Jump to content

logiclee

Approved Member
  • Content Count

    3,931
  • Joined

  • Last visited

About logiclee

  • Rank
    Over 1000 posts

Profile Information

  • Gender
    Male
  • Location
    Mansfield
  • Interests
    Home Cinema, Technology, Cars
  • Towcar
    Passat
  • Caravan
    Challenger

Recent Profile Visitors

1,470 profile views
  1. logiclee

    Matching unit

    The 1.4 in this case produces 162lbft from 1500rpm to 4000rpm while not massive by modern turbo diesel figures lets view it in context. A mid 90's Mondeo 2.0 had 133lbft at 4000rpm and the Mondeo 2.5V6 had 162lbft at 4250rpm. So the little Vitara that only weighs 1265kg has the same torque as a 2.5V6 Mondeo at just 1500rpm. What the OP will have to do is rev the engine for enough power and that is the same for any engine. For the Gross Train Weight in question the power and torque should be more than sufficient. The OP is not clear whether is main issue is power or stability. Lee
  2. You would need to be careful as to what automatic you buy. For example in the Mondeo you have if you had an automatic diesel then you would get an dual clutch powershift transmission . These have been very problematic towing heavy loads with a high number of failures and owners complaining of hesitation and juddering, certainly no more robust than you manual. The petrol Mondeo uses a conventional torque converter auto which is robust and reliable. Ford have dropped development of the Dual Clutch box so that probably tells you all you need to know. Across other brands there are good and bad automatics of all different types. The point is all automatics are not equal so don't just bin your manual Mondeo for any old auto, do research and feel free to ask for advice on this forum. As a foot note putting heavier items in the car instead of the caravan can help stability but the train weight on a hill is this same and so is the load on the clutch. Lee
  3. Being dry clutch the gearbox will always try and avoid clutch slip and wear which can make low speed manouvering a little less than smooth at times and can make towing difficult. In sport mode the clutch engage time is even quicker. This probably suits a light Fabia better than it does a heavier Superb. Sport really doesn't suit driving smoothly and with soft start enabled. OK for a bit of fun but I doubt you'd use it often.
  4. The manual 1.5ACT's have the most problems and the common belief is it's due to some anti-stall software and emissions software that is preventing a smooth pull away from rest. Some people find themselves fighting with the software to get a smooth get away. Obviously with DSG you do not have this issue as the computer is controlling the engine and the gearbox. One final point on the DSG. The 1.5TSi has VAG's only dry clutch box the DQ200. It only has a torque limit of 250NM which is why the engine is capped at 250NM. The DQ200 also has the reputation as being the least reliable DSG. It's had several recalls but still has too high a failure rate. I've had run 11 DSG's. Six have been various models of the wetclutch DSG's and all have been faultless. Five have been DQ200's and four of those have had issues. The last one had over £5000 of repairs. For a company/private lease or a car in warranty then not to much of an issue but for anyone running a DQ200 I'd recommend buying a good warranty. But saying all that the Superb's are superb. Lee.
  5. The DSG does not suffer from the main issue with the 1.5TSi and that is a drop in power as the clutch on the manual is being released. Tell your husband to try a high speed cruise and ensure he's happy with the switch between 2 and 4 cylinders which is indicated by the eco light on the dashboard. Some find this unpleasant but it seems to be a model by model issue at the moment. Loads of information over at www.briskoda.net Lee
  6. Have you bought it yet? Lot's of issues with the 1.5TSi ACT across all VAG vehicles at the moment and numerous software updates have not solved the hesitation and killing power issues. The 1.5TSi gets the 7 speed dry clutch DQ200 DSG which is not really suited to towing. Also the engine torque is limited to 250NM because of the limitation of the gearbox. You would be a lot better off looking at the 2.0TSi DSG as it has far more power and torque and gets the wet clutch DSG Lee
  7. The problem is many manufactures do quote a single "minimum" kerbweight for a specific engine size but usually that's only for the poverty spec model and sometimes for a spec not even available for that market. Bragging rights so the manufacturer can claim how much lighter the "New" model is.
  8. Maybe when declared correctly. In every bit of documentation including handbook and brochure my kerbweight is 1749kg. Mass in Service V5 is 1900kg
  9. At my previous employer our LR Defenders were fitted with Tachos for towing but it was a nightmare. My current employer has a fleet of pickups but all but a few were specified with no towbars, the ones with towbars have tachos Lee
  10. Would that be on the Ultra high current DC chargers that other cars like the ipace could use? The same chargers that are not available in the UK yet.
  11. Yes we have only managed a week without coal, not a few months as suggested. Only Cottam is closing this year. West Burton has a few years to go. You will see Cottam running through this summer. It needs to burn it's stocked fuel before September and is running on minimum staffing so it's selling electricity at low cost. Lee Yes this is what happens when goal posts are moved. Same happened with SCR implementation n large coal plants. Only one plant invested the tens of millions required then targets were shifted. And then the hundreds of millions wasted on CCS and then the Government pulled the plug. Now all the investment we had in CCGT looks to be questionable. It's no wonder investors have no confidence.
  12. Unfortunately the market is set up in a way that Gas is replacing coal so lower CO2 rather than zero carbon. The Government were hoping that renewables would help reduce CO2 and we'd have sufficient CCGT plants to meet maximum demand when renewable generation is low. (ie no wind and darkness). These gas plants would be supplied with cheap UK Fracking Gas. But now politicians are talking zero carbon so what happens to all these new CCGT plants. And the cheap Fracking Gas is getting politically toxic so the cheaper bills have not materialised. During the Beast from the East we had only 1.5GW of spare generation, the high pressure system meant wind was only 1% of UK Generation. This year we loose Cottam (2GW) and one unit from Fiddlers Ferry (0.5GW) and we've not really had any significant new builds. There is another 8GW of coal to go between now and 2025. Nuclear? We have Hincley C (3GW) due in 2025/26 but between 2023 and 2030 we will loose 6GW of nuclear and another 3GW in 2035. Hincley C will be the most expensive Plant of any sort on the planet. There are other projects like Sizewell C (3GW) but there's doubt they will ever be completed. And the Capacity Market designed by the Government to keep the lights on has been declared illegal by the EU courts. Now Labour wants a Climate Emergency and even Tory's are calling for a Zero Carbon plan by 2035 so new build CCGT's look very doubtful. It's all a mess and those of us in the industry are struggling to see where all this is going. A nailed on plan we do not have. As for everyday useable EV's with a good range They are here but expensive. What is not here is the infrastructure in the UK. We have no ultrafast DC chargers. What chargers we do have are expensive and if the videos I've been watching online are true they are unreliable and a lot slower than they should be. We need a Government lead on this, this is UK infrastructure and should not be left to a few companies to install expensive chargers at a few locations.
  13. I suppose its not surprising when you consider than turbo petrol and turbo diesel are very similar although diesel has more complex emission systems, runs much higher fuel pressure and run more complex turbos at higher levels of boost.
  14. Modern engines are turning the tables on the old diesel low down torque, petrol high revving advice though. That was in the days of Turbo diesels v's normally aspirated petrols. It was more the difference in induction methods rather than the difference in fuel. A modern turbo petrol will in most cases have a much wider spread of torque as well as more power than the same sized turbo diesel. And that's before we consider gearing. If we look at my diesel 140PS 2.0 TDi Passat we get 140PS and 320NM from 1750-2300rpm If I bought the new 2.0 Petrol I'd get 220PS and 350NM from 1500 to 4250rpm and that engine is one of the lower powered 2.0 petrols. It's available with 310PS and 400NM from 1800rpm. Leaving my weedy low torque diesel in the dust. Lee
  15. Jaguar XF Sportbrake would fit your criteria.
×
×
  • Create New...