TT 225 - Trials & Tribulations (Pic heavy)
Discussion
Back at the end of May, I bagged myself a cheap little TT 225 that needed some love.
Picked it up with a suspected blown turbo and it also had a nasty cam chain rattle. So I started stripped the front end down ready to remove the engine and assess the damage. Safe to say the turbo has seem better days. It's more like a baby's rattle ?? I drained about a litre of engine oil from both intercoolers, which definitely shouldn't have been there.
I got it on the engine stand and started stripping it down
I'd decided not to use the head as I wasn't sure what damage the cam chain rattle would have caused. The pistons looked ok in the block so I got a replacement head from an AUQ engine (kindly donated by Superchickenn), as well as a replacement K04 turbo and started to build the engine back up after giving everything a good clean. The engine bay had a degrease and a jetwash. I even broke out an old tin of Gold Hammerite paint that came out, well, s
t 
Fitted a new clutch and took delivery of a shiny new 3" downpipe and decat.
Picked it up with a suspected blown turbo and it also had a nasty cam chain rattle. So I started stripped the front end down ready to remove the engine and assess the damage. Safe to say the turbo has seem better days. It's more like a baby's rattle ?? I drained about a litre of engine oil from both intercoolers, which definitely shouldn't have been there.
I got it on the engine stand and started stripping it down
I'd decided not to use the head as I wasn't sure what damage the cam chain rattle would have caused. The pistons looked ok in the block so I got a replacement head from an AUQ engine (kindly donated by Superchickenn), as well as a replacement K04 turbo and started to build the engine back up after giving everything a good clean. The engine bay had a degrease and a jetwash. I even broke out an old tin of Gold Hammerite paint that came out, well, s
t Fitted a new clutch and took delivery of a shiny new 3" downpipe and decat.
Edited by MikeDrop on Monday 21st December 16:28
I dropped the sump, oil pick and oil pump and gave it a good clean. These 1.8t engines are known for having blocked pick-up pipes which starve the turbo and head of oil and cause massive damage. Which is what I suspect happened to this engine. Root cause, dipstick tube breaking up and dropping into the sump, being picked up by oil pickup and blocking it. So simple, yet so efficiently devastating for the engine.
Now, here's a little foreshadowing, I didn't check the big end bearings
After a good clean, all reassembled.
I then focused on the lower arms and getting the polybushes fitted. Now, I had some left over from a Mk4 Golf and suspected they'd fit. The rears did, but the fronts didn't so some were ordered. The fronts are larger in diamater and come in a metal sleeve, which needs to be cut out.
Then is was back in with the engine, a quick wire up with some new plugs and to get her started. Success! Well, sort of. But not really. This is where the fun began!
Now, here's a little foreshadowing, I didn't check the big end bearings
After a good clean, all reassembled.
I then focused on the lower arms and getting the polybushes fitted. Now, I had some left over from a Mk4 Golf and suspected they'd fit. The rears did, but the fronts didn't so some were ordered. The fronts are larger in diamater and come in a metal sleeve, which needs to be cut out.
Then is was back in with the engine, a quick wire up with some new plugs and to get her started. Success! Well, sort of. But not really. This is where the fun began!
Edited by MikeDrop on Monday 21st December 16:29
The engine started up fine, ran smooth and idled lovely. But, when I gave it a rev, there it was. Old Rodney knock knock knockin' on heaven's door! Gutted. I dropped the sump and done what I should have done at the very beginning - check the big end bearings.
Sure enough, Cylinder 4 was knocking. It had spun a bearing.
So, I considered it a "practice" run and took the engine back out, and back on the stand to be tore down. I send the block off to an engine specialist to assess the damage. In short, it needed new rods and and a cylinder bore as they were shaped like rugby balls, apparently. This wasn't the route I was going to go down as it wasn't cost effective - not even by my standards of man maths.
My alternative plan was to use the AUQ block, that my replacement head came off. So we transported this in the most appropriate vehicle - a Seat Arosa and set about inspecting it.
All looked well with the bottom end, but when I set about removing the oil filter housing, I noticed a much bigger issue.
It was cracked! It looks like it had been run on pure water, frozen and cracked the block. The car that this came in, the seller had said it had a slight water leak from the pump and hence it had a new timing kit and water pump. I suspect the leak was, in fact, from this crack so the block was a write off.
So the hunt was on for Block number 3
Sure enough, Cylinder 4 was knocking. It had spun a bearing.
So, I considered it a "practice" run and took the engine back out, and back on the stand to be tore down. I send the block off to an engine specialist to assess the damage. In short, it needed new rods and and a cylinder bore as they were shaped like rugby balls, apparently. This wasn't the route I was going to go down as it wasn't cost effective - not even by my standards of man maths.
My alternative plan was to use the AUQ block, that my replacement head came off. So we transported this in the most appropriate vehicle - a Seat Arosa and set about inspecting it.
All looked well with the bottom end, but when I set about removing the oil filter housing, I noticed a much bigger issue.
It was cracked! It looks like it had been run on pure water, frozen and cracked the block. The car that this came in, the seller had said it had a slight water leak from the pump and hence it had a new timing kit and water pump. I suspect the leak was, in fact, from this crack so the block was a write off.
So the hunt was on for Block number 3
Edited by MikeDrop on Monday 21st December 16:29
With Block number 3 secured - this time an AGU bottom end (so 20mm wrist pins over the AUQ 19mm ones, but with higher compression than the original BAM engine), all looked well and I started to clean it up and gave it a couple of coats of black Hammerite.
Yet another head gasket and another set of head bolts secured. I reused the timing kit since it had done approx. 1000 revolutions. I replaced the flywheel with the flywheel from the AUQ block as the AGU had a 5 speed flywheel on it. Refitted the clutch, replaced the main seals, timed her up and she was good to go.
Who doesn't use their pallet to note down torque tightening specs?
Yet another head gasket and another set of head bolts secured. I reused the timing kit since it had done approx. 1000 revolutions. I replaced the flywheel with the flywheel from the AUQ block as the AGU had a 5 speed flywheel on it. Refitted the clutch, replaced the main seals, timed her up and she was good to go.
Who doesn't use their pallet to note down torque tightening specs?
Edited by MikeDrop on Monday 21st December 16:30
With all the ancillaries now fitted, gearbox back on and turbo, lines etc. fitted, it was ready go back into the car... again.
I also used this time to install new Bilstein front shocks and new Monroe OEM rear shocks, freshen up the lower arms with some Hammerite black, fit new track rod ends and ball joints also
I also used this time to install new Bilstein front shocks and new Monroe OEM rear shocks, freshen up the lower arms with some Hammerite black, fit new track rod ends and ball joints also
Edited by MikeDrop on Monday 21st December 16:31
I had the 18" alloys to be sent off for refurb in a Fiat Gold, and they looked superb.
It was back on its wheels and running great! IT was time for a wheel alignment so I didn't have crab down the road, following by a swift Haldex Service. Worryingly little haldex oil came out of the pump when drained. Nonetheless, it was replaced, along with the filter.
It was back on its wheels and running great! IT was time for a wheel alignment so I didn't have crab down the road, following by a swift Haldex Service. Worryingly little haldex oil came out of the pump when drained. Nonetheless, it was replaced, along with the filter.
Edited by MikeDrop on Monday 21st December 16:32
Some final niggles were sorted. The drivers side door window was intermittent. Tracked this down to an exposed cable in the door loom, a quick bullet connector fixed this.
I wrestled the ECU out of its anti-theft cage so I could send it off for a cheeky remap, that was easier said than done. Although the remap (done by JT Performance, Birmingham) was excellent!
I then set about trying to polish some life into the drivers side headlight. Didn't do too badly, but that sort of thing isn't my forte!
I wrestled the ECU out of its anti-theft cage so I could send it off for a cheeky remap, that was easier said than done. Although the remap (done by JT Performance, Birmingham) was excellent!
I then set about trying to polish some life into the drivers side headlight. Didn't do too badly, but that sort of thing isn't my forte!
After all that it was sitting pretty - but that's not the end of the story for my troubled Tittle.
For you see, whilst I was doing this work, I had applied to the DVLA for the logbook as the seller had lost it (I know). Note that I hadn't performed a HPI check on it upon buying either (I know, I know). So I couldn't really act surprised when the DVLA wrote to me to kindly inform me that it was, in fact, a Cat B write off, should not be on the road (despite me being able to insure it and Tax it via the new keepers slip) and therefore would not be able to issue me a logbook.
So, it was the end of the road for my TT pleasures. OR was it.
Stay tuned.
For you see, whilst I was doing this work, I had applied to the DVLA for the logbook as the seller had lost it (I know). Note that I hadn't performed a HPI check on it upon buying either (I know, I know). So I couldn't really act surprised when the DVLA wrote to me to kindly inform me that it was, in fact, a Cat B write off, should not be on the road (despite me being able to insure it and Tax it via the new keepers slip) and therefore would not be able to issue me a logbook.
So, it was the end of the road for my TT pleasures. OR was it.
Stay tuned.
MikeDrop said:
After all that it was sitting pretty - but that's not the end of the story for my troubled Tittle.
For you see, whilst I was doing this work, I had applied to the DVLA for the logbook as the seller had lost it (I know). Note that I hadn't performed a HPI check on it upon buying either (I know, I know). So I couldn't really act surprised when the DVLA wrote to me to kindly inform me that it was, in fact, a Cat B write off, should not be on the road (despite me being able to insure it and Tax it via the new keepers slip) and therefore would not be able to issue me a logbook.
So, it was the end of the road for my TT pleasures. OR was it.
Stay tuned.
This was the day I blew a boost pipe wasn't it For you see, whilst I was doing this work, I had applied to the DVLA for the logbook as the seller had lost it (I know). Note that I hadn't performed a HPI check on it upon buying either (I know, I know). So I couldn't really act surprised when the DVLA wrote to me to kindly inform me that it was, in fact, a Cat B write off, should not be on the road (despite me being able to insure it and Tax it via the new keepers slip) and therefore would not be able to issue me a logbook.
So, it was the end of the road for my TT pleasures. OR was it.
Stay tuned.
CornedBeef said:
That is probably the hardest car ownership tale I've read in a long time, all of that and then a Cat B! Christ. Neglect aside, the previous owner must have known and not said anything?
Yeah he must have. He didn't appear to be the most reputable character. It was a labour of love, that's for sure.
bangerhoarder said:
Nightmare! Sounds like this one really fought you!
Card like that, I tend to chop them in and try another one of the same. You’re far more hardcore!
Sometimes it's better the devil you know. Could have chopped it in for another one which could have been a bigger nail, or given me issues along the line. Card like that, I tend to chop them in and try another one of the same. You’re far more hardcore!
At least this way, I know work has been done and to a (relatively) good standard
So - I thought this would be the end of my TT Trials & Tribulations. I set about breaking the TT to recoup the money I'd put into it. Not difficult considering how little I'd spent, and how much parts were worth on within the VAG 1.8t community, especially with desirable K04 bits.
However. My TT days, it seemed, weren't over. I'd struck a deal with my cousin who owned an identical TT 225 in Moro Blue that he'd previously taken our Rotbox Rally 2019 to the Swiss Alps.
He'd spent a lot of time on the car previously, with a lot of new bits, some AP coilovers and some track oriented tyres. However, it had no interior. Just a single OMP bucket seat as he'd intended on bringing it on the Rotbox Rally 2020, back to the Swiss Alps and the Nurburgring.
So, a deal was done and I set about turning Tittie 2.0 into my daily. So first up was an interior swap. I wasn't bothered about the carpets, but I wanted the rear seats (my kids love going out in the car) and the passenger seat. I was undecided whether the keep the bucket, so I stuck with it for a while to see how I got on. In short, it was hateful as a daily. The seat is incredible, but it's high sided which makes getting in and out a chore - even for me who's 5ft and a fag paper and 10st carrying a sack of spuds.
Before the rear seats could go in, I decided to deal with the faulty fuel sender. On the TT, the tank is almost split into 2 to accommodate the prop shaft for the Quattro system. As such, it as 2 access points to the tank, each containing a pump and a sender. Both need to be replaced. Luckily, I knew someone who had some spare TT parts going
It's a tricky, hateful, never-heard-before swear-word-inducing job. Especially when it was half full of Super.
That done, I could refit the seats, the centre console, gearstick surround and gater, knee supports and glove box (yes, it was that stripped).
A common issue on this era and platform of car (Golf, A3, Octavia, TT, Leon etc.) is the clutch pedal failing. The slot that retained the white clip securing the master cylinder input, is held with a single tack weld. This fatigues, and snaps giving the symptom of a failed clutch slave/master cylinder (hence why you usually see cheap cars for sale with "clutch" issues).
The pedal had previously failed when my cousin owned it and he removed and repaired it with some more welds. However, the white clip had failed more recently, leaving a high clutch pedal with 029403 miles of travel. New clip purchased for a couple of quid, clutch pedal removed and clip replaced. Refitting the clutch was a worse job than the aforementioned fuel pump.
The car was running well at this point and all was well in the world of the Tittle. Until it wasn't. Again.
I'd recently fitted my remapped ECU to the car, which ran really well on my previous TT. However, around 10 miles into driving it with the map, something went pop in the engine. Many rattles ensued and it did not sound healthy. I managed to limp it the 10 miles home where it was switched off, and hasn't wanted to start since.
I suspected it was the Cam Chain tensioner - another weak point. So removed the rocker cover and there was evidence that the chain has been contacting the top of the rocker cover. New tensioner ordered and the old one stripped down.
New one fitted and timing checked - all bob on.
Still wouldn't fecking start!
So, that's the latest on it. I've bought myself a little boroscope to check down the plug holes in case there's been any valve-piston relationships going on. My only suspected issue is timing, based on the Crank Position sensor code it's throwing (I've replaced this with 2 known good ones so far).
My plans over Christmas is to diagnose the issue and potentially change the engine with the one from my previous TT. Labour of love eh!
However. My TT days, it seemed, weren't over. I'd struck a deal with my cousin who owned an identical TT 225 in Moro Blue that he'd previously taken our Rotbox Rally 2019 to the Swiss Alps.
He'd spent a lot of time on the car previously, with a lot of new bits, some AP coilovers and some track oriented tyres. However, it had no interior. Just a single OMP bucket seat as he'd intended on bringing it on the Rotbox Rally 2020, back to the Swiss Alps and the Nurburgring.
So, a deal was done and I set about turning Tittie 2.0 into my daily. So first up was an interior swap. I wasn't bothered about the carpets, but I wanted the rear seats (my kids love going out in the car) and the passenger seat. I was undecided whether the keep the bucket, so I stuck with it for a while to see how I got on. In short, it was hateful as a daily. The seat is incredible, but it's high sided which makes getting in and out a chore - even for me who's 5ft and a fag paper and 10st carrying a sack of spuds.
Before the rear seats could go in, I decided to deal with the faulty fuel sender. On the TT, the tank is almost split into 2 to accommodate the prop shaft for the Quattro system. As such, it as 2 access points to the tank, each containing a pump and a sender. Both need to be replaced. Luckily, I knew someone who had some spare TT parts going
It's a tricky, hateful, never-heard-before swear-word-inducing job. Especially when it was half full of Super.
That done, I could refit the seats, the centre console, gearstick surround and gater, knee supports and glove box (yes, it was that stripped).
A common issue on this era and platform of car (Golf, A3, Octavia, TT, Leon etc.) is the clutch pedal failing. The slot that retained the white clip securing the master cylinder input, is held with a single tack weld. This fatigues, and snaps giving the symptom of a failed clutch slave/master cylinder (hence why you usually see cheap cars for sale with "clutch" issues).
The pedal had previously failed when my cousin owned it and he removed and repaired it with some more welds. However, the white clip had failed more recently, leaving a high clutch pedal with 029403 miles of travel. New clip purchased for a couple of quid, clutch pedal removed and clip replaced. Refitting the clutch was a worse job than the aforementioned fuel pump.
The car was running well at this point and all was well in the world of the Tittle. Until it wasn't. Again.
I'd recently fitted my remapped ECU to the car, which ran really well on my previous TT. However, around 10 miles into driving it with the map, something went pop in the engine. Many rattles ensued and it did not sound healthy. I managed to limp it the 10 miles home where it was switched off, and hasn't wanted to start since.
I suspected it was the Cam Chain tensioner - another weak point. So removed the rocker cover and there was evidence that the chain has been contacting the top of the rocker cover. New tensioner ordered and the old one stripped down.
New one fitted and timing checked - all bob on.
Still wouldn't fecking start!
So, that's the latest on it. I've bought myself a little boroscope to check down the plug holes in case there's been any valve-piston relationships going on. My only suspected issue is timing, based on the Crank Position sensor code it's throwing (I've replaced this with 2 known good ones so far).
My plans over Christmas is to diagnose the issue and potentially change the engine with the one from my previous TT. Labour of love eh!
This feels like an even more torrid tale than my relationship with my 225 TT, I still love them but god they are a pain in the arse as they get older, get a good one and keep on top of it then I can still see the appeal.
You will end up with more of them, like ladies of a certain age start off with one cat and before you know it social services and a documentary team are in and there are over 100, you will be the local TT nutter with at least 14 of them
You will end up with more of them, like ladies of a certain age start off with one cat and before you know it social services and a documentary team are in and there are over 100, you will be the local TT nutter with at least 14 of them
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