Ansteuerdauer + Kalibrierdrücke, euere Werte sind gefragt | Posts 32+

2013 Passat B7 Variant.
CFGB 2.0 TDI-CR 125kW
122,000 km
Abnormalities: None.
Diesel update: No.

Passat B7 Variant, first registration: 02/2011.
Abnormalities: none so far.
Mileage: 171,600 km
Replaced EGR valve at 150,000 km.
Diesel update: No.

The topic of "ms" and "µs" was briefly mentioned earlier. It's likely that both refer to microseconds, but with older engine types, the character set used when creating the program might not have recognized the "µ" symbol in the computer (or in the programmer itself). Americans sometimes also like to write "ms" for microseconds.
Since the injection durations and intervals are also in the range of 100 µs, correction values in the µs range are the only ones that make sense.
hg
Herbert.

Herbert wrote:

Americans sometimes also like to write "ms" for microseconds.

"m for micro" is not a term that I am familiar with, either in English-speaking or German-speaking contexts.

If special characters are not supported, I recognize "u" as a synonym for "µ".

Greetings.
Guste.

Everyone has their own observations.
We agree that milliseconds don't make sense, right?
The values describe the correction of the duration of the pilot or pre-injection times (see also some Bosch patents) at various rail pressures, and these are on the order of 100 µs (at least in the CJCD system). The intention is to compensate for the aging of the injectors, in addition to the IMA values.
But you already know that.
Sure, here's the translation:

"Best regards."
Herbert.

Hello,

Are there any findings yet regarding the evaluation?

I've also read out some values now.

Engine: CFHF
Mileage: 67600
Diesel update: YES.
Problems: No.
Feature: Primarily short-distance routes.

"In the notation x/y, x represents injector x, and y represents the rail pressure calibration time, with VCDS providing these values in microseconds."

Code:

1/1 -26,15 1/2 -14,80 1/3 -15,10 2/1 -38,90 2/2 -15,35 2/3 -18,30 3/1 -41,65 3/2 -19.35 3/3 -15,95 4/1 -33.55 4/2 -12,15 4/3 -18,55

The values seem more negative than most of the ones that have been posted so far, but there weren't many engines from the second CR generation included in the comparison.

Here are the idle injection volume deviations, in mg/cycle, for reference:

Code:

-0,15 0,07 0,09 0,00

Rainer once wrote: "Values below 2 mg/H are good"... which is certainly more than fulfilled here.

Best regards,

Jan.

A4 8K, CJCD 150 hp, approximately 115,000 km.

Injector 1:
- Rail pressure calibration point 1: -27.30 µs
- Rail pressure calibration point 2: -12.95 µs
- Rail pressure calibration point 3 - 8.95 µs
Injector 2:
- Rail pressure calibration point 1: -20.35 µs
- Rail pressure calibration point 2 - 9.55 µs
- Rail pressure calibration point 3 - 6.00 µs
Injector 3:
- Rail pressure calibration point 1: -16.90 µs
- Rail pressure calibration point 2 - 9.85 µs
- Rail pressure calibration point 3: -11.30 µs
Injector 4:
- Rail pressure calibration point 1 + 7.35 µs
- Rail pressure calibration point 2: -20.20 µs
- Rail pressure calibration point 3: -20.60 µs.

No other abnormalities noted.
The values for 48,000 km are on page 1, in post 6.

hg
Herbert.

[Translating...]

Nach Zurücksetzen der Werte von Injektor 3 und Injektor 4 wie in https://community.dieselschrauber.org/en/viewtopic.php?t=30733 beschrieben und etwa 400 km Fahrt sind die Werte für meinen A4 8K, CJCD jetzt

Injektor 1:
- Raildruckkalibrierpunkt 1 - 18,75 µs
- Raildruckkalibrierpunkt 2 - 11,55 µs
- Raildruckkalibrierpunkt 3 - 5,85 µs
Injektor 2:
- Raildruckkalibrierpunkt 1 - 26,15 µs
- Raildruckkalibrierpunkt 2 - 10,15 µs
- Raildruckkalibrierpunkt 3 - 6,00 µs
Injektor 3:
- Raildruckkalibrierpunkt 1 - 00,00 µs
- Raildruckkalibrierpunkt 2 - 3,90 µs
- Raildruckkalibrierpunkt 3 + 0,45 µs
Injektor 4:
- Raildruckkalibrierpunkt 1 + 11,45 µs
- Raildruckkalibrierpunkt 2 - 1,90 µs
- Raildruckkalibrierpunkt 3 - 12,40 µs

Die Werte für 3 und 4 nehmen stufenweise zu, der für 3 sehr langsam.

hg
Herbert

Hello everyone,

Here are the values from my 2012 A6 3.0 (4G) with 245 hp, engine code CDUC, and a mileage of 275,000 km.

"For approximately 10,000 kilometers, I have been using about 200-300 ml of 2-stroke oil mixed with the fuel per tank."

The engine is running, but it has a jerky acceleration at full throttle, and noticeably less power in that range.
The engine starts perfectly and it doesn't smoke.


Here are the values in microseconds:

Injector 1 Rail pressure calibration point: -7.70.
Ink injector 1, rail pressure calibration point: -15.40.
Ink injector 1, rail pressure calibration point: -21.25.

Injector 2, rail pressure calibration point: -1.95.
Injector 2, rail pressure calibration point: -11.95.
Injector 2, rail pressure calibration point: -15.50.

Injector 3, rail pressure calibration point: -1.05.
Injector 3, rail pressure calibration point: -10.10.
Injector 3, rail pressure calibration point: -13.50.

Injector 4, rail pressure calibration point: -15.35.
Injector 4, rail pressure calibration point: -20.80.
Injector 4, rail pressure calibration point: -25.95.

Injector 5, rail pressure calibration point: -2.20.
Injector 5, rail pressure calibration point: -12.30.
Injector 5, rail pressure calibration point: -21.90.

Injector 6, rail pressure calibration point 1: 3.95.
Injector 6, rail pressure calibration point: -10.70.
Injector 6, rail pressure calibration point: -10.55.

Hello everyone,
I hope you had a HAPPY EASTER .

Here are the values from my current 3.0 A6 (4G) 320PS BiTDI from 2018, with engine code CVUC and a mileage of 71,000 km.

Below, I have also included the values for the fuel injection quantity deviation.

I would be very grateful for an assessment of the values mentioned.
If this is not appropriate for this thread, please let me know via private message.

You often read that "higher" values in the positive range indicate the presence of carbon deposits.
However, I can't find anywhere that specifies exactly what would constitute a "larger" value in the positive range.
Do you perhaps have any information for me on that?


Here are the values for the rail pressure calibration points in microseconds:

Injector 1, Rail Pressure Calibration Point 1: 32.30.
Injector 1, Rail Pressure Calibration Point 2: 5.05
Injector 1, rail pressure calibration point 3: 21.40.

Injector 2, rail pressure calibration point 1: 20.30
Injector 2, Rail Pressure Calibration Point 2: 11.35.
Injector 2, Rail Pressure Calibration Point 3: 25.80.

Injector 3, rail pressure calibration point 1: 17.25.
Injector 3, rail pressure calibration point 2: 9.75.
Injector 3, Rail Pressure Calibration Point 3: 25.30.

Injector 4, Rail Pressure Calibration Point 1: 10.55.
Injector 4, rail pressure calibration point: -0.55.
Injector 4, rail pressure calibration point 3: 18.20.

Injector 5, rail pressure calibration point 1: 3.50.
Injector 5, rail pressure calibration point 2: 6.10.
Injector 5, rail pressure calibration point 3: 24.75.

Injector 6, rail pressure calibration point 1: 14.00.
Injector 6, rail pressure calibration point 2: 8.50.
Injector 6, rail pressure calibration point 3: 28.00.



The fuel injection quantity deviation in mg is as follows:
Cylinder 1: -0.29
Cylinder 2: +0.50
Cylinder 3: -0.09
Cylinder 4: -0.14
Cylinder 5: +0.13
Cylinder 6: -0.08

Best regards,
Wool.

A4 8K, CJCD 150 hp, currently at approximately 140,000 km.

Injector 1:
- Rail pressure calibration point 1: -30.75 µs
- Rail pressure calibration point 2: -11.05 µs
- Rail pressure calibration point: 3 -6.75 µs

Injector 2:
- Rail pressure calibration point 1: -10.85 µs
- Rail pressure calibration point: -9.20 µs.
- Rail pressure calibration point: 3 -5.55 µs

Injector 3:
- Rail pressure calibration point 1: -22.90 µs
- Rail pressure calibration point: 2, -8.15 µs.
- Rail pressure calibration point: 3 -7.65 µs

Injector 4:
- Rail pressure calibration point 1 - 6.20 µs
- Rail pressure calibration point: -18.05 µs.
- Rail pressure calibration point: 3, -21.25 µs.


No other abnormalities noted.
hg
Herbert.

Hi,
Is there any Technical Service Bulletin (TSB) available on this topic yet? My last search on Audi/Erwin, specifically for my A4, didn't yield any results. Perhaps there's one available for V6 TDI engines or other models.
hg
Herbert.

Hello everyone,

Here are the values for my Octavia 5E5 4x4 CKFC.
Series 150 hp/236 lb-ft of torque, chip tuning to 181 hp/294 lb-ft of torque. 191,000 km (approximately 118,640 miles). Some slight hesitation/jerking in the low load range, below 1500 RPM. Unfortunately, mostly used for short trips up to 15 km (approximately 9 miles).

Currently, a noticeable issue is that the injector correction value for cylinder 4 is unusually high during idle and partial load conditions.
This one ranges from 0.57mg to 0.73mg, while the others range from -0.1mg to -0.3mg.

Rail pressure calibration times 1/2/3 in µs.
Cylinder 1: -23.6/-28.4/-24.0
Cylinder 2: -0.8 / -22.0 / -21.6
Cylinder 3: -23.2 / -26.8 / -20.8
Cylinder 4: 20.0/-22.4/-20.4

Regards,

Stefan.

Stefan-5E5 wrote:

Notably, the injector correction value for cylinder 4 is unusually high during idle and partial load conditions. This one is between 0.57mg and 0.73mg, while the others are between -0.1mg and -0.3mg.

Is in the green.

CR TDI 2.0 CFFB

Mileage: approximately 130,000 km.

No abnormalities detected except for the presence of diesel fuel in the oil or an increase in the oil level.

I think this will likely result in 4 new ones. Can anyone recommend something?

Here is my information.
2.0 TDI A3 8V Quattro Sportback 2013.
130,000 km
No abnormalities.

I can't really do anything useful with the data.

I'm not sure if they are okay.

Best regards, Bimbes.