Verständnisfragen zum Ruckeln. VP37 | Posts 16+

I don't have a chip installed at the moment. The software is still the standard 90 PS ALH version. I'm going to experiment with VAGCOM a little bit later.

dieselmartin wrote:

The shaking or jerking experienced while the vehicle was in motion was a common issue with PD engines. ...

Certainly

There are numerous idle vibrations in the PD models, but regarding the roller, I am currently only aware of one case, and the vehicle definitely had a defect.

"At VPs, stuttering during acceleration and deceleration is extremely common, but when I read this:"

polo2f wrote:

... is it due to the large nozzles and large pump, or could there be other causes? In an emergency, for testing purposes, I could install the old 0.158 automatic nozzles. However, almost nothing has changed with the 0.184 nozzles.

I'd rather you tell me, "polo2f," before we continue this guessing game, what modifications you've made to the vehicle in question.
Large pump?
Larger nozzles?
Can everything work together seamlessly?
And then you wonder why it's lagging?

Quote:

... The problem mostly occurs when the engine is idling. ... What is the relationship between the characteristic map and the distance traveled impulse? Because as soon as I stop, the shaking stops.

Are you still experiencing idle vibrations?
What now?
The car is idling.

Quote:

You'll only notice a slightly erratic idle speed. So it is, after all... "Sorry, but until all the facts are laid out, I doubt anyone will be able to offer any helpful advice."

Hello!

dieselmartin wrote:

Gasoline engines are quality-controlled (the air-fuel mixture is adjusted for richness or leanness), while diesel engines are quantity-controlled (the amount of diesel fuel is adjusted, with an arbitrary amount of air).

You should think about that again!


@polo2f

It's perfectly normal for an ALH automatic with 205 injectors to have some rough running. If you had provided that information at the beginning, this thread would have ended much sooner.
With this combination (11mm pump / 205 nozzles), the signaling system reaches its limits.
As I mentioned before, the idle speed is regulated. With the combination mentioned, the control system needs to be significantly reduced. This causes problems first due to the low currents and second due to the proximity to the zero-flow point.

BYE
TDI mechanic.

I've described my problems and my setup here a few times already, but so far, hardly anyone has bothered to respond. So, here it is again.

Originally, this was an ALH engine with a 4-speed automatic transmission in a Golf 4/Bora. It has been converted to a 6-speed manual transmission. The pump is the original one from the automatic transmission, so it has 11mm pistons. The wiring harness has been completely rewired for the manual transmission, so it's not the cause of any problems. I've tried 184cc and 205cc injectors. Currently, the 205cc injectors are installed. I also have the 158cc injectors from the automatic transmission, but they are not installed.

Regarding the problem: The engine has an overall unstable idle. Additionally, I'm experiencing a strong shaking of the engine when coasting. This occurs when disengaging the clutch and coasting, but also when shifting into neutral and letting the engine idle while coasting. As soon as the vehicle comes to a stop, the strong shaking disappears, and only a slightly unstable idle remains.

Okay, here's what I've found so far. I'm resetting the engine control unit (ECU) to the automatic idle setting (00001). I have a stable idle speed and no problems when decelerating, but there's significant jerking during acceleration in first and second gear, between 1000 and 1300 RPM. The values in the automatic idle setting are approximately 6.8 mg/H.

When remapping to the switch map (00002), the values are approximately 2.4 mg/H. I can increase the values up to about 4.8. The engine power is noticeably reduced, but the shaking and unstable idle remain the same as before.

'I know that it might not work immediately with other injectors. However, 0.184 injectors with a 11mm pump are roughly a 110 PS setup. In most cases, the old software should work fine with that. I'm not the only one running the next larger size injectors without software adjustments. This shouldn't be up for debate. My priority is to narrow down the problem as much as possible. I'm getting a chip. But before someone starts modifying the maps, I want to have the problem resolved so that they can take it into account and fix it in the software.'

Don't modify the car so much .

That brings us back to the point: "because they don't know what they're doing."

"Rebuilding" nozzles is not a sufficient description. Were the opening pressures checked and adjusted?
Were new nozzles installed, or were they refurbished/used nozzles?
In short: if you don't know what you're doing, you should just leave it alone.

I already feel sorry for the poor tuner who is supposed to fix your car. He will probably have to "correct" everything that was messed up during the modifications in the chip.

Here in the forum, you can find everything you need to get a clean configuration that also works great. You just need to work carefully and, above all, think about what you are doing Nachdenken was man tut.
It all reminds me of those "moped freaks" who would install a performance piston here (+4 horsepower), a performance cylinder there (+8 horsepower), an exhaust there (+6 horsepower), then a carburetor (4 horsepower), and a Krampfs sports muffler (+3 horsepower), essentially "tinkering" with it. And then they'd brag about having, let's see, 10 horsepower + 25 horsepower = 35 horsepower coming out of those poor 80s mopeds.
Why were these "Heinies" (likely referring to people) overtaken by these "Knatterkisten" (likely referring to noisy, old cars) that were just everyday 20 horsepower mopeds?
Perhaps because the sum of the parts X doesn't automatically equal Y horsepower.

Best regards, Rainer.

@Reiner

I don't quite understand your point. Especially the part about the performance. And what exactly did I do that was so terrible? Did I install larger nozzles?

The nozzles are new. However, that probably doesn't play a significant role in this case, as it's software-dependent. The error doesn't appear in the automation field, or it's 'transformed' into something else.

Just a side note... my neighbor has a Golf 4 with an ALH engine that hasn't been modified, and he's experiencing the same problem as I am. It just started happening around 30,000 km.

Hey... just use the search function .

I just want to explain something.
If your ALH engine was installed in a 2001 vehicle, then I would say that...
Please translate the following text from German to English. Provide ONLY the translation, no explanations.
'Describe the part you mentioned, specifying that it has a vacuum connection and that only the exhaust gas recirculation valve is connected to it.'
As far as I know, only the 6-cylinder TDI engines have a valve that allows for smoother engine shut-off.
Best regards,

Quote:

As far as I know, only the 6-cylinder TDI engines have a valve that allows for smoother engine shut-off.

MEEEEP
Wrong

Actually, ALL TDI engines, except for those in the Golf 3 and Passat 35I/3A models.

Okay, so everything produced after 1997 has this valve. However, there are still a few Audi A3 models with the AGR engine that don't have this shut-off valve.

This valve can only be opened or closed and is pneumatically controlled. At least, that was the case until around 2003.

Then came electrically controlled valves (on EURO4 engines), which can also be set to intermediate positions.

m;