Zuheizer Octavia 1.9 TDI ATD und Geräusche | Posts 16+

This is a fallacy. The EGR system only reduces local temperature peaks that occur during inhomogeneous combustion. However, the overall temperature level increases. With a cooled EGR system, the temperature level in the combustion chamber changes less, and the heat from the recirculated exhaust gas goes directly into the cooling water, which is also desirable in winter.

I have it too, see the signature; I've also tested it on 2.5L TDI engines.

christians wrote:

With a cooled EGR system, the level in the combustion chamber changes less, and the heat from the recirculated exhaust gas goes directly into the cooling water, which is also desirable in winter.

I don't see it that way. Why wouldn't a EURO 3 engine variant lack an EGR cooler, while the EURO 4 version has one?

christians wrote:

I have it, see the signature; I also tested it on 2.5L TDI engines.

Which one? V6 or R5?

Here's the translation:

"Simply put: Because Euro4 vehicles have stricter emission limits, these can only be met with cooled exhaust gas recirculation, as the temperature peaks mentioned are further suppressed."

matthiasTDI96 wrote:

simple: Because Euro4 vehicles have stricter emission limits, these can only be met with cold recirculated gas, as the mentioned temperature peaks are further capped.

You're right about what you're saying. But, as I said: my own practical experiences haven't shown me any differences. It probably also depends on the engine; some people don't care at all, while others really do have trouble warming up. ACV and ARL engines definitely don't experience this, and no one can tell me otherwise.

Okay, that's enough discussion for now, which is something I actually didn't want to start. I'm just not an environmentalist!

Both: AKN V6TDI VP44, AAT: R5 TDI, VP37.

Ibiza1986 wrote:

Just out of curiosity, what's causing the engines to be so loud right now?

Regarding the front-wheel drive version, I suspect it's due to the clutch-gearbox combination. The 228 single-mass flywheel (SMF) is likely contributing to the problem. The larger engines have a six-speed transmission with a larger SMF. Apparently, that setup isn't as prone to this issue.
Other engine mounts could also be the reason. Unfortunately, I don't have any information about what is used for the 4WD models in that area.
Then, last but not least, the exhaust system. A very popular component here is the vibration element. I think Dieselmartin can probably tell you a lot about that from his experience with the 1Z engine...

"Bertil is absolutely right; our ATD is a complete mess. My Leon ARL with a larger dual-mass flywheel is significantly more pleasant to drive. Nevertheless, I still find the Golf ALH the most enjoyable to drive because it lacks the knocking sound (PD technology) ".

TDI-GTI-4-Motion wrote:

matthiasTDI96 wrote: simply put: Because Euro4 vehicles have stricter emission limits, these can only be met with cold recirculated gas, because the mentioned temperature peaks are further capped. You're right about what you're saying. But, as I said: my own practical experiences haven't shown me any differences. It probably also depends on the engine; some people aren't interested in it at all, while others really do have a harder time warming up. The ACV and ARL engines definitely don't care about it, and no one can tell me otherwise.

Unfortunately, I cannot agree with that! With my car equipped with AGR (Active Grill Roller), it warms up faster than without it!

I used to manually activate the auxiliary heater (AH) in my first AHF Toledo by switching it on because the main engine cooling system (MSTG) was shutting off too early.

T3Surfer wrote:

Unfortunately, I CANNOT agree with that! With my engine WITH EGR, it warms up faster than without it!

What's the difference? Is it enormous, or rather insignificant?

The value of speech.

Okay,

I got some news, and today I was at a junkyard where I took the entire heating system from an A3 that had been in an accident, including all the wiring harness.

As I see it, this is actually quite simple. It goes from the relay box with a thick 6mm² cable to fuse 1 on the battery cover, which has a rating of 50A. I've completely removed that cable.

Okay, but now three power cables are running somewhere behind the water tank cover. I wasn't going to cut through everything, so I just clipped the wires off for now and will pin them out and replace them with longer cables at home.

Two thin wires, each with a cross-sectional area of 0.5 mm², go to the engine control unit; that much is clear. Another wire, with a cross-sectional area of 1.0 mm² and connected to both relays, goes to what is labeled as "power line 107," whatever "107" refers to.

Mir stellt sich nun die Frage, es ist der zweite Spulenkontakt - also kanns nur Plus (Kl. 15) oder Masse sein. Daher die Frage, was gibt das Motor-STG aus? Plus or minus?



Please refer to the attached diagram. The thin wires in green connect to the engine control unit (ECU), and the wire in yellow is the one I suspect connects to the ignition power supply.


And one last question for the experts: Does the GSK heating system need to be activated, or is it already active?

Ibiza1986 wrote:

... goes to the power path "107", whatever "107" is.

In the image below, each individual circuit path is also labeled. In your section from 19 to 28, if you turn a few pages further, you will find circuit path 107 (each column is linearly numbered with the number you've labeled as the "circuit path number"). In column 107, you will find exactly such a field that refers to this column 21 (which shows the reference to 107).

Then you'll know whether it connects to the positive or negative terminal.

"Another question: What is used to control the PTC? I always assumed that VW either uses glow plugs in the water circuit or PTCs. Since both have a high and low setting, and both are controlled by the engine management system (MSG), I thought they would use the same pins, meaning it could only be *either* *or*, but never both."

But so far, that's just been my assumption. I wasn't aware of any vehicle that had both features (e.g., Golf 3: only GSK, Passat 3C: only PTC, and even VW sometimes omits the latter if you have something else *grr*).

Regards,
Sure.

Here is the translation of the text from German to English:

"Guste" means "gust" in English. It can also be used as a verb, meaning "to gust."

Hi there,

"Finally, someone who explains how the wiring works, thank you very much. I finally understand it and found it right away. There's a brown connector inside the water tank; that's where it goes in. That makes sense. Earlier today, I only cut the cables near the water tank because I didn't want to disassemble the unit further in the cold, and just now I crimped on some new wires."



The above is a GSK heating system. Q7 refers to the three glow plugs, where one (the smaller one) uses J359 for low heating power, and the other uses J360 for high heating power.

I just completely removed the flange from an Audi A3 today, including all the wiring harness, so that it can be installed into the Škoda as a plug-and-play solution.

The thing about the PTC heater is just a vague guess; I'm not really sure if it actually has one – but warm air definitely comes out relatively quickly.


EDIT: I can't find a replacement part number for a PTC heater; I must have been mistaken.


"Then the above installation should be relatively straightforward to carry out, but I probably won't get around to it until next year because I want to replace at least the screws and the flange gasket, and I can't go to the parts store before my vacation."

Hello everyone!

guste100 wrote:

... Another question: What is used to activate the PTC? I always assumed that VW either uses glow plugs in the cooling circuit or PTCs. Since both have a high and low setting, and both are controlled by the engine control module (MSG), I assumed that they would use the same pins, meaning it's either _one_ _or_ the other, but never both at the same time. ...

I'm not entirely sure myself, but I also share Guste's opinion.
Here's the translation:

"Another reason against using a PTC heater and coolant-based heat exchangers simultaneously is that the generator load – even mechanically! – is very high when the PTC heater is active, which in turn means the engine has to be fueled with more fuel. Consequently, this also causes the system to warm up much faster."

Merry Christmas from Munich!

yes.

I definitely checked today, and it doesn't have a PTC heater. I'll look into installing one sometime when I have the time and energy.

However, this becomes more difficult with the Škoda, as the battery needs to be removed, along with the air filter and battery bracket, etc. All of these components were already missing from the damaged vehicle.


Greetings.