1Z Error Code 00550: Troubleshooting Guide

Good evening and thank you for accepting me into the forum.

Here's the story about this engine. It has approximately 300,000 kilometers (or miles) on it.

It's from a 1996 Volkswagen Golf 3 and is now installed in a T3.

It started with the engine not starting properly after work.

Wenn es kalt war ging er an aber gab man etwas Gas war er sofort aus. A start.
It wasn't possible to fix it. The engine had no compression. After a short wait and letting it warm up, everything was okay. It actually runs well when it's warm.

Then the ESP and nozzles were replaced again - unfortunately, without success.

Cylinder head including valves, hydraulic lifters, and camshaft - no success either.

Then there's the oil pump.

The engine now starts when cold, but it's experiencing "misfires."
Cold start and excessive white smoke.

There are 2 error messages present.

00553 LMM The values my computer is displaying are 500 at idle and 600 at full throttle. Shouldn't it be 1000 at full throttle?

And error 00550.

He keeps coming back. According to the calculations, the start of injection is 8.1 degrees before Top Dead Center (TDC). Is that okay?

Best regards, Sebastian.

What are the current compression rates?

This has not been checked yet.

Hi there,
Error 00550 = Injection start control, difference between setpoint and actual value.
Error code 00553 = Mass Air Flow Sensor... there are three subgroups for this.
However, from here on out, I can only proceed with your VCDS data; please enter that information into your profile.

Quote:

The engine had no compression

. Suggestion: check it.
hg
Herbert.

Regarding a car with those symptoms, I would first check the timing belt sprocket screw... and secondly, I wouldn't install such an engine with 280,000 km into a vehicle that is worth more than just scrap.

The timing belt sprocket is stuck. The timing belt was also replaced recently, and everything was checked at that time.

Error code 553 indicated a mass flow meter (MFM) interruption and short circuit to ground.

Hi there,
In one of the two error scenarios (LMM), it is not possible to determine whether the error is caused by an inadequate modification, random part replacement, or simply a simple defect.
The 1Z engine comes from a Golf 3 manufactured in 1996. Where does the wiring harness come from? Where does the engine control unit (ECU) come from, and what is its part number? Where does the air intake system (including filter, EGR, boost pressure measurement, hoses, etc.) come from?
Regarding the second issue (fuel injection start-up control), I suspect that something was disconnected, but neither the ESP (Electronic Stability Program) nor its related systems were properly configured, either statically or dynamically. You probably didn't consult the two crucial repair manuals – one for engine mechanics and another for fuel injection and glow plug systems – otherwise you would have done it correctly. So, if necessary, obtain those repair manuals. They are available at a low cost from ERWIN.
Regarding troubleshooting - I had already inquired about the VCDS data. And every time there's silence, I start to think that someone is using a "replicated" interface because it's cheaper. However, I purchased mine, and by doing so, I support the existence of this forum, just like everyone else here. With third-party interfaces, there's also the possibility of obtaining a support key. Otherwise, please post an Autoscan here.
hg
Herbert.

Sebastianpb wrote:

The timing belt sprocket is tight. The timing belt was also replaced, and everything was checked during that process.

Have you removed the timing belt pulley and checked if its seating on the crankshaft is correct and if the crankshaft itself is in good condition?

"When I encounter such problems, I usually start by checking the technical basics, like the timing belt and compression."

He was already performing poorly before that , I just normally disconnected things. I think the wiring harness comes from a Golf 3, including the electronic gas system.

I used a Sun PDL 5000 to read the data. I don't usually work on VW vehicles, and this T3 belongs to a friend. I'll look into using VCDS, but where can I find the value for when it should inject fuel before Top Dead Center (TDC), both statically and dynamically? We wanted to check the static value yesterday, but unfortunately, our adapters didn't fit. I'll see if I can find a way to get the right adapter.

The timing belt seems to fit so far. All the markings are correct. I can insert the ruler plus the dowel pin of the valve cover, and the marking on the crankshaft also aligns. However, the crankshaft is still from a T3 engine. Perhaps that's the problem... as I said, the car was modified years ago.

Hey, I just measured the compression. It's 3 x 16 and 1 x 17 bar. I think there might be something wrong with the engine block. But why does it run well when it's warm?

The engine is broken; there's no need to worry about why, what, when, or how it happened anymore.

Create a healthy foundation with a healthy engine.

But why does it run well when it's warm? It's only during the cold start phase. I measured the pressure through the glow plug hole. It was also strange that I didn't have to bleed any air from the fuel pressure gauge. I usually have to do that with gasoline engines.

Because a diesel engine is a compression ignition engine, its starting performance gets worse the colder it is.

I once had a Golf 2 TD that started perfectly fine down to 0 degrees Celsius, but after that it only started with starting fluid.

As I said, the engine is junk... it's not worth a minute of work.

"Thank you. I will pass this along. It's not mine; I just offered my help. Thank you very much."

Rüdi wrote:

The timing belt sprocket is tight. Sebastianpb wrote: The timing belt was also replaced, and everything was checked during that process. Have you removed the timing belt pulley and checked if its seating on the crankshaft is correct and if the crankshaft itself is in good condition? When I encounter such problems, I start by checking the technical basics, such as the timing belt and compression.

The start of injection can be checked using VCDS and the TDI timing checker.
https://shop.dieselschrauber.org/en/vagcom_screenshots.html