cars were otherwise some very nice drives.
2001-2003 Subaru WRX: The first Subaru WRX to be offered in the U.S. had a massive problem with the transmission. The five-speed manuals were extremely fragile, and the tuner-friendly engine often meant that the tiny boxer four-cylinder engine was tuned to within an inch of its life. All Subarus have problems with their head gasket, but the 2001-2003 WRX often gave its head gasket up before it even reached 100,000 miles. I can forgive all of this, because aside from these two problems, it’s a reliable daily driver that’s a LOT of fun. The purity of these WRX’s means that your inner Swedish rally driver fantasies can come true.
1993-1995 Mazda RX-7: One of the last rotary-powered cars (the last was the Mazda RX-8), the Mazda RX-7 was a true driver’s car. However, apex seal failure hangs over every owner’s head like a cloud. Apex seal failure means a complete engine rebuild or replacement if the car is not maintained at the proper intervals. The massive amounts of premium fuel and oil going into the engine didn’t help matters, either. Still, the 3rd-generation Mazda RX-7 is an amazing driver’s car. Plus, many owners say that there’s truly nothing like spooling up the second sequential turbocharger. Mazda had made the RX-7 with two turbochargers – one for the lower rev range only, and the other for the upper rev range only. It’s been a long, long time since the last RX-7 was built, and I really hope that Mazda gets their act together and builds an RX-9.
1999 Ford Mustang SVT Cobra: This was a one-model-year special put on by Ford, and it was supposed to be a drag racing special for the street. However, it didn’t take long for enthusiasts, mainly drag racers, to figure out that it was making WAY less than the 320 horsepower that Ford advertised. Ford traced the problem to aluminum residue in the intake and exhaust systems. Ford did well by fixing the problem free of charge. However, the public snafu on Ford’s part caused Ford to drop production of the SVT Cobra after just one model year. The upside is that there are no other reliability problems with the SVT Cobra Mustang. Because it’s a single-model-year special-edition Mustang, it’s got potential to be a future classic. Don’t be intimidated if you see one for sale with lots of modifications – Ford designed this car to be tuner-friendly. Just make sure that there’s good documentation of the car.
2008-2010 Nissan GT-R: Like many supercars, the Nissan GT-R came with launch control. The difference was that the launch control function could potentially blow up the transmission and void the warranty, leaving the unlucky owner with a $20,000 repair bill. Nissan settled a class-action lawsuit in Decemer 2010, and the launch control was dialed back on 2011-up models. It’s impossible not to love the GT-R and it’s mind-altering ability to be an absolute freight train on race tracks of any kind, just avoid the hard launches.
2001-2006 MINI Cooper S: Anybody who was (or is) an owner of the 2001-2006 MINI Cooper S felt more like a beta tester for a video game than anything else. Here’s the relatively short list of, uh, ‘bugs:’ Electric power steering pumps that could catch fire, supercharger failure after just 80,000 miles, and head gaskets that seemed to be timed to blow up as soon as the warranty expired. Despite it being a sub-$20,000 car new (and used), it’s got maintenance costs of a 2001-2005 Porsche 911 or Boxster (see #1 on this list for reference). If you can forgive those faults, the handling is some of the best this world has ever seen.
2010 Ferrari 458 Italia: Most mid-engine Ferrari’s have a wholly undeserved reputation for spontaneous combustion. However, with the 2010 Ferrari 458 Italia, the argument was valid. The adhesive bonding between the wheelwell and the engine heat shield would melt and catch fire. Reports vary, and if Ferrari is to be believed, only 11 cars were affected by this. All 1248 Ferrari 458 Italias sold until that point were recalled. Ferrari still claims that this only happened during hard driving, but asking owners of Ferraris to not drive their car hard is laughable. After the concerns of owners becoming BBQ, the Ferrari 458 Italia once again ascended to its rightful place as the best mid-engine car the world has ever seen.
2003 GMC Sierra 2500HD: These things are supposed to be bulletproof, right? Think again. The fuel injection systems on the Duramax diesel-engine trucks are notorious for the fuel injectors cracking. My dad has a 2003 GMC Sierra 2500HD, and the engine’s been rebuilt something like 4 times. If you buy one of these vehicles, make sure to get it with the LQ4 6.0-liter V8. The Allison 1000 heavy-duty transmissions will go over 150,000 miles without trouble. Just DON’T get it with the Duramax! Not only are engine rebuilds expensive, but they are frequent. If you buy one, make sure you find one with good documentation, as many of these were used for hauling and towing, both of which put phenomenal stress on the engine and transmission.
1996-2005 Volkswagen Passat: This was the infamous era of VW unreliability. The B5-generation of the Passat had steering problems – the rack-and-pinion assembly was prone to stripping, which means no steering. When it stripped, it would burn out the power booster, which means that other parts are brought into the mix. Volkswagen made a lot of these cars, and some of them are good. Other family sedans are good choices.
2003 Land Rover Freelander: This is quite possibly one of THE most unreliable vehicles EVER! It was quite simply bad. The engine was bad, the cheap interior fell apart after just a few thousand miles, and forget replacing parts for it. The replacement parts were usually just as bad as the stock parts. Avoid this car at ALL costs!