VAG-COM Scaling: Beginner's Guide

Hello,
Can someone answer a few questions about scaling/values in VAG-COM? Unfortunately, I haven't found anything about it in the forum or the manual that would be helpful to a beginner like me, who can only currently read error codes.
Background: After the replacement of the oil seal on the fuel injection pump (by a mechanic), I was told 'the timing was advanced, we've corrected it.' Now, the engine seems to lack power, and there's a puff of smoke when accelerating.
We recently used a TDI timing checker (new VAG-COM dongle version) on a friend's car to check the injection timing. The result was that the Y-scale value was 90 or higher when the engine was hot (the target value is around 45). So, it was completely out of spec.
Question: Is this too early or too late – or can it even be converted into degrees?

I also logged data using measurement block 4 during a short test drive (somewhere it mentions that you can see how the injection timing looks there), but which of the values shows the target value versus the actual value, and what does the percentage value in field 4 mean?

Best regards, Burki.
Audi A6 Avant C4, AEL engine.

Hi Burki,

Tell your friend to download the latest version.
Since the end of 2004, the Timing Checker has been displaying the messages "too early" or "too late" in plain text.
If I remember correctly, "early" is located at the top of the diagram.

Quote:

I also logged data from measurement block 4 during a short test drive (somewhere it should indicate how the injection timing looks), but which of the values shows the target or actual value, and what does the percentage value in field 4 mean?

http://www.dieselschrauber.de/Solldaten_5_Zylinder_VE.html

Please note that I only posted the link to explain measurement block 4. If the setpoint equals the actual value across the entire speed/load range, then everything is fine.

Best regards, Rainer.

Sure.

"oben" means "advanced" or "early".

Hello,
Thank you for the responses. By the way, we were using a new version, but the timing value was always at the top end of the scale, and the timing checker then displayed 'Timing out of range' (or something similar) in the result field.
Regarding measurement block 4: unfortunately, the target and actual values are not always the same. I have listed a few values below:
Group B: '004
RPM Ignition, Timing Ignition, Timing Duty Cycle
TIME
STAMP /min °BTDC °BTDC %
0 756 0.9 6.3 4.7
0.54 756 0.9 6.1 4.7
6.34 1037 1.4 4.9 4.7
7.57 1123 2.5 5 4.7
8.66 1123 4.1 5.6 13.7
9.24 1361 12.6 6.5 52
9.88 1793 4.1 3.2 43.4
10.45 2182 1.4 1.4 60.9
11 2635 4.3 4.9 51.2
11.64 2851 2.5 3.4 12.9
12.82 2095 4 3.8 52
13.35 1944 5 4.7 50.4
13.99 2117 5 5.4 49.6
14.58 2333 5.6 5 58.6
15.12 2506 5.8 5.6 56.6
15.65 2678 6.5 6.5 58.2
16.27 2873 7.9 7.6 71.5
It seems like something isn't quite right; the actual values don't match the expected values, and the duty cycle is higher than the value in the table. So, I'll need to rotate the pump a few millimeters.

Best regards, Burki.
Audi A6 Avant C4, AEL engine.

Hello fellow diesel enthusiasts,

I'm experiencing the exact same problem. At the dealership, the crankshaft seal was replaced and the pump was adjusted. Since then, I'm getting 19 liters per 100 km and very little power. How can I use VAG-Com to readjust the injection timing?
Please provide a guide for absolute beginners – I'm currently only able to read the error codes with my VAG-COM version 3.3.

Thank you in advance, and best regards.
Manni.

Quote:

Since then, it's been getting 19 liters per 100 kilometers, and it has very little power.

Is it a Scania, a MAN, a tractor, or just a car?

Sorry, I just realized that since VAGCOM is being used, it's probably a car.

But which one is it ?

Sure - it's a car - a 1996 C4 2.5 TDI with engine code AEL.

Now, a specific question regarding my predecessor and their TDI-Graph diagram.
I had it adjusted by a VAG specialist - dynamically, of course - and it had very little power and poor starting behavior.

Today, the Bosch service performed a static adjustment (it was initially at 70 and apparently needs to be 26 +/- 0.2). Now, the system is running at full power again. I checked it today using VAG-Com, and it seems I was completely wrong. At a fuel temperature of 105 degrees, it's only producing 18-20 on the Y-scale.
I don't understand the world anymore. Dynamic vs. Static? Which one is correct? Both measurement or adjustment methods?

Please help a beginner.

Sure, here's the translation:

'Thank you in advance.'

Manni.

Your support start, static: 0.23 - 0.27 mm.

You can also extract the data from the table.

http://www.dieselschrauber.de/Solldaten_5_Zylinder_VE.html

You can buy a book that explains how to properly install a fuel injection pump.
or the link https://erwin.volkswagen.de/erwin/showHome.do
You can buy instructions and many other great things there.

Or I have something for you to review from this TEC DOC link.
http://home.arcor.de/bbs_home/Zahnriemen/Zahnriemen_AEL.pdf

You can try it out and, if necessary, correct anything that's wrong.

I'm not familiar with your vehicle, but "static" refers to adjustments made with markings or locking mechanisms, while "dynamic" refers to adjustments made with a tester. You first make the static adjustments as best as possible, and then use VAG-COM to check if any further adjustments (dynamic) are needed. So, dynamic adjustment is a fine-tuning of your static settings, and is only necessary if needed.