Re: Identifying Donors | Posts 32+

Bertil wrote:

I can tell you this by heart: ~5Ohm

Hi Bertil

that is then the (common) inductive source.

It is possible that your control panel is a bit stiff - this could then cause slight fluctuations in the control.

Have you ever removed the pump cover and manually moved the control panel to see if anything was sticking?
Approximately the measuring ring on the round magnetic plates . . . ?

Hi Ulf,

I haven't dared to do that yet. I believe the problem with the difficult control panel is likely there too.
What should I be aware of when removing the lid (presumably just the top one)? The Bosch service had replaced both lids (including... (Quantity-based system) removed.

Just to reiterate: My engine doesn't stumble when accelerating, but only up to around 2000 RPM under light load. Once I give it full throttle, the problem disappears. Even with consistent driving (with GRA) at 50 km/h on a straight road, there is still some jolting.

Hi Bertil

Quote:

What should I be aware of when removing the lid (presumably just the top one)? The Bosch service had replaced both lids (including... (Quantity-based system) removed.

Not too much: get a suitable tool for the {3-sided screw} or build one, and first loosen all the screws by only about 1/4 turn (so that the lid doesn't bend due to the pressure of the sealing ring). When contracting, it is reversed accordingly.

If you want to avoid spilling diesel, before removing the cap:

1. Disconnect the leak line to the pump at the nozzle and use a large syringe to pump it in until it starts bubbling in the tank.

2. Detach the return hose from the filter and seal the pump side.

3. Resolve the initial flow at the filter and hold it in a container.

4. Use the pump to re-pressurize the pipe line. This forces the fuel (painfully slowly) out of the intake.

5. If approximately 50 ml are in the collection container, reassemble the hoses. Then you can remove the pump cap without making a mess.

I'm about to start a new thread about another theory of rumbling. Please also check everything else for compliance with the RWG.

Hello, Dieserschrauber,

So, when it comes to adjusting the fuel mixture in a diesel engine, I've had some difficulties.

Normally, a diesel engine always works with a high air-fuel ratio, otherwise we would see a lot of smoke. Additionally, increasing the injection volume will increase engine power, or the engine speed will increase.

Therefore, a specific amount of fuel is also required for a given engine speed and power output. This includes a specific position of the fuel metering device, which can be read back as 'mg/stroke' using the VAG-COM. Since the quantity injectors are not finely tuned to the control units, a relatively large tolerance in the quantity specification can be expected, especially with low injection volumes.

What the 'Ruckelns' actually does in the case of the engine control unit (ECU) cannot be observed through the VAG-COM due to the excessively long measurement interval between readings. In my 1Z engine, I discovered a faulty fuel injector system because the idle fuel injection values were not constant. Specifically, the values during idle (between 0.8 and 6.0 mg/stroke) and at 1600-1950 1/min were also inconsistent.

Klaus

Dieselklaus wrote:

What the "Ruckelns" actually does in the case of the engine control unit (ECU) cannot be observed through the VAG-COM due to the excessively long time interval between measurements. ...

It's especially nice to revisit an old thread (over 2 years old!) and simply continue the conversation without introducing new topics.
In some recent posts about pump-induced steering, we have already made and clarified your observations.
Please read first and then post... Thank you


Incidentally, the thread is now so old that I no longer own the car (the 1Z) that was described.

[Translating...]Hallo erst mal an alle !

Nachdem ich nun sämtliche Berichte hier im Forum über das Ruckeln im Teillastbereich gelesen habe, möchte ich trotzdem noch eine Frage stellen, weil mich auch dieses leidige ruckeln betrifft.

Hier erstmal die Daten.
Golf 3 66kw Tdi Motor 1Z 340.000 km.

IMesswertblock 1 gemessen mit VAG-COM .

Leerlaufdrehzahl

schwankt zwischen 883 und 903 U/min

Einspritzmenge

schwank zwischen 3.6 mg/H und 4mg/H

Spannung Geber Regelschieberweg

1,44 V

Kühlmittel

76,2°C

Nachdem ich jetzt erstmal das Signal für die Geschwindigkeit vom Getrieb abgezogen habe, geht es jetzt erstmal ohne ruckeln, aber natürlich mit mehr Verbrauch.

Was meint Ihr, hilft da nur ein Pumpen wechsel oder gibt es noch eine andere Fehlerquelle die ich vorm ESP-Wechsel prüfen sollte.

Vielen Dank im voraus

Gruß FRank