ATD Error Database: Troubleshooting & Solutions

Bertil drives an ATD...
The entire Skoda Fabia TDI fleet runs on ATD... (so do I).
Skoda Octavia 4x4 TDI driving ATD...
Looking for target values for ATD (Analog-to-Digital conversion) and possibly specific error codes for this device...
I "borrowed" the channels for the VAG-COM from a 1.4 TDI PD engine, taking them from a cheap car, because the control unit numbers were similar. However, the target values are completely different... (of course).
Does anyone have any documentation for this small engine? Does the EURO3 classification, as opposed to VW's EU4 classification, have any impact on the target values?
Stay cheerful.
OlBe
P.S.: I will also put the label file online...

olbetec wrote:

Bertil drives an ATD...

... No, I drive an AXR.
Essentially, the AXR is an ATD, but the AXR has EU4.
This is achieved through other PD elements, a different STG (likely referring to a control unit or system), and an AGR cooling system.

Quote:

Does anyone have any documentation for this small engine? Does the EURO3 classification, as opposed to the VW's EU4 classification, have any impact on the target values? Stay cheerful. OlBe P.S.: I will also put the label file online...

If you're referring to AU measurement values, I can tell you that those measurements involve house numbers. The turbidity value should not exceed 2.0 for all TDIs that I know of. Even my AXR engine (EU4 standard) adheres to this limit.

If you're referring to the pollutant levels for the standards, it's as follows:

Emission limits for pollutants in passenger car exhaust gases.
Exhaust emission standards.
Fuel type | HC | HC + NOx | CO | NOx | PM (all values in g/km)

Euro1 (introduced after January 1, 1992)
Otto - / 1.13 / 3.16 / - / -
Diesel - / 1.13 / 3.16 / - / 0.18

Euro2 (>1.1.1996)
Otto - / 0.5 / 2.2 / - / -
Diesel - / 0.7 / 1.0 / - / 0.08

Euro3 (>1.1.2000)
Otto 0.2 / - / 1.5 / 0.15 / -
Diesel - / 0.5 / 0.5 / 0.5 / 0.04

Euro4 (>1.1.2005)
Otto 0.1 / - / 1.0 / 0.08 / -
Diesel - / 0.3 / 0.5 / 0.25 / 0.025

D3 (>1.1.2000)
Otto 0.17 / - / 1.5 / 0.14 / -
Diesel - / 0.56 / 0.6 / 0.5 / 0.05

D4 (>1.1.2005)
Otto 0.08 / - / 0.7 / 0.07 / -
Diesel - / 0.3 / 0.5 / 0.25 / 0.025

Hi Bertil,
"Sorry for the typo (it helps to be able to read...). "
However, I meant the target values of the individual measurement blocks...
But the emission limits are also very interesting...
And the information about why those "stupid" Skodas adhere to different standards, even with otherwise identical machines, is also worth mentioning!!!
But why are the PD elements different, even with the same power output? Almost the same amount of fuel is injected at nearly the same injection timings. Can even higher injection pressures be achieved, resulting in finer (and therefore more easily inhaled soot particles... ), to meet the stricter regulations through more complete and cooler combustion?
The layman is amazed, the expert is surprised...
Keep searching!
OlBe
P.S.: What are the corresponding Bosch part numbers for each UIS (Universal Injection System)?

olbetec wrote:

... Sorry for the typo (it helps to be able to read...).

Forgiven ...

Quote:

However, I meant the target values of the individual measurement blocks...

... should be the same ...

Quote:

But the emission limits are also very interesting... And the information about why those "stupid" Skodas adhere to different standards, even with otherwise identical machines, is also worth mentioning!!!

... a simple explanation: corporate strategy!! Seat and Skoda are only getting the latest technology with a delay - it took a long time for the PD technology to be introduced at Skoda, after all.

Quote:

But why are the PD elements different with the same power output? Almost the same amount of fuel is injected at the same injection timings. Can even higher injection pressures be achieved, resulting in finer (and therefore more easily inhaled soot particles... ), to meet the higher emission standards through more complete and cooler combustion?

According to my information, the nozzle geometry has been changed.

For information on emission values, I recommend the following publication from the KBAs.
http://www.kba.de/Stabsstelle/Presseservice/Pressemitteilungen/pressemitteilungen2002/emi.htm
http://www.kba.de/Abt3_neu/KraftfahrzeugStatistiken/Verzeichnisse/Emiss_2002_int1.pdf

Quote:

P.S.: What are the respective Bosch part numbers for each UIS?

... ouch, you got me on my left foot... I have no idea.

Hi,
if the AXR with AGR cooling has the same target values (I, for example, can't quite imagine this with the MAF signal, as the cooler exhaust gas recirculation flow has a higher density, so the MAF should show a slightly higher value under partial load/idle), where did you get the target values? I haven't found anything in the error database, or do I have tomatoes on my eyes again?
Keep searching!
OlBe.

olbetec wrote:

Hi, if the AXR with AGR cooling has the same target values (I, for example, can't quite imagine this with the MAF signal, as the cooler exhaust gas recirculation flow has a higher density, so the MAF should show a slightly higher value under partial load/idle), where did you get the target values? I haven't found anything in the error database, or do I have tomatoes on my eyes again? Keep searching! OlBe

Hi,

"No, there's nothing in the error database. I once had access to VAG documents, but I wasn't allowed to make copies."
I didn't think about the LMM signal correctly; it might be different.

Hooray!!!
Michael was very diligent and has entered the target values of the measurement blocks into the error database. I'm going to get started on processing them right away...
Please also indicate where the label file can be downloaded from.
Glad to hear it! / Happy to hear that! / Great!
OlBe.