VW Bora
The 1.9 TDI PD with 130 PS is the most powerful naturally aspirated diesel in the range and very popular with tuning enthusiasts. It shares all the ATD's weaknesses, but the higher torque (310 Nm) means wear on the camshaft, PD unit injectors, and dual-mass flywheel is significantly more pronounced. Chipping to 150–165 PS is common but massively increases the probability of failure.
PD Worries Dominate
The 130 hp PD TDI with ASZ code is regarded as a problem engine — camshaft issues and high consequential costs overshadow what should be a more dynamic driving experience.
Engine Weaknesses 7
In the ASZ, the camshaft drives four PD elements in a 310 Nm engine — the thermal and mechanical load exceeds the weaker variants. First wear signs possible from 70,000–80,000 km. Full replacement ~800–1,200 € in parts.
Symptoms: Clatter on cold start below 40°C oil temperature, rough running at high load, ticking that gets louder with operating time
Like all 1.9 TDI PD engines, the ASZ is an interference engine: a broken timing belt always means engine damage. Official intervals: 90,000 km up to model year 2004, then 120,000 km. Recommendation: replace every 90,000 km, including tensioner rollers and water pump.
Symptoms: Engine no longer starts, loud crack on snapping, no compression at all
The GT1749VA of the ASZ is particularly at risk in chipped vehicles (>140 hp). Infrequent oil changes and short trips lead to failure. Reconditioned exchange turbo: 400–800 € plus fitting. New VW unit: up to 1,500 €.
Symptoms: Power loss in the lower rev range, limp mode, whistling or howling noises, blue or black exhaust smoke
The four PD elements are actuated directly and mechanically by the cams, resulting in higher pressures than the 100 hp ATD. Wear, leaks or electrical faults cause individual cylinders to fail.
Symptoms: Hard rough running, black smoke, power drop, hesitation at part load and acceleration
The ASZ dual-mass flywheel suffers particularly from the high torque (310 Nm) and city driving. Broken or worn arc springs inside lead to failure. Replacement together with the clutch is recommended. Workshop costs 1,500–2,200 €.
Symptoms: Strong vibrations and rattling at idle, clatter in sync with engine speed, gear change problems, transmission shudder on pull-away
As with the ATD, EGR valve, throttle body and intake manifold become coked by soot particles. On the ASZ, swirl flaps are also affected. Cleaning is possible but time-consuming. EGR valve: approx. 120–350 € for the part, 150–300 € labour for cleaning.
Symptoms: Power loss, poor throttle response, increased consumption, engine warning light, black smoke on acceleration
Identical problem to the ATD: the combined fuel and vacuum pump no longer seals due to aged rubber. Diesel or oil escapes, the engine block area around the pump becomes wet. Seal kit repair possible for under 100 €.
Symptoms: Greasy, oily area at the cam cover/pump, diesel smell, slightly spongy brake pedal with severe vacuum loss
Vehicle Weaknesses 9
The 02K manual gearbox up to build date 07/2001 has undersized rivets in the differential cage. These shear off, enter the gears, and cause complete economic write-off of the gearbox.
Thermomechanical overload in the ABS control unit can interrupt the earth connection. ABS and ESP drop out. Affects Bora without ASR/ESP, production period around 2002. Software update as remedy.
Sills and wheel arch edges trap moisture and dirt. Rust starts invisibly from the inside and only becomes visible externally when well advanced. Particularly affects neglected examples.
On the Bora 1J, the door lock switch accidentally triggers all electric windows via the comfort opening function when the key is held in the outer handle. Faulty door locks can also prevent the door being opened from the outside.
On the Bora 1J the A/C compressor and magnetic clutch fail at high mileage. Ageing A/C hoses corrode from the inside; refrigerant escapes and the compressor sustains damage through lack of lubrication.
Faulty microswitches in door locks and handles trigger the alarm for no reason or cause interior lighting to behave incorrectly. Inexpensive wear part but difficult to locate.
Suspension springs — particularly at the rear — break at high mileage. Shock absorbers lose damping from 80,000–120,000 km. Anti-roll bar rubbers and wheel bearings are also typical wear points.
The rubber coating on the dashboard, inner door handles, and centre console becomes sticky after 6–10 years and peels off in strips. Only parts replacement permanently eliminates the problem.
Handbrake Bowden cables corrode at the guide sections and seize. Particularly on vehicles that frequently stand outside. Typical problem over 100,000 km.