Ursachen für frühzeitigen ESD Verschleiß? | Posts 16+

nickx wrote:

I had hoped that maybe someone could find a use for the difference amounts.

"What? There's nothing about difference sets here! It only says 'ECU read,' 'number of errors: 0'." Please take a look at what you have uploaded.

This is (unfortunately) a multi-page TIFF file.
You must go to the next pages.

Sure, here's the translation:

"For example, open with Windows Photo Viewer..."

Yes. Okay, my mistake. I just realized myself that it consists of multiple pages. Don't work with TIF files so often.

Regarding the difference sets: They're not top-tier, but they're still acceptable.

I wanted to know that already, thank you.
According to that, it's not the cause of the shaking when the vehicle is stationary.

The vehicle still isn't finished, somehow.
I'll just wait and see what happens.
It personally worries me when the injectors fail after only 70,000 km.

I'll let you know if there's any news.

Regards,
Nick.

Small question: How does the vehicle start? (When warm and when cold) Is the starting performance good or bad?

I would say it's always good.
At least not obviously, why?

I once had an AKE engine (180 horsepower), and one of the four camshafts was installed misaligned by one tooth. Before the modification, it started perfectly every time with the old, broken-in camshafts. After the change, it was extremely difficult to start. That's why, it could have been.

No, the amazing thing is that so far, nothing has changed about my behavior.
Fortunately, everything is covered by the used car dealer's warranty.
He's obviously very upset and generally opposes any new measure. No wonder we only paid 10k for the car, and it's already had over 3,5k added to the bill...

Good night.

Here are the pictures of the camshafts.
However, they are not the best...

[img][/img]

[img][/img]

[img][/img]http://freenet-homepage.de/nickxx/DSC00591.JPG{MARKER}http://freenet-homepage.de/nickxx/DSC00593.JPG{MARKER}http://freenet-homepage.de/nickxx/DSC00596.JPG{MARKER}

Is the error fixed?

What is the fundamental error that occurs?

Initially, the problem was premature wear on the ESD (electrostatic discharge) components. 'Is it talking about rough idling later on?'

I suspect the fundamental problem is an unstable/rough idle.

I once had problems with an A6, 150 horsepower, 220,000 kilometers, 2000 model.
He got the full treatment.

Camshaft, in-tank fuel pump, fuel injection pump, injectors - all new. Errors are still present, but slightly reduced.

Has the compression ever been measured mechanically, rather than electronically or by measuring voltage?

In the above-mentioned. In all cylinders, the compression pressure was 30 bar, except for cylinder 6, which had a pressure of 28 bar (and after approximately another 3,000 km, it dropped to 26 bar).

During the pressure decay test, all cylinders showed a similar leakage rate of approximately 10-12% (1. Measurement)

At the 2nd... According to the measurements, after 3,000 km, the value remained consistently at 10-12%.

After driving 3000 km, I noticed that the engine was shaking strongly at 1700 RPM - one cylinder was misfiring, resulting in a rough idle, but otherwise the engine was running normally with normal fuel consumption.

The next day, I performed another leak test on the 6th cylinder (the engine was still in the same position as the day before)!!! PRESSURE LOSS 80% - but the source of the loss is not identifiable.

Cylinder head, piston down, number 6. Cylinder out.

No scoring in the cylinder, piston rings in good condition, valves apparently in good condition and installed correctly.

Then, proceed with engine repair and have the valves checked for leaks: the exhaust side showed an 80% leak rate.

BUT, if you tapped the disc on an exhaust valve, suddenly the pressure loss dropped to only 8%.

After disassembling the valves, the problem became clear:

The armor plating on a valve had fractured, approximately 3-4 mm. Both ribs were still intact and provided relatively good sealing. A gentle tap was enough to seal it.

The repair cost a lot of time and money, but even an endless story eventually comes to an end.

Please provide the text you would like me to translate from German to English.

Best regards, Harry.

The fundamental problem is a periodic shaking/vibration of the engine when it's idling.

So far:
All camshafts have been replaced.
All ESDs have been overhauled or new nozzles have been installed, and the pressure has been adjusted.
The pump was probably only checked superficially.

The error only occurs occasionally now.

However, this shows that the cause is something else.

Since it's not my car, there's not much more I can say.

Surely, there must be another way to test a leaky valve.
Putting my head down... that's not really my forte.

A compression test would certainly be a good first step.

I will suggest it again.

Skoda still suspected a faulty dual-mass flywheel.
But everything is stuff that you can't just quickly try out on the side.

Regards,
Nick.

Which part of Germany are you located in?

Does the error only occur when the engine is idling?
Only cold or warm, or always?
Jerking or stuttering when starting?
Air in the diesel supply line to the pump?
Different behavior when the tank is full / half / relatively empty? (because it's periodic - it happens whenever the tank is below 3/4 or 1/2 full).

I still have a lot more questions like that!

Best regards, Harry.

Frankfurt/Main.
Hmm, I guess "HH" probably stands for Hamburg, right?
It's a bit far.

Only cold or warm, or always? Always.
Jerking or stuttering when starting? No.
Is there air in the diesel supply line to the pump? No.
Does the behavior differ when the tank is full, half-full, or relatively empty? (because it's periodic - it happens whenever the tank is below 3/4 or 1/2 full). No difference.

Go ahead. Feel free to ask. It can only help us.

Regards,
Nick.

Aachen.

HH - my initials.

Do you have a diagnostic tool available, such as VAGCOM or similar, to read out data blocks?

I understand periodic shaking or vibration as a 'wave' – brrrrrr ------- brrrrrrr ------- etc. – and it only occurs when the engine is idling?
'While idling, for example, at 1,500-2,000 RPM, it is normal. However, during driving, whether under partial load, full load, in a constant speed range, or at a steady speed in all gears, it does not occur.'
Is that correct?

Please review the following.

- Does the rod possibly pivot from the vacuum actuator of the turbocharger (adjustment)?
Possibly remove the engine cover and the shield above the turbocharger.
- measure the vacuum at the vacuum pump (if there's a fault there, it will also cause poor performance /
or, in some cases, varying levels of power assist for the brake).
- Measure the vacuum directly at the inlet of the vacuum control valve.
(It's the electric valve where the hose from the turbocharger's vacuum actuator connects.)
depends on)

When performing vacuum measurements, pay close attention to whether the value fluctuates in parallel with the periodic shaking/vibration.

I don't believe the injectors were defective, and the new ones won't be either, especially if they were sourced from Bosch directly. It's possible for one injector to have a defect – nothing is perfect – but for 3 out of 6 to be defective is very unlikely. If the error reappears so quickly, then the problem must lie elsewhere.
Fuel 'contamination' or impurities in the system, faults in the electrical system, or other control system issues, for example. Vacuum control.

Did the Bosch service remove the injectors again to check the spray pattern, or did they only perform the 'injector test' as indicated? (Regarding: Finding that 3 new injectors have a poor spray pattern.)

By the way, this is not a 'jet test.'

This difference value in the injection process is the amount by which the required injection volume is adjusted. This compensates for minor differences between fuel injectors, compression levels in individual cylinders, etc. This means it can have multiple causes and is not limited to just the fuel injectors.
The goal is to ensure that all six cylinders operate with equal power; cylinders that are weaker receive slightly more fuel, while stronger cylinders receive slightly less fuel than the required injection amount, resulting in smoother engine operation.
The values are comparative values to cylinder 3 (which has the needle lift actuator) - cylinder 3 is the reference value - the other cylinders perform accordingly weaker or stronger.
The acceptable limits are approximately plus or minus 1.5 mg per dose.
The values are therefore relatively okay. More importantly, the system seems to compensate for the differences within the specified limits.

While the camshafts don't look pretty, according to the photos, they are not any worse than these.
'Allowed' 0.5mm indentation.

Is it certain that the 70,000 km (TKM) reading is accurate, considering the roller rocker arms and the early replacement of the camshafts?

Currently driving a 2004 Passat 3BG with a BDG engine, manual transmission, and 200,000 km. The camshaft has not been replaced yet and is in good condition.

Best regards, Harry.

Aachen... well, it's not that bad.

The shaking is as you described.
And only when standing still, but not always.
However, it doesn't matter whether it's cold or warm.
During the drive, no abnormalities were observed in any of the gears.
No abnormalities observed while idling at a higher RPM.

Subjectively, I had the impression that the engine was running a bit sluggishly.
I think something is missing in terms of performance. It's subjective, I personally drive a 330d.
It cannot be compared.


I understand the concept of vacuum measurement.
However, there is no equipment for measuring.
I need to get that.
I actually just need a pressure gauge for measuring vacuum.

That only makes sense if the VTG is operating on a pendulum schedule, right?
No abnormalities detected in the brake or power steering system.
BTW: What does the servo have to do with the vacuum system?

Regarding the nozzles, I completely agree with you.
I don't believe in any of that nonsense they're putting out.
Probably, the first ones produced after 70,000 km weren't bad either.
Regarding the camshafts, well, there's not much I can say about them.
I believe the engine is original, and the 70,000 km mileage seems consistent with the condition of the vehicle.
It's a bit strange.

Regards,
Nick.

VAG-Com is available.
What should we log?