Differences between ALH and 1Z injectors!

Hello, I'm new here!

My name is Frank.

I own a Mitsubishi Eclipse with the 4G63 engine and bought one for my father about three-quarters of a year ago.
He was recommended a Golf IV Variant (estate) with a 90hp TDI ALH engine, manufactured in 2000. Previously, he had driven a Berlingo with a gasoline engine and 109 horsepower.
(He's already adjusted to the changes, but he can't get used to the power delivery with its dips and surges.) Now my question for you:
Difference between 1Z and ALH injectors.

Have you ever noticed that the injectors from a 1Z engine are compatible with an ALH engine?
do they differ in nozzle size?
I've never heard anything about this in any forums. Everyone says that the nozzles are 0.185 size.
'But I recently read on a website that they now contain 0.170 (smaller hole diameter requires greater forces for the pump, etc.)

If anyone knows more details, please share!
The website was called Kerma-TDI.
I'm actually considering installing larger nozzles.

Welcome to the forum!

Could it be that you're getting something mixed up? What do you want with a '1Z'?
The 1Z is the 'older' 90 hp TDI engine (used in models like the Golf and Passat from 1993 to 1996). The ALH, on the other hand, is a much more modern engine (with VTG technology, Euro3 emissions standards, etc.).
Normally, the ALH engines are equipped with 0.185mm injectors, which is correct. However, I believe that the automatic transmission ALH models have smaller injectors (but a larger plunger in the fuel pump).
The best injectors for turbo tuning are those from the ASV engine (110 hp), which would be 0.205 size injectors.

He just can't get used to the pushing power delivery with its dips and interruptions.
What do you mean by that? It sounds more like the engine might have a problem!

Welcome, Eclipse_Driving_TDI_Knowledge!

Here in the forum, there's a great technical article about injector tuning (Technical Articles -> General -> Tuning by Injector Replacement). Have you read it yet?

Furthermore, I agree with Doc: An acceleration that includes dips is not normal.

Regards,
Sure.

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

"Guste" means "gust" in English. It refers to a sudden and strong gust of wind.

I have never heard anything about this in several forums. Everyone says that the nozzles are 0.185}.
'But I recently read on a website that they now contain 0.170 [units/amount].'
What now? This would explain a lot of the (often described in forums) agonizing power delivery, especially with the ALH engine. }

ALH engine with manual transmission has a dual-spring pressure regulator (220 bar) with a 0.185 injector nozzle / 10mm pump / variable turbine geometry (VTG).
ALH engine with automatic transmission has a two-spring pressure regulator (220 bar) with a 0.158 inch / 11 mm pump and a variable turbine geometry (VTG) turbocharger.

I prefer the latter one, and there's absolutely nothing annoying about it!

1Z has a spring-loaded pressure regulator (190 bar) with 0.184 mm nozzles, a 10 mm pump, and a wastegate turbocharger.

If the ALH engine is sluggish or experiences power loss, something is defective!
-> technical articles on troubleshooting.

CU Gremlin.

Gremlin wrote:

1Z has a spring-loaded pressure regulator (190 bar) with 0.184 nozzles / 10mm pump / wastegate turbocharger

.

AFAIK, the 1Z has a dual-spring holder!
Up to June 1992, the car had a spring retainer (at least this is the case for the Audi B4).

Gremlin wrote:

1Z has a spring-loaded pressure regulator (190 bar) with 0.184 mm nozzles, a 10 mm pump, and a wastegate turbocharger.

Okay, my 1Z also had dual spring supports as well...

'1z also has a two-spring holder for me as well.'

Okay, I always base my calculations for 1Z on the original model .



CU Gremlin.

Hello! !

First of all, thank you to all of you for the answers.

I already knew that the '1Z' was the grandfather. However, as I said, the website kermatdi.com honestly confused me with its information about the '1Z,' specifically the value of 0.185 = 105%.
assuming a starting point and then the ALH with its 90 horsepower and manual transmission, resulting in 0.170, which equals 100%.
The percentage indicates the permeability relative to the 1Z value.

My question now relates to the following: Since I only need a little more power and I'm considering replacing the injectors, I wanted to inquire about the possibility of...
Do not skip two full size steps when adjusting the injectors on an ALH engine with ASV nozzles to compensate for increased soot output.
if the 0.185 size would also be sufficient. (Perhaps I am simply misinformed by the website mentioned above?).
Otherwise, there won't be any questions, and I'll incorporate ASVs.

For pushing and break-ins:
I once did some logging with VAG (a test drive), but I lack the necessary knowledge to properly analyze the data.
'The boost pressure reaches the upper limit shown in the diagram, and the fuel injection amount per stroke is...'
at 3000 RPM at 49 mg/hour.

Ah, so there's air trapped in the clear suction line between the filter and the ESP!
I've already tried to fix it by replacing the filter and the O-rings, but there was no change.

Otherwise, there were no errors stored in the system's memory.

Maybe LMM from BOSCH?

Eclipse_Fahren_TDI_Know wrote:

Oh, so there's air in the clear suction line between the filter and the ESP![/u]

You might have already found the cause. If air gets into the ESP (Electronic Stability Program) system, the fuel injection timing will no longer function correctly!

Thanks, Wolfi, for the tip!
I've known about this for about 2 months now, but when I saw it in the forum, people seemed to be taking it very casually.
It's probably happened before. Some people said the pump would compensate, but I had a bad feeling about it. In short, my dad has an appointment with the mechanic tomorrow for an inspection. They will likely investigate in the direction of your suspicion. He's quite anxious because he wants to visit me next weekend.
Approximately 400 kilometers distance. I, on the other hand, probably have good luck with my Eclipse; it already has 260,000 km on the odometer, and I just need to fill up the tank to know that I can rely on it to get me there. Just kidding aside, it's interesting to drive these TDI cars; otherwise, I wouldn't do it!

EDIT by guste100: Duplicate post deleted

Hello!

After my dad had the inspection done, they initially suggested that the turbocharger pressure regulator might be the cause. However, it later turned out to be the Bosch mass airflow sensor (MAF).
Only the problem with air entering the suction line to the catalytic converter was not resolved.
Could someone perhaps explain to me again what happens when, as Wolfi says, the entire spray adjustment system stops working? Isn't that a fundamental issue?
Generally speaking, air is never a good thing in a closed system because, unlike liquids, air can be compressed. Another consideration is the potential for water to accumulate in the diesel filter, especially during the summer due to condensation. This can then lead to damage to the particulate filter (DPF).
DESPITE USING DIESEL INSTEAD OF RME?

The fuel injection system of the VP37 works as follows:
A fuel cell pump within the electronic spark advance (ESA) system draws in the fuel, thus pressurizing the fuel within the ESA. This pressure, combined with a solenoid valve, hydraulically adjusts the ignition timing. If air is present in the system, it can cause problems with the ignition timing.
I hope I have explained that more or less adequately.

The air in the diesel line is normal and okay if the air bubble is no more than 1 cm long. My Golf4 ALH had this problem, and it ran terribly...

Okay, take the air filter box apart. You'll find an intake hose leading to the left headlight. Inside that hose is usually a fine mesh screen that prevents large debris from entering, but it clogs up very quickly, and then the engine starts drawing air from inside the engine compartment...

Here's what the pipe looks like when it's installed:

http://drmack2k.de/photogal/galerie_18_versch/ansaug3_real_.JPG

So, about the sieve: dirty or clean?

http://drmack2k.de/photogal/galerie_18_versch/ansaug1_real_.JPG
http://drmack2k.de/photogal/galerie_18_versch/ansaug4_real_.JPG

Thank you to Wolfi and Julian for the help.

I'll try to locate that sieve and verschandeln it if necessary. Definitely a great tip!
He's taking a breath; otherwise, he would run out of air.

Thank you.

@Julian

I have a question about the air intake pipe to the air filter box in the VW Golf IV. Was this pipe only installed from a certain model year onwards?

I have a 1998 AHF 81kW engine in my Golf, and the air intake system, specifically the duct behind the headlight , and the attached pipe to the air filter, looks slightly different!

Or could that still be due to the Euro 2 standard of the AHF engine?

Best regards, Ferdi.