Kühltemperatur -10°C und Ladedruck 0bar im Leerlauf: | Posts 16+

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I will still request that you send a picture.

You shouldn't be disappointed if you don't see much. It's not easy to represent something like that in a way that's clearly visible (see my avatar).

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because it's a real professional with a lot of knowledge...

I've also seen what people call "real professionals" holding watering cans. Every Eb tuner calls themselves a professional these days.

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Unfortunately, with this SUPER winter, I have to park my Passat 4 Motion in the garage and wait, which is very frustrating. How often does one have the opportunity to fully utilize all-wheel drive...?

Then, at least, there's no risk that you'll ruin it.

stiervr6 wrote:

I once connected a basic VAG com diagnostic tool and read out the MWB1 - groups 2 and 3 after I managed to start the engine (of a Passat) that was not starting, having given it some throttle and letting it crank for 20 seconds. Conclusion: 30mg/h and 0.5 volts. Therefore, a significantly leaner mixture!

When I read this, something seems terribly wrong.

Combining that with your last statement from the ESP repair technician, who also mentioned a lot of deposits, but still believed the ESP was in good condition, makes me even more skeptical.

It seems to me that there's a strong indication that he didn't properly maintain the ESP system, which is why the idle speed wasn't correct. If he did a shoddy job, then there's a high chance that the ESP won't function properly in other areas as well.

However, it's also possible that the MSG software is configured in a way that makes the ESP appear to be working correctly, while the MSG itself is using completely incorrect sensor data. Then I would have wrongly accused the ESP repair technician of doing a poor job.

However, differentiating between them is nearly impossible without the dataset or by remotely diagnosing one of the two components.

Do you know anyone with an Audi, VW, or Skoda vehicle (AFN engine) whose engine control unit (ECU/MSG) you could borrow briefly? Alternatively, any other 90/110 HP TDI engine from roughly the same production period would work. That would be enough for a basic check while the engine is idling. The MSG replacement is a process that takes only a few minutes and doesn't require any special tools (other than a VAG-COM for WFS adaptation).

Regards,
Guste.

The nozzles have now been installed and shipped.
At the same time, I blew out the high-pressure pipelines with compressed air to detect any dirt particles, but I found nothing.
Now it's time to wait and hope that the problem was only caused by the nozzles...

guste100 wrote:

stiervr6 wrote: I once connected a basic VAG com diagnostic tool and read the MWB1 - groups 2 and 3 after starting the car (a Passat) with a little throttle and letting it idle for 20 seconds. Conclusion: 30mg/h and 0.5 volts. Therefore, a significantly leaner mixture! When I read this, something seems terribly wrong. Combining that with your last statement from the ESP repair technician, who also mentioned a lot of deposits, but still believed the ESP was in good condition, makes me even more skeptical. It seems to me that there's a strong indication that he didn't properly maintain the ESP system, which is why the idle speed wasn't correct. If he did a shoddy job, then there's a high chance that the ESP won't function properly in other areas as well. However, it's also possible that the MSG software is configured in a way that makes the ESP appear to be working correctly, while the MSG itself is using completely incorrect sensor data. Then I would have wrongly accused the ESP repair technician of doing a poor job. However, differentiating between them is nearly impossible without the dataset or by remotely diagnosing one of the two components. Do you know anyone with an Audi, VW, or Skoda vehicle (AFN engine) whose engine control unit (ECU/MSG) you could borrow briefly? Alternatively, any other 90/110 HP TDI engine from roughly the same production period would work. That would be enough for a basic check while the engine is idling. The MSG replacement is a process that takes only a few minutes and doesn't require any special tools (other than a VAG-COM for WFS adaptation). Regards, Guste

He's right! A good ESP technician would adjust the steering column assembly on a test bench within the specified tolerances. Yes, adjusting the steering column assembly requires a lot of fine-tuning; even tightening the screws makes a difference. Comparing or swapping control units is a good way to narrow down further errors. Don't give up now. Knowledge is power.

Okay, here are a few news updates from the jet engine maintenance facility today:

<sup>We received their nozzles today. After inspection, they are completely "contaminated"!! There are many dirt deposits and detachments of the inner walls inside, caused by the aggressive fuel/diesel mixture. We completely cleaned them back then, but unfortunately, they look like they did 10 years ago again. Do they have to completely disassemble them and ultrasonic verschandeln them first?

"Pöl" is very aggressive and attacks many materials, moving them and depositing them in other locations. Pure diesel fuel has a high cleaning and lubricating value, which contributes to the problem. All the nozzles also have the typical "pöl" smell after being opened. Today, I prepared all of them for ultrasonic cleaning. Unfortunately, the 216-hole nozzles also appear to be heavily carbonized. I'll wait to see the injection molding results after the reassembly first.

Hi, our nozzles are finished and look like they're straight out of the store. We have set the opening pressure to the 100th percentile at 220 bar, and the spray pattern is excellent!</sup>

So, if I get these nozzles back, do I need to perform a basic calibration again, or not?
Otherwise, I would just keep adjusting the fuel quantity setting until I reach approximately 4.5mg/stroke according to the VAG com, and then the engine adjustment would be complete.

Unless she says otherwise...