MWB4 Einspritzbeginn springt? V6 TDI BDG | Posts 16+

No error codes when the NHG is disconnected?

dieselschrauber wrote:

No error codes when the NHG is disconnected?

That wouldn't be unusual for a V6 TDI. The VP44 doesn't actually need it, as long as everything is within tolerance.

However, I had that information stored in the engine control unit, which I then deleted.
What does the "100.2" refer to?
Is the pump actually misadjusted/defective?

exciter wrote:

Is the pump actually misadjusted/defective?

In 90% of cases, yes. I would check the valve timing!

Timing belt replaced.
Everything was properly marked out.
I did it with a friend of mine. He works at Audi himself and brought the tools.
Since then, nothing has changed.
It was also at 100.2 before.
It didn't start very well even when it was already warm.

What value would it have when idling?
Should I try adjusting the timing of the pump earlier?

If it's misaligned, shouldn't TDI-Graph also display that?

Hi,
What is the voltage reading at the valve for injection timing? Please check the value in the basic setting and in normal operation. The voltage should be measurable at the connector on the ESP (Electronic Stability Program) module.
I cannot read your log files with VC Scope (because, according to VC Scope, they are not original files), and in Excel, everything is crammed together on the right-hand side.
Sure, here is the translation of the text from German to English:

"vg"

This is a common abbreviation for "very good" in German. It is often used in online forums and chat rooms.
Herbert.

Hello Herbert.
Hier mal die orig. Files.

Yes, I can measure voltage.
I need to look up the pin assignment.

Hi,
In my previous question (regarding the fuel injection timing), I assumed you had a VP37. However, you have a VP44, which doesn't use an external engine management system (EMS) for fuel injection timing control. Forget that question, sorry.
Sure, here is the translation of the text from German to English:

"vg"

This is a common abbreviation for "very good" in German. It is often used in online forums and chat rooms.
Herbert.

Quote:

1299 -13.8

Hello,

In the first CSV file, the target value for the start of injection also shows significant fluctuations. Primarily, the target value depends on the fuel temperature and engine load. Such drastic fluctuations suggest faulty software or resets of the control unit. Therefore, a potential source of error #1 is: Is the software in the engine control unit original, and has nothing been modified?
#2: Does the vehicle occasionally experience intermittent issues? Check the power supply from the engine control unit, and also investigate whether any disturbances are occurring in the vehicle's electrical system (connect an oscilloscope).

Best regards, Rainer.

Hmm, so it should have the original software installed.
The car was only serviced at authorized workshops until I bought it, and it doesn't appear to have been "chipped" or modified in any way.
The software is version 0030, but version 0060 is already available.

I don't have any glitches.
During the warm-up phase, it briefly stalls at 2000 RPM and then continues to run.
When it's at operating temperature, it runs roughly at idle and takes longer to restart.

I haven't measured anything on the vehicle's electrical system yet.
I have an oscilloscope here, where should I measure something?
Wasn't relay 109 responsible for the control unit?

Best regards, Steffen.

Hi,
Here's the translation:

"First, a question for the VP44 specialists: Is it possible that the control unit for the VP44's injection timing valve displays the percentage value in the opposite way compared to the control unit with the VP37, meaning that 100% on the VP44 corresponds to the maximum injection delay, while 0% on the VP37 corresponds to the maximum injection delay? When I look at the log file "fahren.csv", it seems to be the case."
Question for exciter: When recording "without nhg.csv", did you reconnect the needle displacement sensor after about a minute and continue the measurement?
Sure, here is the translation of the text from German to English:

"vg"

This is a common abbreviation for "very good" in German. It is often used in online forums and chat rooms.
Herbert.

Yes, Herbert, that's how it is.

0% = max. Early.
100% = maximum late.

I understand. This simply means that the PSG initially sets reasonable target values, meaning that in idle mode, it operates at the latest possible speed. }
"The measurement file labeled 'without NHG' is interesting. The description indicates that the NHG (noise-harmonic generator) was disconnected and then reconnected. The content of the file might support this. Let's see what my colleague Exciter has to say about it."
It would also be interesting to have a log with data showing the performance under load, both with and without the NHG (Non-Hydraulic Gear).
hg
Herbert.

Quote:

28.53 1508 -0.4 -1 28.87 1647 0 0 29.21 1902 -15.2 -0.6 29.54 1972 -0.4 -1.8

I'm wondering how the jump to a -15.2 °KWvOT target value for the start of injection occurred, or was someone just randomly pressing the gas pedal?

I can only really see the following causes for this:
- Bug in the software of the engine control unit, for whatever reason.
- Control unit operating unstably, watchdog timer triggering.
- Restless Legs Syndrome

"Jumping idle speed: Measurement acquisition is not working correctly (NHG, cable, evaluation electronics in the engine control unit), control of the VP44 is defective, pump or DHK (distributor head) is defective."

The target value shouldn't be fluctuating like that. Especially at the low speed of 1900 rpm, -15.2° KWvOT is very early and can only be explained as a bug.

"Possible issues in the vehicle's electrical system that might be confusing the engine control unit (ECU)? Have you already connected an oscilloscope? Also, please temporarily reset your adjusted adaptation channels to the default value (32768)."

Best regards, Rainer.

Hi everyone.
Yes, I simply reattached the NHG (National Health Gazette) and continued taking measurements.
So, are the values displayed in the MWB4 reading 100% when the engine is warm and idling?

I didn't actually mess around with the gas.
I can do another longer trip and log the data, both with and without the NHG.
I have an oscilloscope, but I haven't measured anything on the car with it yet.

I once measured the NHG resistor. In its cold state, it measured 105 ohms, and in its hot state, it measured 120 ohms.
"Klopftest" didn't achieve anything...

exciter wrote:

So, are the values in MWB4 100% when the engine is warm (idle)?

No. Neither 100% nor 0% should ever be reached.