Blowby High: Dancing Oil Cap?

Hello,

My oil cap is rattling.

Der Ventildeckel ist neu. Dabei fiel mir auf, dass bei dem alten Deckel, den ich wegen KGE-Verdachts getauscht habe, das interne Führungsplastikgehäuse (ein Plastikdeckel mit 3 oder 4 Öffnungen zu Schächten am Zylinderkopf, um diese Blow-by-Gase direkt zur KGE zu führen) nicht vorhanden war.

Hat es jemand entfernt oder war es nie da? No idea.

Yes, I already measured the compression about 2 years ago.
Cylinder 1: 25 bar; Cylinders 2, 3, and 4: 29 bar.

Therefore, dancing is most likely to happen as well.

(PS: I just replaced the timing belt, camshaft with hydraulic lifters, and the fuel injectors on all four pre-combustion chambers.)
I noticed that the nozzle of the first cylinder was extremely clogged with carbon deposits, unlike all the others.
Da waren, übertrieben gesagt, schon Schächte an der Einspritzdüse.

Well, and now the question: Where does this extreme, incomplete combustion come from?
Of course, pressure loss is also related to the diesel's willingness to ignite.

What I wanted to ask is: I read something about a cylinder cleaner.
You run the diesel engine hot, remove the glow plug from the cylinder (making sure the affected cylinder is at top dead center in the combustion stroke), and then fill the cylinder with the foam.
Allow it to soak; the foam will reappear at the glow plug bore. Repeat the process until the foam is white. Then, vacuum it up again, and afterwards, rinse and vacuum the combustion chamber once more with a neutralizer.
It is supposed to loosen stuck piston rings.

...and now, the really stupid question and the disastrous thought:
If a ring is fractured but fixed by carbon deposition...
Disaster: It then dissolves and completely breaks apart!

Has anyone had any experience with these types of cleaning services?
What would you do? As far as I recall, according to VW, the limit is actually 19 bar.

I'm looking forward to it, thank you, Anton.

Hello Anton,

I've separated it from the old post. What engine code are you referring to, and what is the mileage?

The crankcase ventilation (PCV) valve at the cylinder head connects directly to the intake hose, after the mass airflow sensor (MAF). If yours is "too" tight, that's not normal and could be the reason for the pressure in the crankcase.

Adding anything to the engine won't fix a lack of compression, nor will it repair a faulty or worn-out fuel injector (which typically fail around 250,000 km).

Best regards, Rainer.

First of all, thank you for the quick response!

It's an ATD engine with approximately 203,000 kilometers on it.

The valve cover is new; I compared it to the old one, and the mentioned guiding plastic piece was "not" present on the old one.

I already replaced the fuel injectors.

My question concerned the removal of carbon buildup in/between the piston rings.

I'm currently adjusting the end stop of the V-slot, which is also a funny and exciting thing to do, especially because, unlike what I've read in this forum, it behaves differently in my case .

According to my vcds readings, the area where I should have the greatest pressure difference is now showing absolutely no pressure.

I'm currently heading in the direction where I had the lower value, and it's improving.
(I replaced the VTG control module. I had already transferred the settings, but the screw head on the old one was already rounded off, and the lever also showed signs of wear.)

Right now, I'm also dealing with something else.
"To break in the engine with hydraulic lifters, I used 10W30 oil and added 120ml of Liqui Moly Engine Flush."

Now, I either have a 1-cylinder head gasket oil leak or a problem with the new oil seal on the crankshaft .

Yes, and my question is, what causes such severe carbon buildup on the injector nozzle?
It was also the injector nozzle from the first cylinder, which was heavily carbonized.
..due to the leaky head gasket, that's why the pressure loss of 4 bar???

Thank you in advance for any response!
Best regards,
Anton.

Wow, there are several implausible aspects to your post. The ATD (presumably referring to a specific engine or component) uses pump-nozzle injectors, which cannot be properly overhauled without a pump test stand. Therefore, the condition of these injectors is already questionable, and it's possible that one of them is leaking.

It's also strange that only the piston rings in one cylinder should be carbonized. It could be due to poor combustion, a faulty glow plug, or a cracked piston/damaged cylinder wall.

A faulty head gasket can also be a source of problems.

Only disassembly, inspection of the wear pattern, removal of the pistons, and removal of the piston rings for testing on a test bench will help.

At 203,000 km, assuming the mileage is genuine and hasn't been tampered with, none of that would be expected. So, either the mileage is incorrect, or the engine doesn't have wear-related damage, but rather a genuine problem.

Good luck, Rainer.

Hello Rainer,

I'm sure about the mileage; it's definitely accurate.

Regarding the PDEs, the switching time deviation has completely returned to normal. The values were all at 010, except for the second one, where the seat is slightly more worn.

I've had it for 40,000 km now, so I don't think it's a piston failure, and it can definitely deliver the power.

Vintage setting, and unfortunately, I can't confirm whether the ZKD (likely referring to a specific component or system) is actually broken.