1 oder 4 PDe´s tauschen ? | Posts 16+

Good luck with that! Also, try to attract some Lupo drivers; they only need 3 [of something].

Hello.

I also have a TDI engine, but it's a 4M. Is there a way to determine which common rail injectors are installed using diagnostic tools? It was manufactured in January/February of 2002. I also experience quite strong vibrations in the car, usually between 2000 and 3000 RPM, and maybe it's related to the common rail injectors.

Sure, here is the translation of the text from German to English:

"MFG" stands for "Mit freundlichen Grüßen," which translates to "Sincerely" or "Best regards" in English. It is a common way to end a formal letter or email.

By diagnosis, it won't work; the only solution is to remove the valve cover .

Hi,

pa-mm6 wrote:

Hello. I also have a TDI engine, but it's a 4M. Is there a way to determine which common rail injectors are installed using diagnostic tools? It was manufactured in January/February [year]. I also experience quite strong vibrations in the car, usually between 2000 and 3000 RPM, and maybe it's related to the injectors. Best regards

.
"Spontaneously, what comes to mind is:" or "Immediately, I think of:"
- Your engine's torque is a bit high, and the dual-mass flywheel is struggling with it. If that's the case, I could reduce the fuel injection amount in the "rough" running range, which might help. Of course, if the dual-mass flywheel is already damaged, there's not much I can do about that; unfortunately, that sometimes happens.
- Are the engine mounts still in good condition? Is the engine stable and not moving around excessively in the engine bay?
- The constant velocity joint (CV joint) may be failing if the rumbling noise always occurs in the same gear at the same speed. Check the CV joint boots for any signs of damage or leakage.
-PD elements: Check the idle speed control. If it's working correctly, I wouldn't do anything there for now.

Best regards, Rainer.

Hello everyone,

bin ebenfalls ARL Fahrer, Bj 01, km 136t, AGR defekt. Ich habe dieses oft zitierte Vibrieren im Leerlauf und bei ca 1400U/min (ausgekuppelt) tritt es ebenfalls deutlich in den Vordergrund. MWB 13 ergab, dass das PDE des 2.Zylinder (über ) ausreist. Dieselfilter und "Knackfrosch" sind gewechselt. Luftfilter neu. Heute habe ich die Steuerzeiten der PDE und die Vorspannung anhand Ulfs Fachartikel eingestellt. Die Früh-Einstellung der NW, bei der das Absteckwerkzeug gerade noch in den Zylinderkopf passt, ergab einen deutlich Mehrbiß im oberen Drehzahlbereich, also wie erwartet. Nun stellte ich jedoch fest, dass der Sync Winkel bei -6 und damit außerhalb der Toleranz (-3...+3) liegt. Also NW nochmals korrigiert und Sync jetzt bei -3,3 bis -4 (tempabhängig). Sind durch eine Abweichung des Sync Winkel(-6 s.o.) Schäden an der Hardware zu erwarten oder sollte ich die jetzige Einstellung lieber belassen (der Mehrbiß ist immernoch vorhanden)? Die Vorspannung habe ich mit den besagten 225° eingestellt. Sollte ich diese ebenfalls korrigieren (auf 180°)?Kann man Außreiser einzelner PDE mechanisch durch Ändern der Vorspannung nur an dem entsprechenden PDE ausgleichen(indem man z.B. nur 160° herausdreht bei pos. Außreisern und bei neg. Außre(Please specify the corresponding temperature, e.g., 245°F?)

Best regards, Poldi.

Poldi R. wrote:

The early ignition timing of the NW, where the setting tool barely fits into the cylinder head, resulted in a noticeably greater advance at higher RPMs, as expected. However, I then discovered that the synchronization angle was -6, which is outside the tolerance range (-3...+3). Therefore, I adjusted the NW again, and the synchronization is now between -3.3 and -4 (temperature-dependent).

Aaah (although slightly off-topic): a specific observation that the sync angle seems to be a measure of the correct northwest alignment -> thank you .

Quote:

Are hardware damages to be expected due to a deviation in the sync angle (-6, see above), or should I rather keep the current setting (the overbite is still present)?

The further the valve timing is adjusted (NW), the more the constructive safety margin between the piston and valve travel is reduced, until they eventually come into contact.
I have no idea when this will happen, but I think it's never wrong to slightly reduce something from its already tested maximum level (where things might have barely worked out).

Quote:

Is it possible to mechanically compensate for individual pressure drop variations by adjusting the preload only on the corresponding pressure differential element (e.g., by turning it out by only 160° for positive pressure drops and, conversely, by 245° for negative pressure drops)?

I've tried that before, but without any clear success.

Hello Ulf,

Yes. I suspect that the sync angle is measured based on the two small protrusions (double hall sensor markings). If the tip of the 4Z marking points exactly to the center of both (with the crankshaft aligned to TDC and thus the timing belt correctly installed), the sync angle is 0°. When adjusting the camshaft to be earlier according to your method, both markings shift automatically. That means the upper marking is now closer to the 4Z tip, and VAG-COM shows a correspondingly smaller sync angle (in the negative range). Conversely, when adjusting to be later, the situation is exactly reversed.

Best regards, Poldi.

ulf wrote:

... Aaah (although slightly off-topic): a specific observation that the sync angle seems to be a measure of the correct northwest alignment -> thank you . ...

Unfortunately not!