Taxi Driver Online

Another 100 miles today, mainly City driving, Fuel £21.50 Just to let you know a friend with a 57 E7 commented that the doors on the new E7 are much lighter, he also commented on improving performance on the new E7 at a cost of a couple of quid extra a day, by using v-power deisel what with the higher octane level, he says in the long term the performance and durability of the engine is massivley improved, as i say i don't know much about the mechanics etc but do some of you share the guy's view

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Alway's been about Tightening the Grip!

I drive reasonably carefully and swap back to front regularly and always have done.

The mileage is correct.

And I won't get 100K out of them, because anything below 3mm on my cab gets scrapped, always has done, as they wear quicker the lower the tread.

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Kind regards,

Brummie Cabbie.

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V power diesel is the poodles noodles and massively increases your engines perfomance and decreses noise levels.

If you can get it. Most of the garages round here don't sell it anymore cos peeps stopped buying it when the price rocketed

It is being withdrawn, as it was scientifically found not to do anything, other than help clean out your wallet faster, this was in the news and on watchdog

It's French, it's Pug and it's a van with a car engine, buyer beware, the most robust type of WAV seems to be the VX/Nissan/Renault NX8/Movano/Primastar ones, most of the ppl I know have one of these 3 don't get a lot of issues, Pug/Citroen/Fiat is an entirely different ball game, I wouldn't touch with a barge pole myself, once bitten twice shy.

I have had the Renault Trafic Voyager NX8 since April 2010 in semi-auto.

I don't rate the semi-auto gearbox; it is OK/good above 10mph, but there are issues with it from stationary and in 1st gear, with occasional jerking and lurching. At times it's not very smooth at all until you are in 2nd gear and above.

I think the difference between mine and the Puegeot E7 is that the NX8 has the solid fly-wheel, where as the Peugeot E7 has the dual-mass flywheel, at least the manual E7 does, so I presume the semi-auto does too.

The dual-mass flywheel allows for any poor / juddering gear changes to be absorbed by the rotational movement of the two parts of the flywheel, whereas a solid flywheel does not have that ability.

But then if you have a clutch breakdown, a dual-mass flywheel apparently has to be changed at the same time, whereas a solid flywheel does not.

So the E7 will cost a lot more to fix than the NX8. Comfort v Cost I suppose.

_________________
Kind regards,

Brummie Cabbie.

Type a message, post your news,
Disagree with other members' views;
But please, do have some decorum,
When debating on the TDO Forum.

[/quote]I have had the Renault Trafic Voyager NX8 since April 2010 in semi-auto.

I don't rate the semi-auto gearbox; it is OK/good above 10mph, but there are issues with it from stationary and in 1st gear, with occasional jerking and lurching. At times it's not very smooth at all until you are in 2nd gear and above.

I think the difference between mine and the Puegeot E7 is that the NX8 has the solid fly-wheel, where as the Peugeot E7 has the dual-mass flywheel, at least the manual E7 does, so I presume the semi-auto does too.

The dual-mass flywheel allows for any poor / juddering gear changes to be absorbed by the rotational movement of the two parts of the flywheel, whereas a solid flywheel does not have that ability.


So the E7 will cost a lot more to fix than the NX8. Comfort v Cost I suppose.[/quote]

Does this affect the E7 Auto, pardon my lack of knowledge but im under the impression an Auto doesn't have a clutch or the same clutch system as a manual Trust me i have to Trust a good mechanic, so a little bluffing knowledge will be helpful

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Alway's been about Tightening the Grip!

Does it Justify the extra cost, there is v-power deisel a plenty in Edinburgh, im sure its around 5p a ltre extra, so for every 20 ltres it would only cost an extra £1, also what extra additives are there and the benefits to the engine, again apologies for the lack of knowledge

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Alway's been about Tightening the Grip!

This should sort it out. http://www.shell.co.uk/home/content/gbr ... pkg/about/

The new generation of semi-automatic gearboxes are not true automatics [true automatics are known as slush-boxes to petrol-heads] as we used to know them, although the drive is almost identical.

The way you can tell if it's a semi-auto box is that apart from the auto gearbox mode, you also have the option to use the gearstick [which in most cases isn't a gearstick, but a multi-position electronic switch] to change gears manually.

The gearbox is in fact a manual gearbox with the usual clutch, BUT the gears are changed by electonically operated robotics when in either the semi-auto mode or manual gearchange mode.

There is no clutch pedal and gerachanges in semi-auto mode are effected by speed sensors on wheels and drive shafts.

If the robotics become faulty repairs are very expensive.

The problem at the moment is that there are very few specialist garages that understand and know how to repair problems on these gearboxes. The only one I know of in the country is in Mansfield.

_________________
Kind regards,

Brummie Cabbie.

Type a message, post your news,
Disagree with other members' views;
But please, do have some decorum,
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That is DSG in a VW

Powershift in a Ford

And the VX name is Techshift

All basically two friction plates on a flywheel driven by a mechatronic brain unit, needs 40k services, gives almost manual mpg, doesn't pause between gears like an auto does, most problems with them are the mechatronic unit or the flywheel, other than that they are no more likely to break than an auto is.

An old-style clutch would have a friction plate which would normally wear out long before the flywheel, and would have to be changed, ie the normal clutch replacement. The flywheel would normally last the lifetime of the car.

With the dual-mass flywheel the positions are basically reversed, since the DMF normally fails before the friction plate.

But given the labour involved and the lower cost of the friction plate it's normally best to replace the friction plate at the same time as the DMF even if the friction plate isn't totally worn.

Of course, the other main problem with the DMF is that it costs a lot more than a normal clutch replacement, so it's a major expense that would have been in the past avoided by most owners.

A standard Vectra/Mondeo saloon taxi will probably need a DMF/clutch replacement by 100,000 miles or so, and a main dealer will charge well over a grand.

Not so sure about van-based cabs which may have a more durable set-up, but I think that's about it for the saloon cabs.

the running gear of most "SWB" vans are the same as many cars, i.e. the Tourneo shares most of its bits with Mondeos, Fiat+Citroen all do the same to keep costs down

BTW the standard DMF is usually a LUK item, if you need a DMF and can find one fit a Sachs planetary type, a far better item

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Of all the things ive lost, i miss my mind the most

Who's does the warranty work in Birmingham, Peugeot? Or has Cab Direct got their own premises?

Do Peugeot recognise the conversion part, or only the Expert section?