PDE-Reinigungs-Abonnement bei den neuesten TDIs? | Posts 16+

I was just relaying the "official Audi" opinion.



m;

Hello everyone,

Now, I guess I have to chime in as well.

I'm interested in this because I've already covered quite a few kilometers.
I installed it on my Touareg R5 TDI (141,000 km).

a.) How does this engine perform in terms of particulate diesel emissions (PDEs)?
Are there any known issues? Is anything known about this? And when should I have the PDE checked or replaced?

b.) Cleaning???

I would like to mention that I had a chip tuning performed by MTM at approximately 100,000 km (factory: 174 hp / now: approximately 204 hp).
I also sealed the AGR.
Besides that, at some point, the exhaust manifold cracked at the welds.
I didn't have any problems, and I still don't.
The oil consumption is very low (approximately 1.5 liters over 30,000 km), the acceleration is relatively smooth (no jerking or anything like that), and the fuel consumption is also reasonable, averaging around 10 liters per 100 km.
However, what I've noticed is a slight fluctuation in the engine speed (approximately 200 RPM every second) when it's quite hot outside. However, this immediately disappears when I turn off the air conditioning compressor.

What do you think about it? When should I have my driver's license (Permit to Drive) checked, and possibly renewed/exchanged?

Best regards,

Marcus.

Your engine doesn't fit into the ones being considered here, because it is not a Piezo-injector pump.

m;

Were the injectors simply placed in the ultrasonic bath, or were they disassembled beforehand?

They come into the bathroom one by one.

It's all quite strange. Perhaps it would be a good idea to discreetly mark the injectors before they go into the hot tub...

Otherwise, there's nothing really new in terms of the basic parameters, except that the 170 hp engine likely operates with higher peak pressures, which means the nozzles are subjected to greater thermal stress compared to its predecessors, and the injectors may dissipate heat less effectively. The nozzles always get hot; according to my reference book, 300°C was acceptable for hole nozzles. Diesel boils up to approximately 380°C, but most of it evaporates at a lower temperature. Coke deposits can start to form from around 200°C. The temperature of hole nozzles is limited by the material's strength. Diesel residue is always present after the injection process is complete. With the current nozzle designs, the amount of material wasted is even less than with the older "bag" nozzle designs.

Regeneration of the DPF is not possible for vehicles with heaters, and also not for pschäfer vehicles.

Hello again,

I just wanted to inquire about something in principle.

Could I please get a normal response to this?
How does the R5 TDI engine handle the pre-injection system (PDE)?

Regards,
Marcus.

dieselmartin wrote:

They come into the bathroom one by one.

Okay, it seems there were some misunderstandings here.

The PPDEs are NOT disassembled, but only the nozzle tip is sent to the wastewater treatment plant.
There is a template for creating these supports.

m;

The R5 TDI engine does not have PPD (Piezo Process Diesel) injectors; it uses completely standard PD (Pump Duse) injectors, just like in any other PD engine except for the 170 hp 4-cylinder. You could consider having the nozzle replaced, and you should get in touch with Rainer, as he does that kind of work and knows about it.

The topic has now been officially released.
I am sorry, I cannot access external websites, including the one you provided. Therefore, I am unable to translate the text from the given URL.

Quote:

Volkswagen has now publicly acknowledged the issue for the first time. A VW spokesperson told Autokiste that the performance loss is between ten and 15 percent, which aligns with our observations. Most importantly, the company from Wolfsburg is now promising a solution. According to the spokesperson, the affected components will be cleaned in the affected vehicles. Volkswagen intends to cover the cost of this cleaning, even outside of the warranty period, as a gesture of goodwill – and potentially multiple times, as the carbon buildup will slowly begin again after cleaning. The actual cause is due to fuel contamination, which is something we have no influence over.

Let's just leave it at that; I have my own opinion on the matter.

Zinc and similar substances are ash and do not cause coking. Furthermore, they remain silent about why this only happens to the 170 hp PD engines. Other models also have the same fuel, which isn't actually that bad.
In countries with speed limits, it will be difficult to even notice the lack of a maximum speed.

christians wrote:

Zinc and similar substances are ash, not coke. Furthermore, they remain silent about why this only happens to the 170HP PD engines. Other models also have the "bad" fuel, which isn't actually that bad.

And most importantly, there's also the 140hp 16V-PPD engine, which also doesn't seem to have any issues with carbon buildup. It never had a DPF.

Regards,
Pete.

The DPF should be able to regenerate itself in field service vehicles without any assistance, as there is usually enough temperature and long enough distances for this to happen.

christians wrote:

The DPF should be able to regenerate on its own for field service technicians, as there is usually enough temperature and long distances available.

According to my recorded driving data, nothing significant seems to be "breaking in" yet. If you're lucky, the load reading stays relatively constant around 140 km/h. However, city driving, a single acceleration, or driving faster than 140 km/h will cause the load reading to increase noticeably. A heavy foot is highly "counterproductive" .

Regards,
Pete.

Quote:

140HP 16V-PPD

Are you sure that's a PPD?

I thought he had a BOSCH EDC system, which means it's not a PPD system.
I can take a look at an A6 if you like.

m;

dieselmartin wrote:

140HP 16V-PPD Quote: Are you sure that's a PPD? I thought he had a BOSCH EDC system, which means it's not a PPD system. I can take a look at an A6 if you like. m;

Yes, there used to be, but to my knowledge, it's no longer used anywhere.

The A6 4F with a 140hp 2.0 TDI 16V engine has Bosch EDC and associated common rail injection units.