A3 AHF, only 3 cylinders after turbocharger replacement

Today, I replaced the fuel injectors on my AHF 110hp engine because of excessive soot during acceleration and a slightly rough engine running.
Now it's only running on 3 cylinders.
In the corresponding engine test, I measured the following: cylinder 1 showed 1.88 mg/H, cylinders 2 and 3 showed approximately 0.13 mg/H, and cylinder 4 showed -1.88 mg/H.

I took the nozzles from cylinders 1 and 4 out again and inspected them, but I couldn't find anything wrong.

What could I have done wrong here, or what else can I do to troubleshoot the problem?

Hi Klaui!

Just swap ESD1 with ESD2 for now, and then check the status of the LLRR again.
If the error migrates, the "new" ESD is faulty - it's that simple .

Best regards from Munich!

Yes, that was my next step as well.
What kind of defects could occur in a nozzle during a replacement process?
Cleanliness was a priority, and I've done this more than once.
Original nozzles were installed.

Okay, just to understand, how can I tell in a VCDS reading which cylinder is cylinder number 1 or 4?
I would have said that cylinder 4 has a problem because of the minus sign in front of it.

Edit: To avoid any misunderstandings, only the nozzle tips were replaced.
Düsenstock is the older one.

And did the nozzle technician have a complete set of nozzle components, and did he pressure-test all the nozzles and adjust them to a uniform pressure for the start of the spraying process?
I had something similar done before, but I included the entire set of tablets.

Best regards.
Christian

klahaui wrote:

... I would have said that cylinder 4 has a problem because of the minus sign in front of it. ...

Unfortunately, wrong - at least fundamentally .

For proper functionality, the error lies in the area where the "MStG" (presumably a software or system component) needs to be adjusted or calibrated.
If, for example, the opening pressure is much too low, then an unintendedly larger amount of fuel will enter the cylinder, so the fuel tax law (MStG) would then have to adjust accordingly; however, this is not the usual case.

Swap the ESDs (Electrostatic Discharge devices) and, if the fault follows one of them, I would recommend returning all four for repair or replacement.

Best regards from Munich!

You know how it is when you do things yourself .
I've always had prints taken before, and they've always matched.
So, this time I changed all 4 myself .

Problem solved.

It was actually one of the new nozzles that was defective. When I disassembled it again, I noticed that the "pin" or "needle" inside the nozzle wasn't coming out, unlike the others.
I installed an old one, and it's working again.
I'll have a new one sent to me, and next week I'll check all the prints to see if at least level 1 is okay.

Greetings.

Hi Klaui!

Always have ESD tip replacements pressed and adjusted.
...is more important than the spray pattern .

Best regards from Munich!

Quote:

Always have ESD top caps replaced and adjusted icon_exclaim.gif. ...is more important than the spray pattern

.

You can usually tell right away if the spray pattern isn't correct.
I once received the wrong nozzle for a stationary engine. If I had installed it without checking, it would have only been a matter of time before the engine suffered damage.
Why? - Angle of incidence or... The installation angle did not match the piston recess.