Since the repairs, maintenance, and improvements, I have driven approximately 8,000 km with the car and have noticed the following things:

• Fuel consumption is quite high, approx. 7-8 liters when running on gasoline and around 10 liters with LPG.
• When running on LPG, the car has better low-end torque, but it runs better at high speeds with gasoline.
• The gas tank gauge is completely unreliable.
• You can tell that nothing is insulated (driving noise).
• To make good progress, you have to drive in a “rev-oriented” manner.
• The brakes continue to work very well.
• The new oil in the engine and transmission is having an effect; the engine runs more smoothly and the transmission shifts more smoothly.
• The retrofitted hands-free solution is a real bonus; Google Maps together with Spotify is simply convenient.
• After initial skepticism about the necessity of a roof rack, it has now been used several times – not everything fits in the car
• The two-piece tailgate is one of the best features of this car; it makes you wonder why vans have one-piece tailgates at all

Consumption and performance

In summary, this is a really useful transporter. However, when heavily loaded, you increasingly notice the low engine power, and merging onto the highway requires full throttle and nerves of steel. It is becoming increasingly clear why the 1.9 TDI and 2.0 TDI engines are and have been by far the most popular engines in the VW Caddy – a turbo diesel pulls very differently in the lower rev range.

The car feels comfortable up to around 120-130 km/h, after which it struggles to make headway. Just about tolerable for a transport vehicle. The registered top speed can also be reached on LPG – but only with homesickness, beer trucks and, above all, downhill.

Initially, I wanted to retrofit a trailer coupling*, but today I’m glad I didn’t. Firstly, I own a powerful, four-wheel-drive turbo diesel towing vehicle, and secondly, it would have been torture for the Dacia, which still has its original clutch. When the air conditioning is running, you can clearly notice the difference in performance and increased fuel consumption. When switched on while idling, it even increases the idle speed, and the magnetic clutch causes a noticeable jolt through the drivetrain.

It’s still really good to be able to drive on either gasoline or LPG, or on both for really long ranges. Assuming average consumption of 9 liters per 100 km for LPG and 7.5 liters per 100 km for gasoline, you can travel ~460 kilometers on LPG and another ~650 kilometers on gasoline, which adds up to an impressive 1110 kilometers – in my experience, this is also roughly in line with reality. On the highway, consumption is of course even lower. At a good 100 km/h and over long distances, it is possible to cover 1200-1300 kilometers with both tanks.

Finally, here are a few photos showing the current state of affairs:

Addendum August 2025:

In the first round, the general inspection at TÜV Süd failed due to a narrowly failed ASU. It turned out that the rear silencer was not connected tightly to the rest of the exhaust as intended, causing gases to escape incorrectly and the target lambda value not to be reached.

After additional sealing (more welding), the sticker was then awarded on the second attempt and the Dacia now has TÜV approval until August 2027. It should be noted that, in addition to the general inspection every two years, this LPG vehicle also requires a gas inspection, which means that the general inspection costs almost €200.

Der Beitrag <h5>Dacia Logan MCV LPG #4: </h5><h3><b>Experiences and conclusion</b></h3> erschien zuerst auf flohs blog.

After the car came back from the repair shop a few days later with a rather hefty bill, and the brakes were working again and the air conditioning was blowing cool air again, I first went in search of a second set of original rims or, better yet, complete wheels with winter or all-season tires. What is needed:

• Bolt circle 4 x 100
• 185/65 R15 88T
• 5.5 J x 15 ET 43.0

After a quick search, I found what I was looking for less than 20 km away in the classified ads: a complete set of slightly older but well-profiled Yokohama all-season tires on original steel rims from exactly this Dacia model. The price was low (€120), so the deal was quickly closed.

I deflated the tires, masked everything off neatly, and, after lightly sanding the rims, painted them with several coats of “rim silver” acrylic paint from a spray can. I did the same with the summer tires on the car, so I now have two sets of freshly painted complete wheels, one with summer tires and one with all-season tires. The long-term plan is to wear out the summer tires and replace them with all-season tires as soon as the other all-season tires are also worn out.

The driver’s seat

Next, it got more difficult. I needed a replacement for the defective driver’s seat—but once again, classified ads were a huge help, albeit much further away (approx. 80 km). A driver’s seat was being offered there for a very reasonable €50, but unfortunately in a different fabric color. However, I wanted new seat covers anyway, so the color was acceptable at that price (the original seats were gray and made of fabric, the “new” ones are now black, made of fabric and imitation leather).

Clearing the maintenance backlog

To address all remaining maintenance issues, I researched what parts or tools were needed and ordered them from various online shops and on eBay.

After a few days, everything was ready, and I went through the list of defects piece by piece; everything was feasible.

Replacing the rear muffler would have been difficult without a lift, especially since it was welded on in addition to the usual clamps. I screwed a “diesel-look*” tailpipe onto it so that the rear apron would not melt any further – this now points downwards. I also cut out and deburred the melted area to make room for the tailpipe.

I ordered the worn-out central locking motors for the four doors directly from China on AliExpress*, as the price difference compared to local dealers was quite significant and the components were probably the same. Replacing them was a cramped affair and took quite some time.

I changed the engine* and transmission oil* on the lift, naturally with a new oil filter* and new copper sealing rings. The original oil drain plug for the engine and transmission is the same type, a typical Renault 8 mm square*. A compression test and cylinder head endoscopy revealed no abnormalities; everything looks good. The spark plugs were also replaced, of course, as it was a good opportunity to do so.

The key was quickly converted to a very inexpensive new housing* and is now presentable and fully functional again.

⧉ Mannol

⧉ Bosch

⧉ Liqui Moly

⧉ Car1

⧉ Renault

⧉ Pilot Sport

Adjust valve clearance

Adjusting the valve clearance was convenient, as the valve cover gasket was being replaced anyway. To do this, you first have to remove the air filter box and air filter, and then bend the existing hoses and cables out of the way a little. This gives you access to the valve cover, which is secured with 8 screws and can be loosened with a standard 8 mm ratchet socket.

To adjust it, you need a feeler gauge with the appropriate thickness* and something to turn the crankshaft. The following dimensions should be observed when the engine is cold:

Intake (rear): 0.10 to 0.15 mm
Exhaust (front): 0.25 to 0.30 mm

I chose the steel version from Elring with part number 773.700* as the new valve cover gasket. Although this is slightly more expensive than the original coated paper/rubber version, it should be able to withstand significantly more (especially thermally).

⧉ Elring

Improvements?

Finally, everything that needed repairing and servicing had been taken care of, and now it was time to expand on what was already there. I added the following items:

• Menabo Sherman* aluminum roof rack
• Smartphone holder
• Hands-free control and charging option
• Black tinting on rear windows
• New seat covers
• New floor mats

⧉ Menabo

⧉ TOPK

⧉ Essager

Now everything is as desired, let’s move on to the conclusion.

Der Beitrag <h5>Dacia Logan MCV LPG #3: </h5><h3><b>Repairs, maintenance and improvements</b></h3> erschien zuerst auf flohs blog.

First of all, the exact engine and transmission data, including fill quantities and oil types:

• Four cylinders in line, 1.6 liter displacement, naturally aspirated
• 8 valves with overhead camshaft (OHC)
• 87 hp on gasoline with 128 Nm maximum torque, 82 hp on LPG
• Engine code K7M 710
• Multi-point injection (MPI)
• No hydraulic tappets, rocker arms must be adjusted manually
• Cast iron engine block, aluminum cylinder head
• Euro 4 emissions standard
• Engine oil: approx. 3.3 liters with 5W-40

• 5-speed manual transmission
• Type JH3
• Transmission oil: approx. 2.8 liters with 75W-80

At first glance, it looks very robust. Gray cast iron engines are proven to be very durable and can withstand a lot. The type of injection should also be unobtrusive; apart from false air due to leaky connections, there isn’t really much that can go wrong.

After reviewing all relevant parts, here are the defects:

• The spark plugs are worn out.
• So is the air filter.
• The engine oil must be ancient.
• The transmission oil is the factory fill, so it’s also old.
• The brake fluid is also very old.
• The air conditioning doesn’t work; no cooling capacity.
• Leaves and dirt come out of the ventilation system.
• The rear muffler is rusted through, the rest of the exhaust is rusty but still tight
• The engine rattles noticeably when warm, the valve clearance should be adjusted
• All brake parts are very rusty, the front discs are also cracked and the brake pads are worn due to age
• The handbrake just about holds on a slight incline
• The valve cover gasket is leaking
• The oil filler cap on the valve cover is broken off and barely holds
• All wiper blades are defective
• A fog light broke off its mount when it came into contact with something.
• The central locking motors in the doors are barely working, and in two doors they are not working at all.
• The rubber parts on the remote control are defective and prevent it from being operated.
• Due to the accident, the metal at the rear was deformed to such an extent that the lower part of the rear apron bent upwards and now the plastic of the apron is melting slightly due to the high exhaust gas temperatures
• A rubber strip at the bottom of the windshield is loose and constantly slips off the windshield
• Many screws are loose, including the door bolts
• The speedometer occasionally switches off while driving and then switches back on again at some point
• Some wires and cables are hanging loose in the engine compartment

Is that feasible?

After careful consideration, I decided to take the car and tackle the problem areas. It helps enormously that I am quite well equipped with tools and that my family has a private lifting platform that I can also use if necessary. The arguments in favor of this car were:

• LPG operation
• Spacious interior
• Air conditioning
• Almost no rust
• Timing belt was replaced not too long ago (critical)

The next step is to group the problems, which is quite simple:

• The entire brake system needs to be replaced, which in my opinion should be done by a repair shop. You shouldn’t skimp on safety. At the same time, it makes sense to have the air conditioning serviced, which is also something you can’t do yourself (at least a refill).
• I’ll take care of the rest myself as soon as the repair shop is done.

So next, it’s time to get started on implementation.

Der Beitrag <h5>Dacia Logan MCV LPG #2: </h5><h3><b>Condition</b></h3> erschien zuerst auf flohs blog.

After purchasing an electric car, the family had a Dacia Logan MCV “left over” for quite some time. In theory, this was a good thing, as we are currently renovating and remodeling our home—a transport vehicle could prove useful.
An initial overview:

• First owner
• EU re-import from Romania directly from the factory before this model was even available on the German market (first registration 07/2008)
• Therefore Phase I, i.e. pre-facelift (old logo)
• MCV, i.e. station wagon, type KS
• Paint color: Marine Bleu Uni – 61H (Renault color)
• 1.6-liter gasoline engine, factory-fitted with LandiRenzo LPG system
• Front-wheel drive
• Unventilated front disc brakes, rear drum brakes
• Relatively low mileage – approx. 132,000 km
• Has been unused for a long time, previously driven very little for years
• No repairs or maintenance since the first major service, except for those relevant to the TÜV (German technical inspection)
• Accident vehicle, declared a total loss by the insurance company
• TÜV valid until August 2025
  

My partner and I each own a car, so this would be the third, a “construction site car.” You have to weigh up carefully whether this makes sense, especially from a financial point of view, as second cars generally seem to be more expensive to insure, even with a low no-claims bonus class. In addition, such a car also incurs vehicle tax and needs to be serviced or repaired from time to time.

I would rate its technical condition as a 3-, and its visual condition as significantly lower—this Dacia has been used as a workhorse since its “birth” and has not received any maintenance, etc.

What are the advantages of this car?

• The two existing cars are a 2005 Audi A6 4F Avant turbodiesel with trailer coupling and a 2009 VW Polo 6R turbo gasoline engine, so a “Caddy-type” vehicle would be a useful addition to the fleet.
• The Dacia is powered by a robust four-cylinder Renault engine, originally developed for Renault vehicles in the 1990s.
• The LPG system is a big plus with today’s fuel prices.
• Any type of gasoline is fine, but of course it must be unleaded; Super E10 is no problem.
• Two parallel tanks, approx. 50 liters of gasoline plus approx. 42 liters of LPG (instead of a spare tire).
• The car already has numerous scratches, dents, and dings, so it won’t hurt as much if more are added, which is inevitable for a construction vehicle.
• Optional 7-seater, registered ex-factory.
• Laureate equipment variant, i.e., almost all the equipment available at the time, including air conditioning and central locking with remote control.
• The two-piece tailgate, which can be opened wider, is very convenient for loading things.
• The original radio has been replaced by one from JVC*, which does not offer hands-free calling but does have USB and AUX.
• A good set of complete summer wheels is mounted on the original steel rims.
• Of course, the purchase price is unbeatable in my case, namely $0.

What’s not so good?

• The unknown condition of many components.
• Fuel consumption is said to be quite high, especially when driving at speed.
• Possible rust—2008 was quite a few years ago, and the car was always parked outside.
• The additional financial burden (insurance, tax, MOT, repairs, etc.).
• A third parking space will be needed.
• Tow bar possible but difficult due to the LPG tank
• The driver’s seat is defective, the backrest no longer holds
• Engine performance “borderline”
• Exhaust must be leaking
• Misfires and dropouts in LPG mode
• No winter or all-season tires
• ABS available but no ESP
• Only driver and passenger airbags

Before a decision is made, the current situation should first be evaluated.

Der Beitrag <h5>Dacia Logan MCV LPG #1: </h5><h3><b>Unexpected motorized growth</b></h3> erschien zuerst auf flohs blog.