As to the length of 'your dipstick', 

 

Then if some bother to look they will see which are used in the Twincharger.  & the 3.6 litre Oil capacity.

 

The thing is when the oil is the correct amount in the engine then that is when to see where the level shows cold, & with an At Operating Temperature dip a compare the difference.

 

If you wait for 'Low Oil Warning Light' or Message, then that might not be until there is 1.5 litres to 2 litres less than 3.6 litres in the engine.

The oil on the bottom orange ball can be when there is 1.3 litres low, or more oil short.

 

The Red Low Oil Pressure Warning light might come on before the Low Oil Warning Light or massage.

That is a Fundamental Engine Design, Manufacturing and Component / Engine Management failure right there.

 

The Owners Manual says check when 'Warm',  The Polo Owners Manual says at Operating Temperature.

Best dip cold before driving away and be sure the cold oil in the sump is at the top of area 'A' on the dipstick.

Later with Hot oil, ie Operating Temperature check and see where that level shows, then you know for sure.

This car sound exactly like mine. Burns oil through short journeys (judging by mileage of previous user) but could actually be a good engine! ie just uses oil but you can be lucky and not have any long term damage. I had one spark plug go which brought me to these forums. Touch wood nothing else major has happened.

 

Unless all these engines are lined up in a row once they are done with and inspected for root cause of final failure with true Statistical Process Control figures then no one really ever know.

 

Time will tell for me

After 4 years, and wiping many Dipsticks, changing oil and filters, and not using OEM filters i changed my mind on many things, including Cold Dips & Jabazuma checks.

http://briskoda.net/forums/topic/256232-mk2-fabia-vrs-dipstick

 

This was in 2012, but if you google the first post on Twincharger Warning Lights & oil levels was in 2011 on this forum.

http://briskoda.net/forums/topic/230124-low-oil-warning

Edited 25 November, 20169 yr by Offski

He has a different kettle of fish, and no relation to your new car. It is a twincharger which 1 in 3 of the early models had issues, and that number is growing.

My mistake, I was not aware from the OP that this was a twin-charger. So is there anyone out there who can give a technical explanation on what VAG got wrong with the CAVE and CTHE engines - from the fixes mentioned, was this primarily a problem with crankcase over-pressurisation - or was it faulty pistons and rings?

Warrior193. 

Do a Google search for seatcupra.net 1.4 this twincharger fundamental design failures by lucifer. It is linked in threads here as well in various threads. If it was just breathers pipes and software and oil spray jets then the second biggest car manufacturer in the world could have sorted it out in under 10 years, or the 7 years since the Euro 5 twincharger in the ibiza then Fabia and the others with DSG.

<SNIP> So is there anyone out there who can give a technical explanation on what VAG got wrong with the CAVE and CTHE engines? <SNIP>

Probably some Engineers at VAG can but they aren't likely to do so, why would they?

It would seem reasonable to speculate that the CTHE was not an "evolution" but an attempt at a fix?

Since VAG appear to have abandoned the design it is likely that the fix lacks economic justification.

Kobayashi, I'm not sure that SPC would work very well with a complex assembly of parts that seem to have had a few different modes of failure.

 

SPC, in my experience is just a tool for desk based "can't really understand things" operators that call themselves process "engineers" to work with.

 

With more simple sub units and a HUGE sample size, it does have its uses for collecting/collating data and issuing good outcomes though.

It's about 650ml from top to bottom of the cross-hatched section of the dipstick - at least, on mine it is. The science of dipstick reading is one of the many mysteries these motors have, and probably not the biggest of those mysteries.

Edited 26 November, 20169 yr by OzFabia

Just my 2p worth.....using dipsticks on some cars requires following very careful procedures if you are to get a repeatable accurate reading. Even then you might find that taking readings in isolation is inaccurate, so taking a number at different times will help build a clearer picture.

Exact procedure depends on the engine, some are checked cold after standing a long time others are checked warm or hot after standing only few minute, the exact conditions are never clealy defined by the manufacturer.

Oil doesnt always entirely drain down to sump after switch off, sometimes the filter will drain down, the amount in the sump can vary by quite a lot, more than 0.5 litres in some cases.

All cars must be on perfectly level ground, I prefer to measure with a warm engine, not hot, engine stood for about 3-5 minutes. Take at least 3 dips, wiping the stick and waiting at least 10 seconds between each dip to check the reading is consistent.

Never fill above the hatched area. Dont fill up until you are convinced the level is low, at or below the half way mark. Fill up in small amounts and recheck after waiting at least 5 minutes, no more than 0.25 litre at a time. This way you avoid overfilling.

Modern engine designs seem much more difficult to check oil levels accurately than older designs.

Page 168 of the MK2 Fabia from 2010 tells you which to check Cold. The 1.2 44 kw engine. Then it tells you when 'Warm' with all the other Engines.

Only issue is the VW Polo 2010 Owners Manual for the same engine does not use the word 'warm'.

 

Operating temperature on a Twincharger takes over 5 miles, to even 20 miles to get to.

Not ticking over for 10 minutes, so you are as well doing Cold Checks if you know where that is with 3.6 litres of Oil.

(The same dipstick is in engines with 3.2, 3.6, 3.9 & 4.2 Litres and often Techs will with 3.9 or more litres of oil.)

 

As to where it should be in the engines in this thread, an owners of a new one or a serviced one should able to go to a car that was just PDI'd and check that cold and then that is the level they should be able to trust, and then they should be able to check that as the Owners N

Manual and VW Group How to Video's show and then know that level is correct.

 

Only thing is the VW Instruction Videos show a Diesel Engine and the one from the USA tells you to check it when Hot, and the VW UK one does not say.

(A US Quart is not he same as an Imperial Quart but that passes many by, and as for Litres well that confuses many not Metric yet...)

 

Edited 26 November, 20169 yr by Offski

Someone at Skoda / vag must have a failure rate list especially those that have had new engines some spc could be done on these, as there would at least been an investigation to warrant a new engine. That's just basic Quality Analysis. I'm guessing they were giving out to many free engines and so came up with the CAVD oil jet fix from the vw scirrocco.

After the production run had been completed on that type of engine, I'd think that VW would just have turned to checking the running total of warranty costs associated with it, and used that simple horrible sum to make a technical decision to try to avoid that in the future.  I'm sure that VW have got quite good at doing this as they have had some practise of this on previous engines (some you win - some beat you and you bin them) - though I'd reckon that they would have looked deeply into things to see if they could pass any costs on to their suppliers.

 

Edit:- SPC would only be relying on someone handfeeding it with garbled fault codes coming in from probably just main dealers, the bulk of these actual declared faulty engines would have been sold off as scrap metal and never examined back home by VW.  So the only conclusion that SPC - ie defect analysis dept could come to would be either "insufficient data" or "duff design of engine" .

Edited 27 November, 20169 yr by rum4mo

The Engines go back to the VW Remanufacturing plant and the blocks are used again.

Casting blocks is an expensive part of the engine, and this has been their standard practice for decades.

Lots of the New Engines supplied as replacements are Remanufactured engines.

http://en.wikipedia.org/wiki/List_of_Volkswagen_Group_factories

see

Baunatal, Kassel Hense.

 

Obviously the failure rate on the 1.4TSI / TFSI 132-136 Twinchargers are known, and the other Twincharger Engines world wide.

As to the ones in the Skoda in the UK , Alasdair Stewart Brand Director Skoda UK had the Numbers of failures among the 1,800 Twincharger Fabia they first Registered, then the failure rate of the replaced engines requiring replaced, then of the 1,100 or so CTHE.

 

All the Warranty Payments are in the accounts of VW UK for Components replaced, Oil Consumption Tests, Injectors, Plugs, Breather Pipe / Valves, 

Software Updates, Oil Spray Jets, Engine Rebuilds, Short Blocks, Base Engines and other assorted warranty actions.

DSG Clutch Packs, Mechatronic Control Units, Service Campaign recall actions on the DSG, Heated Seat Elements, replacement tyres due to pulling left etc etc

http://revotechnik.com/support/technical/14tsi-twincharger-engine-issues

 

Then the New Skoda UK Brand Director was working in the VW Parts so knows the number of Skoda, VW, Seat & Audi engines imported 

into the UK.

The exact numbers as they are in the VW Group Accounts and Annual Reports along with the World Wide Numbers.

 

This really is why they do not want to be involved in defending a legal action taken against them and appear in a Civil Court in England & Wales, or in Scotland or Northern Ireland where the Volkswagen Group 

are going to be asked the exact Failure Rate among less than 2,900 2010-2014 Mk2 Fabia vRS and the 4,000 or so sister cars.

Independent Motor Engineering Experts Investigations and Evidence in a UK court would be made public and show just how the VW Group 

& Skoda UK as part of it have behaved.

ie making Owners jump through hoops, and even buying back cars and having owners sign confidentiality agreements to keep the settlements secret.

Threatening some with legal actions, and various unethical behaviour....  Problem is their reputation goes before them, so Defaming them is hardly going to be proven by them in court, which is why they threaten but are not going to go to court with an action. Well not yet!!

http://briskoda.net/forums/topic/353149-fabia-mk2-14tsi-replacement-engines-replaced-how-many

* Page 4, Post #108 has the part numbers for the new Oil Spray Jets and Breather pipes.*

Edited 27 November, 20169 yr by Offski

Has anyone actually tried taking legal action against Volkswagen?

It would be fascinating to have a look at any available court papers

Edited 27 November, 20169 yr by vxh26

Good summation George, more of these engines are also becoming second hand, the problem starts all over again for those that haven't been fixed, if you look at honestjohn website the vrs mk2 car has taken a slating, but yet they still selling. At Skoda they told me some instances the price had gone up for those that had been fixed. Although now they are deemed to risky and just go to auction

vxh26 / vxh 28 As you have been told often in the past people have raised legal actions against the VW Group in the UK and VW have reached agreements.

You can not see court papers when VW settle because they do not want to be in court defending the VW Group.

 

But then you know that do you not.

People do not sign confidentiality agreements without having reached a settlement.

 

Do your search engine stuff and you will find members on this forum that had buy backs by Skoda UK.

 

http://briskoda.net/forums/topic/292278-fabia-vrs-mark-2-oil-usage-and-dsg-problems

Such a pity that nobody went as far as going to court a Court in the UK with the Independent Engineers Reports that have been done, as it would have been nice to get a Court Ruling on it. 

The Polo GTI owner in Australia was beaten by the might of VW sadly, but then he did things differently from how some UK Owners have done tings.

Edited 27 November, 20169 yr by Offski