Cylinder Count and Camshaft Explained | Posts 32+

Hello Dieter!

If we can believe the helpful information from VAG, the needle lift sensor is located on the left rear side (when standing in front of the engine). This is the THIRD cylinder, counting from the left bank when viewed from the front. I'm now assuming that the same counting method applies to the right bank as well, starting from the front?
If the camshaft(s) are worn, it's going to be quite an expensive repair. I'm not entirely sure right now whether you should replace them all at the same time (if it's necessary). But the price for one is almost 174 euros...

What is the time required (or cost) for wave monitoring?

DENNIS

Hello,
So, my 6 fuel injectors were at Bosch (and I was there ) -> 3 and 6 were more or less scrap, and the other 4 weren't in great shape either -> 6 new ones (700€ ).
The running noise is noticeably more pleasant... now I just have to wait for VW's goodwill confirmation, and then the camshafts will probably be replaced by the local dealer.

'However, nothing has changed regarding the problem with my LMM (mass airflow sensor) values (the intake passages are clear, as mentioned above) -> the values increase up to about 2000 rpm to 800, then drop back down to 600 (you can even feel the drop in power during acceleration) -> could it possibly be the solenoid valve for the VTG (variable turbine geometry) adjustment? (a tip from a friend).'

Regards,
Dieter.

PS: Is there a specific goodwill regulation regarding the camshaft issue (in my case, I can see clear signs of wear everywhere after 112,000 km, and in the worst spot, almost 1mm is missing )?

Hello DHecker!

I don't think your boost pressure control or your lambda sensor is the problem.
If your camshafts are worn down as much as you describe, then the valves will hardly open at all.
Due to the significant throttling, the mass flow rate is considerably reduced, which is reflected in the mass flow meter readings.
Just wait until the camshafts are replaced. I bet that the engine power will then return to normal, and the mass airflow sensor (MAF) value will increase significantly.
If that's not the case, you can still continue troubleshooting in the areas of sensors and actuators.

Regards,
Alex.

Hello Alex,
I will definitely wait for the repair (let's see how long VW takes -> it seems like 3 weeks for the goodwill check and then 2 weeks until the appointment is scheduled ), but what's strange is the drop in the mass airflow sensor value and boost pressure when accelerating (at 2000 rpm).

13.52 498.5 1000 1326 100
13.96 533.8 1000 1428 100
14.4 600.5 1000 1550 100
14.84 651.6 1000 1693 100
15.28 726.1 1000 1867 100
15.72 816.4 1000 2071 100
16.16 612.3 1000 1795 100 <= approximately 2000 RPM
16.6 639.8 1000 1703 100
17.04 683 1000 1765 100
17.48 730.1 1000 1887 100
17.92 769.3 1000 2009 100
18.36 769.3 1000 2060 100
18.8 777.2 1000 2060 100
19.24 788.9 1000 2091 100
19.68 788.9 1000 2101 100
20.12 792.9 1000 2111 100
20.56 792.9 1000 2132 100
21 788.9 1000 2142 100
21.44 785 1000 2142 100
21.88 765.4 1000 2081 100

Regards,
Dieter.

Hello,
Since VW has not yet made a decision regarding the camshaft replacement (Audi offers 100% coverage up to 4 years/150,000 km, and I haven't even received a response after 4 weeks ), here's an update (after several test drives ):

Up to 1800 rpm, everything is fine with me, but then the boost pressure drops by 0.3 bar, the air mass decreases from 800 to 600, and the injection amount decreases due to the smoke limit... at 2100 rpm, everything stabilizes again, and the injection amount corresponds to the torque limit (TT5 / 340Nm up to >3500 rpm) -> after an intensive study of all the information (great page -> I had to read for a long time ), it actually seems that only the VTG adjustment is the problem (too slow/over-regulated -> boost pressure drops, air mass value decreases, which in turn causes the smoke limit/injection amount), right?

Regards,
Dieter.

PS: According to my VAG-Com/Bosch tester, my mass airflow sensor (MAF) target value is 860, while the target value table indicates a value of >750... which one is correct?

@ Dhecker

Hello, I'm experiencing the same problem with my AFB engine, which seems to have a problem with insufficient air mass, but a dyno test showed 155 horsepower. The mileage is 132,000 km. I'm also having the same issue with the boost pressure, which drops and then rises again, but I haven't found a solution yet. It's annoying during acceleration, this power loss...
I'm now considering shortening or lengthening the VTG bar slightly to modify the track geometry and see what happens next.

To everyone,

To read the idle speed control data, you MUST disconnect all consumers, otherwise you'll get inaccurate readings.

To the best of my knowledge, the NHG (presumably a specific component or system) is located on the second cylinder, which is why the idle speed control is always referenced to the second cylinder – the reference cylinder.

If I should be mistaken, please let me know.

"Thank you."

mserge wrote:

To the best of my knowledge, the NHG (presumably a specific component or system) is located on the second cylinder, which is why the idle speed control is always referenced to the second cylinder – it serves as the reference cylinder. If I should be mistaken, please let me know.

Alert! There's someone sitting in my assigned seat (AKN) in row 3, and I have no idea why the person in seat 2 is listed as the reference.

@DHecker:

How did it go with your camshafts? Did the company cover it under warranty?

Not for me .

@mserge

They wanted to decide on a goodwill gesture after discussing it with me, but I preferred to buy the parts myself at a discounted price } and have them installed by acquaintances.
'Except for the lack of maximum speed and the too-low mass airflow values, it's running perfectly again... I'll probably install an LDA (Linear Density Amplifier) or, just in case, replace the pressure sensor.'

The problem was the boost pressure sensor... that part has been replaced, and the MAF sensor values are now OK (previously 760, now 860). It's reaching its maximum speed again, and the hesitation during acceleration is also gone .

@mserge

They wanted to decide on a goodwill gesture after discussing it with me, but I preferred to buy the parts myself at a discounted price and have them installed by acquaintances.
Except for the missing top speed and the too-low LMM (lambda measurement module) values, it's now running perfectly again... I'll probably install an LDA (lean direct injection) or, just in case, replace the pressure sensor. }

Thank you for the feedback regarding the boost pressure sensor...
I think the problem is more pronounced in the summer than in the winter. Right now, it's running like a one-cylinder engine, and I haven't changed anything. It now has 160,000 km on it, and I need to replace the center joint of the driveshaft. I didn't notice the faulty component, and now the joint is completely ruined.