Integrated Pump Nozzle Elements - Questions. Prevention?

Hello

I don't have a problem, but I'd like to learn something. Unfortunately, when I searched, I only found a post about a problem, posted by user Smudo. That didn't give me the answer I was looking for.

-The problem of integrated PD (pump-injector) elements is supposed to affect all older TDI engines, roughly up to around 2010. Does this apply to both internally mounted (e.g., BLS) and externally mounted (e.g., ...)? ALH) Fuel injectors?

- After how many miles/kilometers can such a defect occur?

-Does the driving experience not matter?

-If the engine is difficult to start, is it already too late to address a problem with the cylinder head itself? - Therefore, it would be sensible to have the injectors checked after a certain amount of mileage.

Are there any other symptoms, such as increased oil consumption or difficulty starting, that are not present?


Thank you in advance, hopefully!

Hi,

The ALH is not a pump-injector engine.

As far as I know, all PD-TDI engines are affected by the 2-valve cylinder head design. In those cases, the PD elements are only attached on one side.

However, the mileage must be quite high (at least 250,000 km, if I remember correctly). If the cylinder head is still in relatively good condition, remove the carbon deposits, and the new gaskets are ready.

Unfortunately, if the element has been integrated too deeply, it's no longer possible to remove it.

Best regards, Rainer.

"With 4-cylinder PD engines, I'm mainly familiar with this problem, especially with SDI engines that have mileage of 250,000 km or more."
Due to the very short gear ratios and the resulting high engine speeds, there is naturally significantly more "noise" and vibration in the PD injectors and sealing rings compared to TDI engines.

Removing the burr and using new, sometimes oversized, sealing rings has always worked for me so far.

"Never change a running system." I wouldn't just pull things out and start looking around without knowing what I'm doing. You can't change anything about it anyway, so you're just wasting your time.

Best regards,
Sören

Okay, thank you, that answers most of my questions.

I had envisioned the cause of the defect in a similar way to how you just described, meaning that the Pd element becomes increasingly loose with each piston stroke. However, I often operate under higher loads at lower RPMs (2200 rpm) because I had my transmission modified, which eliminates the higher RPMs. I just hope the increased load doesn't become a problem.

Currently, the engine is running very well and smoothly. The current balance values for the injectors are +0.12; 0.00; -0.12; 0.00. This is at a mileage of approximately 230,000 kilometers. However, the differences weren't always this small.

Martininii wrote:

Okay, thank you, that answers most of my questions. I had envisioned the cause of the defect in a similar way to how you just described, meaning that the Pd element becomes increasingly loose with each piston stroke. However, I often operate under higher loads at lower RPMs (2200 rpm) because I had my transmission modified, which eliminates the higher RPMs. I just hope the increased load doesn't become a problem. Currently, the engine is running very well and smoothly. The current balance values for the injectors are +0.12; 0.00; -0.12; 0.00. This is at a mileage of approximately 230,000 kilometers. However, the differences were not always so small.

Perfect, leave everything as it is.