1) FIRST IMPRESSIONS

I must own up to never having been a 'fan' of VAG vehicles. I always considered them to be over priced, and over rated, as well as dark, sombre & somewhat austere inside. However I recognise that the  build quality is generally above average and accept that my views are entirely subjective and personal. I did own a Golf mk4 VR6 for a while and the performance was good and the engine turbine-like smooth, and fantastic sounding when revved. However it was one of the 'early' ones that suffered from  inappropriate spring and damper rates and a bouncy drivers seat. 

So it is with an open mind that I took delivery of an ex-lease late 2004 Audi A3 2L TDi Sport (140ps) with 78k miles on its odometer.

As always when buying a used vehicle, regardless of service history, I gave it a full service and general 'going  over', looking for corrosion, signs of accident repairs, and items needing imminent attention.

For the service I used Millers XFD oil -  a VAG approved 5-40w semi synthetic oil, to which I added ZX1 micro oil friction reducer. (I also added this to the transmission, coolant, power steering and fuel - yes the manufacturer states it safe to do so).

The air filter was replaced with a BMC pre oiled performance filter and oil, fuel and pollen filters were also replaced. (all of which were well overdue for changing)

After the service had been done, I then assessed the handling, performance,  driveability,  and throttle response, noting where the turbo could be felt coming in, low speed tractability, and where the power could be felt tailing off. Overall I felt it compared to my X-Type in standard form, but with somewhat slower response to the throttle. (as though a heavier flywheel was making it feel slower to rev). the hydraulic clutch is light and the gear change light and precise but with quite a long throw. 5th gear is 10% lower than the X-Types at 27mph /1000 rpm and 6th is 10% higher at 33mph / 1000rpm. 6th is useable at any rpm and the engine starts to 'pull' from 1400rpm (about 45mph) when the turbo gets going. 

On the downside there was a noticeable flat spot about 2000rpm - it was felt as a short pause in the acceleration lasting about 1/2 second and then it carried on as if nothing had happened. I subsequently discovered fault codes relating to the throttle position sensor and intake flap valve (throttle body).  The fuel consumption readout rarely bettered mid 40s even on runs of 30 miles, which is a little surprising, as the X-Type could equal this and is significantly heavier but driven at similar speeds.

The Sport model 'benefits' from lowered stiffer springs and this means the ride is very firm and a bit restless even on smooth roads. However the steering is sharper with quicker more precise turn in, less understeer and predictable handling. The car came fitted with the much hated (by me) Pirelli P Zero Assymetricos - ' look like rubber, hewn from wood' as a far as grip, noise and ride quality is concerned in my opinion.  Fortunately, road roar, though intrusive, is not as bad as it is in the X-Type though they are exactly the same dimensions and spec. Toyo Proxes T1Rs would undoubtedly be a big improvement.

Unlike the X-Type, the A3 suffers little squat and dive under acceleration and braking and torque steer in minimal though criticisms of the steering feel being 'wooden' at low speed are justified. The electric power assistance removes almost all of the self centring  and this is especially noticeable when puling out of side turnings. 

The brakes are superb, with very good initial bite - like the Rover 75's but also giving very strong retardation from high speed with just moderate pressure and plenty of feel.  The previous owner had had new discs and pads fitted all round.

Minor niggles:

The glovebox lid rattles and the drivers seat lacks lumbar adjustment. The throttle position sensor and throttle body failures are not expected on a car of this age and mileage.

UPDATE 26TH AUGUST 08 with Synergy pd fitted. (more on the Synergy-pd here)

I did a 280mile round trip through the Scottish Borders driving very briskly indeed (for brisk, read illegal, to highly illegal!) and the car was absolutely superb. The performance with the Synergy-pd fitted was more than enough for the roads - every type of single carriageway imaginable. The fuel consumption outward bound was 50pmg and by the time I arrived home, had dropped to 47.3, which is very good considering the 'press on' driving.  This contrasts with the maximum of 43.6 I was averaging over the 3 weeks prior to fitting the Synergy, and regardless of how gently I drove.

The following day, driving like Joe Average, the mpg readout displayed an impressive 59mpg at the end of a 24mile journey on mixed roads. 

Overall the car's excellent handling, steering and brakes were rounded off by the enhanced performance and significantly improved fuel economy. The ride was tolerable on very bumpy stretches of the A708 and a Rover 75 or X-Type would have been all over the road, but not the A3. (The A708 takes the prize for the most varied road in the UK - literally every single carriage way you've ever encountered is here in one 30mile stretch from Moffat to Selkirk)

update 23-9-08

 Fuel consumption has decreased by 10-15% since fitting the prototype. For the 3 weeks prior to fitting one, average fuel consumption rarely exceeded 45mpg and memory 2 (tank average) 44mpg. Now I regularly see 50 and 54 -59 on journeys over 20+ miles. A 300mile round trip down the A1 saw 57mpg on the way down (traffic was light and 54 by the time I arrived home (heavier traffic on the A1) and sticking to a tad over the speed limit. (speedo no doubt over-reads so I'm sure i was't realy speeding!) . Best was 59 over 25miles of mixed roads, sticking to the speed limits.  Needless to say the performance is superb, with much more low down grunt and 6th gear pulling well from 1500rpm and useable from 1200.

I've since noticed that even when I give it a good thrashing, the average mpg never drops dramatically. (I used to see 35mpg or less without the module, whereas now I've never seen less than 40)

ZX1

This is a friction reducing additive that does not contain PTFE nor Molybdenum disulphide and was developed for the North Sea Oil Industry. It is the only additive I have come across that has a NATO stock number and that is also used by F1 racing teams. It can be added to the engine, gearbox (manual & auto), coolant, power steering and fuel. I noticed an immediate 'loose and free revving feel with instant starting hot or cold, and a slicker gearchange. Performance and economy were improved too. I have had  the same results with my 14year old camper and 12 year old Mitsubishi FTO.

Team-zx1.co.uk

UNDER THE BONNET & FAULTS RECTIFIED

The egr valve after 78000 miles. I've seen worse. But it was cleaned and refitted with a new seal and gasket.

It was later replaced at a cost of about £50 due to it sticking.

The throttle body or intake flap valve. This one had seized solid and was causing fault code P2187. You should be able to move it against the return spring. A Pierburgh replacment was £156.

There was signs of a slight leak at the hose to intercooler joints - the oily deposit is a good tell tale. Don't panic when you see oil here or in the intake tract. 

It DOES NOT mean the turbo seals have failed. It comes from the crankcase ventilation system, whereby oily fumes are fed into the intake upstream of the turbo to be burned. (Venting to atmosphere is not allowed)

I replaced both 'O' ring seals in 5mins.

If the turbo seals had failed you'd see a lot of blue smoke.

CAMBELT CHANGE. soon.

3) PERFORMANCE UPGRADE - THE SYNERGY-PD         more here

4) ON BOARD DIAGNOSTICS:  

MEMOSCAN VAG 5053. (click to buy one)

This is claimed to work on ALL AUDI, SEAT, SKOAD AND VW VEHICLES but I can only vouch for it on my Can Bus equipped 2004 A3.  It can certainly access many ecus - engine, transmission, abs, airbag, a/con, instruments, navigation, radio as you can see from the list below. (It is multiprotocol so will use whichever is supported by your vehicle). It reads manufacturer specific codes and often comes up with them when none are shown by a generic OBD2 reader. The buttons have a vague rubbery feel and its quite slow to use at times but worth the money.  

NB IT CANNOT RESET THE SERVICE INDICATOR - USE VAGCOM or other reset tools available elsewhere.

THE MAIN MENU WITH LIST OF ECUS.

Not all are available on every model.

THE FUNCTIONS AVAILABLE FROM THE

ENGINE ELEC SCREEN AND A DATA STREAM READOUT FROM OPTION 04 

VAGCOM from Rosstech.com

This is laptop based and more closely emulates the factory diagnostic equipment. Screenshots will be posted soon.