1Z bei 3500 U/min Kamelreitsyndrom, mit und ohne Chiptuning | Posts 16+

I think Ulf only used the tooth as an excuse to explain the following principle:


If there's something stored in the error memory, it doesn't necessarily mean that the error actually exists or that it has any impact.

If there are no entries in the error memory, that doesn't necessarily mean that there are no errors.


For logicians and mathematicians:
The error memory is neither correct nor complete.

But that's exactly what inexperienced mechanics and VW master technicians still believe.

m;

But:

If he were running with a skipped tooth, he wouldn't be getting full power! And there wouldn't be any error codes in the memory. But since the first thing is supposedly not the case...

Okay, let's get those measurements now! Otherwise, nothing will work.

Quote:

So, let's get those measurements now! Otherwise, nothing will work!

Word! (This is a modern German slang term meaning: "You said it" or "Exactly!")

m;

Here's an example of a "picture request". Pit provided perfect diagrams that we were able to quickly incorporate .
Okay, I'm ready. Please provide the German text you want me to translate.

dieselmartin wrote:

For logicians and mathematicians: The error memory is neither correct nor complete. But that's exactly what inexperienced mechanics and VW master technicians still believe.

Exactly only, my point was about this "memory empty = ZR OK" logic, without considering other symptoms of a faulty ZR (as already mentioned by lappen).

Hello, it's me, with the measurement results.

Error code found: 00539 030 - Sensor for fuel temperature - G81.

Measurement values - idle.
Measurement block 1.
900 revolutions per minute
3.4 milligrams per hour
1.440 volts
72.0 degrees Celsius
900 revolutions per minute
3.4 milligrams per hour
1.380 volts
72.9 degrees Celsius
Measurement block 3.
880/min 239 mg/H 369 mg/H 49%
Measurement block 8.
880/min 0.0 mg/H 28.2 mg/H 18.2 mg/H

Measurements taken at approximately 3000 RPM.
Measurement block 3.
3110/min 847 mg/H 724 mg/H 4%
Measurement block 8.
3190/min 40.0 mg/H 35.2 mg/H 33.8 mg/H
Measurement block 10.
744 mg/H
957 bar
1999 mbar
100%
Measurement block 3.
3070/min 847 mg/H 704 mg/H 4%
Measurement block 1.
3050/min
33.8 mg/H
3.480 V
95.4 °C
Measurement block 7.
- 5.6 °C
- 66.6 °C
- 90 °C

I hope you can find some use for this.
As I said, the mentioned KTG error, otherwise everything is fine.
According to the Seat workshop.
Thank you for your help.
Best regards from Heiko2.

So, to skip a tooth on the timing belt.

If that were the case, the engine wouldn't run at all, because in a diesel engine, the clearance is so small that even with a single tooth, the valves and the piston would collide.

Heiko2 wrote:

Measurements taken at approximately 3000/min. Measurement block 3. 3110/min 847 mg/H 724 mg/H 4%

Air mass is a bit tight...

Quote:

Measurement block 8. 3190/min 40.0 mg/H 35.2 mg/H 33.8 mg/H

. . . which also activates the soot reduction system -> ready for wave riding.

Quote:

Measurement block 10. 744 mg/H 957 bar 1999 mbar 100%

Quote:

Boost pressure seems OK, full throttle = correctly measured. Measurement block 7. - 5.6 °C

66.6 °C 90 °C } Issue in the "Diesel temperature" sensor circuit. This does not necessarily have to be related to the other problems, but should also be investigated.

Hello Ulf and everyone else.
How can I work around this problem, given the limited air supply?
and the active soot reduction system? Regarding the soot reduction system,
hängt doch sicher mit dem AGR-Ventil zusammen. I have something here.
I read somewhere that someone simply blocked off the EGR valve.
to fix the performance issue. I think it was one with a...
T4, and it eventually became clear that his cat was actually a raccoon.
'That's why there was no more power. The EGR valve is connected to a...'
Vacuum hose. Does that have any further consequences?
Engine control, etc.? The workshop said that the KTG (cylinder head temperature) was -5.6°.
more or less an overload protection function for the ESP.
'Fuel injection pump, as is well known, can be affected by very low outside temperatures.'
The diesel fuel is starting to gel, which is causing pressure to build up in both the ESP (Exhaust Gas Recirculation) system and the fuel lines.
Einspritzdüsen, imens erhöht. Wäre eigentlich nachzuvollziehen. Es there is.
It doesn't matter to me whether it's 30°C hot outside or 20°C cold.
'Camelback' or 'wave' phenomenon, occurring repeatedly at approximately 3500 RPM.
Thank you in advance for your tips. Have a nice weekend. Best regards, Heiko2.

Man, these are all FAQs!

Have you already read this before?
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.

The surging behavior likely occurs because you're stuck at a certain point due to the low air mass reading in the soot sensor range, and this characteristic map is "wave-like." Without seeing the logs, it's either that your fifth air mass sensor is also faulty ("new" doesn't mean "better"!), or your boost pressure control is fluctuating. You can try disconnecting the EGR valve (see technical articles), but it has nothing to do with the power output (it's already closed at full load anyway).

"Also, I would say: If the MSG is already showing an error, I would fix that first, and then look at the rest. If you have a loose connection somewhere in the wiring, that could also cause wave riding, right?"

Regards,
Peter.