2008 Volkswagen Gti Base Hatchback 2-door 2.0l on 2040-cars
Howell, Michigan, United States
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It's time to part ways with my car. It's been a fun two + years, but I've picked up something new and am putting the GTI up for sale.
I am the 2nd owner, having purchased it as a CPO vehicle in March 2011. It had just over 30K miles then, and it now has 85,1XX. I'm still driving it on occasion, so the mileage may increase. The car has never been smoked in, and both the exterior and interior are in excellent condition, and don't reflect the mileage. Zero accidents, spotless CarFax. DSG Heated Seats Sirius Gorilla Gear tray/blocks OEM Monster Mats and OEM Summer Mats Engine Modifications: APR K04 APR HPFP AWE S3 Intercooler S3 Injectors 3" Catless Downpipe DriverGear Cat Back System with Magnaflow Tips Noise Pipe Delete BSH PCV Revamp Kit Revision D Diverter Valve ESC Dogbone Insert The K04 was installed last summer by HS Tuning in OH, at approx. 65,000 miles. Zero issues. Cam follower has been checked on a regular basis, and was replaced 5,000 miles ago, even though the one in the car looked great at 13,000 odd miles. Oil changes ever 5,000 miles. Only Motul or Castrol has been used. Other than myself, the only shops to touch the car were Steve's European Automotive in Waterford, MI, HS Tuning in OH, and Howard Cooper (now Germain) VW in Ann Arbor, MI. I have all service records. DSG Mechatronics unit was replaced under warranty at time of CPO inspection, and was serviced at around 58,000 miles. Intake cam was replaced under warranty. Suspension/Brake Modifications: Eibach ProKit Springs Koni SRT-T Shocks/Struts H&R 24mm Rear Sway Bar Hawk HPS Pads SS Lines ATE Super Blue Fluid Summer: Continental ContiSportContact 5 tires - 225/40/18 mounted on 18 x 8 Sparco Assetto Gara wheels - professionally painted Electric Blue Pearl. Tires were on one summer, all measure between 8/32 and 9/32 and include TPMS sensors. Springs/struts/rsb were installed at around 55,000 miles. Pads, lines and fluid were done at the same time as the K04 install. Misc. Modifications Euro Headlight Switch Clear Corner Markers Darcness Tails Open Fog Lamp grilles Lamin-X'd fogs Yellow FTP bulbs CF Hydrographics dash/door trim 35% tint all around Grille is professionally painted Candy White Mirror caps and grille lipstip were professionally painted Electric Blue Pearl I also have: OEM Grille/stripe OEM Mirror Caps Extra lugs and wheel locks OEM fog lamp grilles Assorted other bits n pieces *The P3 boost gauge as pictured is no longer installed. I had an offer to sell it and did so. The car now has an OEM vent installed.* There is a lien on the car, and if you pay in cash, the lien would be released the same business day. Other funds will require a 10 day waiting period per my credit union, before a lien release is issued. If you are from out of state and are flying in to Detroit Metropolitan Airport or another local airport, I will make every reasonable attempt to meet you at the airport and pick you up to take you to the car. |
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Auto Services in Michigan
Van Buren Motor Supply Inc ★★★★★
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Auto blog
The tumultuous history of the diesel engine
Tue, Oct 6 2015Volkswagen, diesel's most enthusiastic patron, deceived everyone about the amount of emissions its cars were putting out. We have covered this latest massive automotive scandal in great detail, and there are surely more fascinating revelations to come. It turns out that this is just the latest episode in the epic story of the controversy and intrigue surrounding the diesel engine, and its inventor. This is the story of the tumultuous birth and interesting evolution of the compression-ignition engine at the center of the VW scandal. Napoleon III Got Rudolf Diesel Deported Rudolf Diesel was born in Paris in 1858. His Bavarian parents had settled in France where his father, Theodor, was a leather goods manufacturer. When the French Parliament declared war on Prussia, kicking off the Franco-Prussian war, the Diesels fled to London. When he was 12, Rudolf went to live with his aunt and uncle in the Bavarian university town of Augsburg. It was his parents' hometown, and importantly, it's where Rudolf began studying at the Royal County Trade School. His time in Augsburg, graduating at the top of his class from trade school that laid the groundwork for all that was to come. Diesel Nearly Blew Himself Up An early career in refrigeration saw Diesel running R&D in Berlin for Linde, a company started by refrigeration pioneer Carl Von Linde, one of Diesel's professors. His ambition to branch out beyond refrigeration, and his deep understanding of thermodynamics, led to efficiency experiments with steam engines. Diesel was trying to create an engine that didn't waste heat from the combustion process, therefore getting the most work out of the fuel. Instead, he was nearly killed when an experimental ammonia vapor steam engine exploded. Recovery took many months, and during some of that time, he was no doubt planning his next experimental engine, based on the theoretical Carnot cycle. His Engine Was An Attempt To Stick It To The Man Steam engines were expensive to run and wasteful. Diesel thought the efficiency of his design would be a way for the small business to compete with the dominant industrial giants. It was, and it did, but big business is equally passionate about chasing efficiency. Diesel engines quickly proliferated in industries both grand and cottage. Rudolf Didn't Really Invent The Diesel As We Know It Instead, he improved an existing one to a significant degree. The Diesel engine could be considered an evolution of the "hot-bulb" engine.
The Volkswagen Group switches official language to English
Wed, Dec 14 2016The Volkswagen Group can't be fairly thought of as entirely German anymore, so the news that the company is switching its official language to English to help attract managers and executives is a rational, if surprising, decision. While many VW Group companies are still staidly German in character and culture, consider the other companies that it controls: Bentley (British), Bugatti (French), Ducati and Lamborghini (Italian), Skoda (Czech), Scania trucks (Swedish), and SEAT (Spanish). Not to mention the large Volkswagen Group of America operation, which constructs cars in Chattanooga, TN. Volkswagen's explicit motivation is to improve management recruitment – making sure the company isn't losing out on candidates for important positions because they can't speak German – and that's inherently sensible in a globalized economy. Particularly considering, like it or lump it, that English is the lingua franca of said global economy. It also should make it inherently easier to communicate between its world-wide subsidiaries and coordinate operations. It's hard to say for sure if this will have any impact on the consumer, although it's easy to see the benefits if, say, VW Group hires some American product planners or engineers and they push for features and designs that more closely suit American needs. After all, the US is a hugely important market for any manufacturer, and so the switch to English almost certainly has something to do with the outsized influence of the US in the global economy. And there doesn't seem to be a downside from a purely rational perspective, although it could mean that the Group's corporate culture becomes less German. Whether that's a good or a bad thing depends on your perspective. Related Video: Image Credit: Krisztian Bocsi/Bloomberg via Getty Images Plants/Manufacturing Audi Bentley Bugatti Porsche Volkswagen SEAT Skoda
VW fix would have cost $335 per vehicle
Wed, Sep 30 2015Since the Volkswagen diesel kerfuffle began, Bosch, the world's largest auto supplier, has been hooked up to a bullhorn trying to make sure everyone knows its side of the story. Bosch supplied VW with the engine management testing software, including delivery and metering modules, that VW then used to skirt emissions laws in the US. Bosch told VW in 2007 that it was illegal to use the software in cars it planned to sell yet VW did it anyway, according to reports coming out in German newspapers Bild am Sonntag and Frankfurter Allgemeine Zeitung. That first warning came two years after VW started developing the small-displacement diesel, around the time that the two men pushing its development, then-brand chief Wolfgang Bernhard and engineer Rudolf Krebs, were telling their superiors that the engine needed AdBlue urea injection to pass US emissions. VW cost controllers wouldn't approve the AdBlue solution because it would add 300 euros ($335 US) to the cost of the vehicle. Bernhard and Krebs left the same year that Bosch advised VW about the software, two years before the engine went into production. That's when things get cloudy. A report in Automotive News says that when Martin Winterkorn took over in 2007 as head of the VW Group and brand, he asked Ulrich Hackenberg and Wolfgang Hatz to keep working on the engine, and "[the] engine then ended up in VW Group diesels" with that problematic software still intact. No one has yet pointed any fingers at this latter chain of command, but like a game of Clue, right now they're the professors in the library holding the candlesticks. Warnings didn't only come from the supplier: Frankfurter says VW's initial investigation has found that an engineer issued the same caution to the company in 2011. Neither Bosch nor VW would comment on the reports.







