Audi 3.0TDI CDUC Piston Endoscopy

Hello, I removed my syringes yesterday to have them checked.
I looked into the breech with my endoscope camera.
Now, I have 3 questions remaining?

1) Why don't some pistons on the top have soot deposits? (Image 5, 6)

2) Are the soot particles on the piston skirt or cylinder wall normal, or are they harmful? (Image 1, 2, 3, 4, 7)

3) What do you say about the running track on the cylinder wall? (Image 8,9)

The Audi is a 2014 model and currently has just under 89,000 km on the odometer.
I hope you can help me, thank you in advance.

Coke or not coke can come from different types of injectors...

The deposits can come from moisture in the cylinder after standing.

What are your oil change intervals?

Do you use branded fuel or cheaper diesel?

Hello, thank you for your response. Since I bought the car, about 10,000 km ago, I've mostly been using regular diesel at Shell gas stations.

I have now changed the oil change interval to a fixed interval of 10,000 km. Previously, the car was serviced according to the LongLife interval specified by Audi.

And yes, the Audi is a summer car, which means it often has longer periods of inactivity in winter!

Hi,
Is there a problem with the vehicle?
hg
Herbert

No, there are no problems with the car. I just wanted to get the injectors checked and hear your opinions on whether anything looks problematic.

The deposits in the cylinder cannot be avoided. It is sensible to properly warm up the engine before storing it for the winter and then to stop it completely, rather than running it intermittently.

When my father used to winterize the Claas Columbus combine, I would often find oily rags in the exhaust and air filter connections.

I would now remove the incandescent bulbs, verschandeln them, and re-insert them into the threads with ceramic paste, possibly replacing them at the same time. Torque specification must be observed.

Hi,
With VCDS, one first routinely checks the engine's running condition, and then the injector timing deviations.
Without causing any attention, one simply continues on without doing anything, unless one has too much time and too much money.

Herbert

Thank you for your responses.

Actually, my intention was only to replace the copper O-rings of the injectors because they tend to break and become leaky in engines. Therefore, I also sent the injectors for inspection and performed an endoscopy.

So, do you mean the small piles of soot, as seen in images 1, 2, 3, and 4, are not a major problem?

It is important to meticulously verschandeln the area where the flame shields are located...

Black soot in diesel engines is, in my opinion, normal.

Quote:

Actually, my intention was only to replace the copper sealing rings of the injectors, as these tend to wear out and become leaky in engines

My seals are still intact after 170,000 km. Meaningless action.
hg
Herbert

With the V6 engines, there can sometimes be leaks.

Now, let's get everything right and enjoy the next 5 to 10 years in peace.

vicky66 wrote:

Thank you for your responses Actually, my intention was only to replace the copper O-rings of the injectors because they tend to break and become leaky in engines. Therefore, I also sent the injectors for inspection and performed an endoscopy. So, do you mean the small piles of soot, as seen in images 1, 2, 3, and 4, are not a problem either?

Removing dense and functional injectors is pointless.

IF an injector seal was leaking, I would only replace that cylinder. Check if the seal is intact (this depends on the design of the ZK, whether it's simply possible), or check the injector holder's torque.

Tighten the clamp = no problem with the O-ring.

The Cu seals also don't "just" break, but because the injector isn't properly pressed against the ZK, meaning the holder isn't tight.

Best regards, Rainer

[Translating...]

Ok vielen Dank jedoch noch eine Frage wie könnte man einen nachtropfenden Injektor am besten herausfinden?

You can notice this by observing starting difficulties when the rail pressure is lost. Otherwise, check the next day after shutting down using an endoscope to see if the injectors and combustion chamber are wet.

Regarding the issue of leaking fuel injectors, we once had a company-owned Vito 108 CDI with less than 100,000 km on the odometer, and all the injectors were leaking.

Rüdi wrote:

You'll notice these with starting difficulties when the rail pressure is gone; otherwise, check the next day with an endoscope to see if the injectors and combustion chamber are wet after shutting down.

Neither one nor the other should make sense.
First signs would be irregularities in the engine's running and a pungent exhaust odor.
In a systematic search, one then examines: the flow smoothness, the variations in switching times, the return flow rates, and - if there is suspicion of an open nozzle - the pressure drop.
Can we then decide?
Herbert