Join Redhead cylinder head and engine technology in a two-parter. It's about the pitfalls of the first generation VW Bus T5 2.5 TDI. Engine code BPC similar to AXE or BNZ or AXD. The models we're presenting are from 2007 with 275,000 km and 190,000 km and another model with almost 200,000 km. The more they've run, the more critical and urgent stabilization and repair measures become. If you overdo certain moments of intervention, you risk extensive repairs. The buses themselves are great. Almost timeless and multifunctional like no other vehicle on the market. The value stability is an added bonus! The early T5s are experiencing a revival in the desire to own and use them. A quick trip to the lake with the family, a short vacation - brilliant, or a quick trip with the kids and grandma and grandpa to an event in one car - no problem. Honey - I'll just get us a new washing machine and 10 bags of cement? No problem, all of this without the character of a transporter. You are driving a car - almost unique! But luxury has its price! The engines can only be done properly or not at all. Half-hearted repair attempts with the smallest budget basically ensure that the downward spiral spins ever faster. Then the holiday trip becomes a nightmare! Not that we specialize in buses, but we have at least 5 models in the yard every week that are undergoing intensive treatment, or at least receiving considerable support and stabilization measures that you cannot get from the authorized dealer, nor are they interested in improving your bus. A very important topic in the cylinder head and injection area is VW's own design with the pump nozzle elements. Unlike other systems, the engine does not have a high-pressure pump, but each injection element (mechanically driven) generates its own high pressure. Here, high pressures and forces prevail in many ways. But these are precisely what cause high wear in the mechanics. Without countermeasures, first the cylinder head will die, then the whole engine, if the oil chamber is flooded with chips and fuel without you noticing. This ultimately leads to a major disaster. A new engine from VW? A quick €10,000 net - bare bones! Everything else comes on top! DPF, clutch, DMF, turbo, air conditioning, service, removal and installation, add-on parts, etc. The list is very, very long. The engine is very peculiar. Working on it is very unfriendly for mechanics. Quickly changing an alternator? Please forget that. It is important to know these engines before working on them. Incorrectly adjusted flank play in the spur gear drive leads either to noise and loss of power with long-term damage, or to total failure of the entire engine after just 100 km if it was too tight and the mechanic is not familiar with adjusting tooth flanks! PD elements are already the focus of the disturbances after 200,000 km. Special additives can, however, have a life-prolonging effect! We have already provided information on these topics, but will be taking up the subject again this year! Very important - we are an authorized dealer and supplier in Germany for these so-called PDE bridges. You can install these from us or purchase them - below the manufacturer's price! Water pumps in the oil chamber, torn manifold bolts, warped exhaust manifolds, cracks in the head, defective tandem and servo pumps, worn camshafts, hydraulic tappets and above all entire heads! Not unknown! Plasma nitrided cylinder surfaces. It's only good if they are intact! Heat and a lack of lubricant lead to an abrupt end! We touch on a few points in our video and please forgive us for the somewhat unfortunate choice of words when explaining the adjustment of the PDEs. The words chosen by Martin can be mechanically misunderstood. The element must not be pressed. The rocker arm can touch down and then it is adjusted back. Don't press it yet, it came across as misleading, but we left it in anyway. Whatever. We are now making a lot of these engines again! But don't think that if you buy a bus for 7000 euros, 2000 euros is enough to cover repairs! That could be the case - but it could also just be a down payment for materials and nothing more. Our engine check is complex, but it gives a clear overview of the condition of the engine. A master's look under the hood is not enough here. Anyone who works on this must have studied the engines from the inside in order to be able to assess them. It's that simple. No, you don't have to be afraid. Just don't be naive, as always in life! Greetings to the world! Your Redhead Team PDE Bridge: https://redhead-shop.de/p/original-pd... ---------- Homepage: https://www.redhead-zylinderkopftechn...​