Sport. It changes the shift points to not upshift so early like it does in D. It also much more aggressively locks the torque converter in lower gears where in D it locks and unlocks depending on how you’re driving it in lower gears all in an effort to make it feel as smooth as possible.

The $TSLA thing is pretty fun. Their market cap is a scarcely believable $700 billion. Ford’s by comparison is more like $55 billion—those are today’s numbers. Market cap is merely outstanding shares multiplied by the current per-share value, it doesn’t mean that’s the total money a company has ever made by selling…

Holy crap! I totally forgot about the ‘swing’ feature on that era 626's center vents! My family had a ‘93 model (first year of that updated, rounded body style) with the 2.5 V6. Aside from the failure-prone 4 speed auto trans, the car was fantastic to drive. It handled well, felt confident approaching triple digit…

No, the Clevelands were a 335 family block, the 351 Windsor is much more closely related to the 302 (part of the “small block” family). Just a taller decked version of the same basic block.

Dang, I’m slipping. I would be a bad Euro-diesel head if I didn’t mention some legendary Mercedes diesels that are veritable cockroaches, and could operate just fine after an EMP blast because they have zero electronics to operate the engine.

BMW doesn’t make V6s, period. lol

Volkswagen’s ALH code 1.9L TDI, produced from 1998 through 2003 for Mk4 platform cars (PQ34?). Do your timing belts every 100k miles, fuel filters every 20k, they just kind of keep on going.

It’s not a totally necessary tool for all cars, but it does make it easier/faster to fill a cooling system with minimal air bubbles remaining to purge.

Mk3 era Jettas and Golfs as well as B3 and B4 generation Passats with power windows have the rear window controls in the center stack. The Mk3 Jettas and Golfs also have the central locking switch in the same area, center stack below the HVAC controls. AC, recirc and rear defrost buttons are also in this space. But,…

I’m going NP.

VW likes to give themselves bold targets. I remember the last one where they aimed to not only be the largest automaker by vehicle volume per year on the globe, but to also take their U.S. sales from its approximate 400,000-500,000 per year goal to 800,000.

I just want to add that there are some scan tools that may be considered even more comprehensive than these, the two I mentioned just happen to be the cheapest ones with this high level of OE capability. They aren’t perfect. There are definitely some functions for VW that VCDS will take care of that the Autel either…

Is that THE TDIMeister from TDIClub??

Doesn’t help that it’s not actually a TDI, but a 1.6 turbo diesel. Indirect injected, not Direct Injected (what the ‘DI’ in TDI actually stands for...).

Qaaaa is correct. This engine is not related to dieselgate. Hell, it’s not even a TDI as Emslie claimed.

Let’s clear a couple things up. First, this isn’t even a TDI. It’s a 1.6 turbo IDI (indirect injected, not direct injected). Rob was incorrect to call it a TDI.

Thank you.

TDI expert here.

I admit, I use a C-clamp still for most normal single or dual piston calipers.

Have you ever had bleeder screws so rusted they break when you try to loosen them?