Is the mechanism for adjusting the valve stroke out of adjustment?

It refers to the 1Z in the signature.
When the engine was warm, after operating under full throttle or light partial load (in 4th gear), the response to the accelerator pedal would disappear, and the engine speed would even drop below idle. Pressing the accelerator pedal again resulted in normal operation.
Previously, the diesel filter was replaced, but the lines and filter are perfectly bled (without air bubbles, filter pre-filled, engine warmed up until the "frog" shut off).
Reading the error memory only revealed a sporadic short circuit (to ground) of the sender for suction pipe temperature. The temperature values were shown to be too low. The error could be deleted; after cleaning, the values were normal again.
It is noteworthy that in MWB 1, the voltage value of the RSW sensor is 0.96 V (with ignition on) and 1.7 V at idle, in addition to which, there is an EM of 7 mg/stroke when the engine is warm. The pump (replacement part) had run 70,000 km, with the following values after installation: 0.76 V (ignition on), 1.5 V in the LL, and 4mg/stroke.
Can the valve be misadjusted or not properly seated here?
hg
Herbert

Hello Herbert,

I wouldn't necessarily think that something would resolve itself easily. For me, the more likely scenarios are shavings/rust in the gear mechanism, or that it wasn't properly tightened. The cap of the quantity measuring device can usually be removed while the fuel pump is in its built-in state. Then you can check if anything is loose or if there are any floating parts.

Don't be afraid to open or adjust the fuel quantity control system. You have VCDS and already have values posted that you can use as a reference (voltage readings that are approximately 4mg/H in idle with a warm engine and without air conditioning are acceptable).
The approximate setting of the start-stop values in the measurement block should only be done when the engine is running, the engine is off, then it cannot be accidentally increased.

Best regards, Rainer

Hi,
after review, it appears that:
- The MSW is securely and cleanly mounted on the ESP;
- The mechanism of the sender is also in perfect working order (checked after the cover was removed);
- brown discoloration on the PCB and in the holes;
- The minimum and maximum target values for the donor were 0.92V and 4.94V, which were too high according to RLF, and too low for ESP (minimum/maximum values of 0.6V - 0.9V / 3.8V - 4.4V). Both were manually verified using VCDS (the MSA12 does not recognize MWB 19).
- Internal resistance of MSW electrical system and voltages are ok (measured at the open connection).

A cause for the excessively high RSW reference voltage could not be identified.
It was clear that I might only be treating the symptoms, nevertheless, I re-calibrated the sender (not the MSW!). The goal was to achieve a reference voltage of 0.76 V when the cover was closed, as in the original design.
In comparison to previous adjustments made after MSW cleaning, this value was initially adjustable, but also changed after the engine was running and adjusted. I then left it at 0.68 V. The ESP is currently running a bit rich, around 3mg/stroke in the LL, but as long as the engine isn't stumbling, I'm leaving it like that.

I don't have a clear explanation. Regarding the measurement method for the RSW position, I have an idea for a change in the energization of the reference coil (which is connected to the fixed short-circuit ring).
hg
Herbert