Leistungsverlust BKC....Fehler unauffindbar | Posts 16+

Roger wrote:

And if another plug comes out? die Ventile nur noch unvollständig öffnen.

I would still check that, as it fits the observed symptoms. Have you also measured the compression?
There's also the theoretical possibility that the nozzle tips were damaged during the assembly and disassembly of the head, or that sufficient attention wasn't paid to cleanliness.

ulf wrote:

Roger wrote: Durch den Ölverlust kommt es zum Öl-Druckabfall im Zylinderkopf, so dass die Ventile nur noch unvollständig öffnen. ... Weil die Hydros nicht ganz aufgefüllt werden?

There's a technical product issue (TPI) related to this. However, it includes the mentioned language model error. Still, it might be worth trying, especially since a similar problem has occurred there before.

Roger wrote:

It's worth a try, especially since a plug has already formed there before.

Could someone briefly describe where these plugs are located, or perhaps upload a photo?
I've never noticed anything stuck or lodged under the valve cover before, even though I've removed it several times on both my ASZ and BUK engines.

ulf wrote:

Could someone briefly describe where these plugs are located

?

According to my entry , it's probably located in the pivot lever axles. Unfortunately, I don't have a photo or sketch ready.

Okay, I'm ready. Please provide the German text you want me to translate into English.

Roger wrote:

Unfortunately, I don't have a photo or sketch ready. /viewtopic.php?t=21918

Okay, then I can imagine it: If you can look sideways into one of the axes -> alarm .

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Würde ich trotzdem nachsehen,passt gut zum Fehlerbild.Hast Du auch mal Kompression gemessen?

I checked the blow-by using the "thumb test," and it seemed normal. If there was excessive blow-by or if the piston rings were stuck, you wouldn't be able to hold your thumb against the opening for more than 3 seconds.

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There is also the theoretical possibility that the nozzle tips were damaged during the head installation and removal process, or that sufficient attention was not paid to cleanliness.

013, 023, and 018 are okay, or even surprisingly good. Last time, I got a PDE (presumably referring to a specific document or result), and it was clean.

The turbocharger is providing sufficient pressure, and the shaft play is within acceptable limits.


Let's see what really is going on – I'll be getting the car for a longer period in about two weeks, and there might even be plans to do a complete engine overhaul then.

The error still exists.

Compression consistently between 30 and 31.5 bar.

I connected it directly from the canister to the tandem pump, but still no black smoke during the simulated exhaust test.

I've noticed that the idle amount is 12 - 14mg per cycle . I disassembled the PDE, and the O-rings were okay; there was no carbon buildup on the tips either, and the wiring harness has good continuity (the crimp connectors are fine). Nevertheless, the machine still won't work... it's incredibly frustrating.

The customer is now willing to pay for a replacement of the engine control unit, but what if the problem isn't there?

vwSchrauber wrote:

I've noticed that the idle amount is between 12 and 14 mg per cycle

. That's already a starting point... I believe the normal value is about half of that.
If the "EDC believes it's injecting more than what actually comes out" trend continues towards Pmax, this explains the lack of performance and also the increased consumption. For example, if excess LD is built up for a supposedly 40mg dose, but only 28mg are actually delivered.

Does the MFA (Multifunction Display) show a higher average fuel consumption than what is actually refueled?

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The customer is now willing to pay for a replacement of the engine control unit, but what if the problem isn't there?

I suspect it's more likely a hardware issue: perhaps undersized injectors, an unsuitable injection pressure curve from the fuel pump, or something similar.

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Zeigt die MFA einen höheren Durchschnittsverbrauch an, als nachgetankt wird?

Yes, it shows an average consumption of around 15 liters per 100 km, and the current overnight refueling consumption is approximately 9-10 liters. The vehicle owner is over 70 years old .

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Ich tippe auch eher auf die Hardware: zu kleine PDE, unpassende PDE-Förderflanke der NW o.ä.

Checked - see a few posts above. The camshaft is from a PD engine without a DPF (1 ring, no additional injection cam).

Oil channel plugs are installed in the rocker arm shafts, the plastic strip in the fuel line is also in place, the filter in the tandem pump is okay, the springs of the locking flaps are fine, and there are no deposits.

vwSchrauber wrote:

Quote: Zeigt die MFA einen höheren Durchschnittsverbrauch an, als nachgetankt wird? Yes, it shows an average consumption of around 15 liters per 100 km, and the current overnight fuel consumption is about 9-10 liters.

This also perfectly matches my suspicion of a smaller PDE or similar.

Part number is 038 130 073 AG - according to Rainer's statement, these are from BKC .

vwSchrauber wrote:

Part number is 038 130 073 AG - according to Rainer's statement, these are from BKC

Paper is patient... considering the facts, the hypothesis of a bottleneck somewhere between the tank and the combustion chambers seems more plausible to me .

More likely between the tandem pump and the combustion chamber.

Could it be possible that the injection holes in the polymer distribution element (PDE) are closing up from the inside, meaning that the cross-section is narrowing without any buildup or deposits on the outside?

vwSchrauber wrote:

Could it be possible that the injection holes of the PDE are closing up from the inside? That is, the cross-section narrows without any build-up on the outside?

I haven't heard or read anything about this before...
*push the question forward*

Now things are getting really interesting: The twist angle in the MWB 004 is sometimes as high as 6.9 degrees, and at higher speeds, it can even exceed 7 degrees, and with that, the engine .

Engine off, engine started - the value is back at 0°.

NW position indicator set, no change.


I always thought that outside the +/- 3° range, the engine control unit (ECU) doesn't activate the positive electrode displacement (PED) function at all.

vwSchrauber wrote:

Now things are getting really interesting: The twist angle in the MWB 004 is sometimes as high as 6.9 degrees, and at higher speeds, it can even exceed 7 degrees, and with that, the engine . Engine off, engine started - the value is back at 0°. NW position sensors calibrated, no change.

The whole thing is quite mysterious.

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So far, I always thought that outside the +/- 3° window, the PDE is not activated by the TCU.

Then, it seems to me that a large number of PD-TDIs would simply stop working after a fuel pump replacement for completely inexplicable reasons.