Automotive Manual PDF

We are writing to inform you of an emissions recall on some 2004-2005 model year Volkswagen Golf, Jetta and New Beetle TDI engine vehicles. Our records show that you are the owner of one of these vehicles.
What Is The Problem?
The EGR cooler on affected vehicles has the potential to develop an internal leak. If this happens, the MIL light may come on, and the vehicle may exceed Federal and/or California emissions standards.
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We are pleased to confirm the initial marketing vehicle that each dealership will receive is currently in transit from the factory. We anticipate delivery of these vehicles to all dealerships beginning in late June within a minimum gap between individual dealer arrivals. These cars are configured to best showcase the vehicle, and will allow you to maximize test-drives and pre-sales opportunities. All vehicles are Highline 2.0 140HP TDI with automatic transmission in Reflex Silver Metallic on Anthracite Vienna leather. They are outfitted with ESP, Sirius Satellite Radio, and Rear Side Airbags.
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Based on the procedure published by Volkswagen, but modified for the “average” shadetree mechanic. Some special tools are required. Tools can be sourced from www.metalnerd.com, or genuine VW (and OEM suppliers) tools from www.zelenda.com, www.samstagsales.com, and other vendors of tools for VW vehicles.
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Condition
Coolant leaking from coolant reservoir bottle wiring connector contaminates the wiring harness. Contamination can result in various malfunctions of the instrument cluster.
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Overview of process
1. Mount Heating Unit
2. Run wiring harness into vehicle
3. Connect coolant hoses
4. Mount fuel pump and run fuel lines
5. Route wires inside vehicle and make final connections
6. Tap fuel via sending unit
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This page describes my aftermarket gauge install on my 2001 VW Golf TDI. It should directly apply to any Mk4 (99.5+) Golf or Jetta TDI and it should apply to the 98+ New Beetle TDIs. For other engines, wiring should be similar, but the installation of senders into the engine will be different. The intention of this page is to share information about my install and to help others who are considering an install. I tried to photograph everything important. Shoot me an email if you can think of a photo that you’d like to see that I haven’t included. In fact, any comments are welcome.
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I finally got around to doing my brake fluid change this weekend. All in all, the job was pretty easy. Removing the wheels and getting the jetta up on jack stands took a good portion of my time. I understand that this may not be necessary, but I wanted to poke around and inspect everything. I used a motive power bleeder to do the change. I confirmed dieseldorf’s findings that this can be done without putting fluid in the bleeder. I just used a turkey baster to remove as much of the old fluid as possible from the fluid reservoir, and then filled it with the new ATE blue fluid. My old fluid was amber.
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I’m human and make mistakes. If you spot one in this how to, tell me and I’ll fix it This was done on my 99.5 Jetta. Your car may be, and probably is different. If you do the mod and have any insights, tell me and I’ll add them. Also, if you blow up you car doing this, please don’t blame me.
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Please read the installation procedure listed below as it will save you time (and possibly parts) in the long run. After installation…enjoy! Caution! Be aware that E-PROM’s are static-sensitive devices, and so are the chips in your control unit. Avoid replacing chips in high static areas, and avoid touching the pins of any integrated circuit / E-PROM.

1. Open hood and remove the rubber seal laying on the top edge of the firewall. Remove the plastic raintray and locate the control unit. It is located on the driver’s side on Golf and Jetta 2 models, the passenger side on Passat and A3 models.
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This is a guide to cleaning the Mass Air Flow (MAF) sensor, infamously known to VW owners as a problem part. This problem seems to have become more widespread with the release of the Mk. IV platform, which is apparently due to a bad batch of sensors from the Bosch factory. Although most of the faulty MAFs have been weeded out after having failed on their owners, the more hardy MAFs often survive until just after the car’s warranty expires. In most cases the owner is left holding a bill for several hundred dollars for a new MAF and labor costs.
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