Ventile/Injektorenrasseln CAAC 2,0 CRDI 103 KW | Posts 16+

Okay.

Another proof that the CBBB and BMR engines have very little in common besides displacement and power output.

m;

Damn, that just messed up my answer - let me start over.

@ Roger: I'm not familiar with "Freibrennen 2ter Klasse"; if it's RGN, then it should be done properly!

"Katheizen" is such a topic.
1.) Depending on the manufacturer, there may be a preliminary stage before the actual RGN (Return to Glide Number), where the late Point of Interest (~150 nautical miles east) is considered.
omitted, and there are only the nearby points of interest (~40-50° north, east) and the intake air throttling.
Once the catalyst is sufficiently heated above the LightOff temperature (approximately 320°C), the late-stage Point of Ignition (PoI) occurs.
and it's working perfectly in the DPF , preventing white smoke during the warm-up phase!
2.) The increased use of SCR systems may become an issue.
To quickly achieve the full efficiency of the SCR system (and thus reduce the EngineOut-NOx emissions).
"a little more 'relaxation' (without AGR anti-suffocation solutions)... must be".
Get the SCR catalyst up to operating temperature as quickly as possible in the NEDC cycle.
A small, closely positioned Point of Interest (PoI) is used, which provides a complete, real-time view.
and only increases the T3/T4 level.
3.) In very rare cases, there are also applications where point 2.) only applies when using the standard post-processing.
(OxiKat) was implemented.

I'm not sure why your vehicles occasionally make a "resch" sound after a cold start => I have no idea.
Perhaps you are operating within the NEDC testing range, which is between 20 and 30 degrees Celsius for both ambient and water temperature, because then...
must be aggressively reduced in terms of NOx emissions, which often happens.
It's related to the acoustics (keyword: "machine gun noise...").

Hi, PD90.

PD90 wrote:

Perhaps you are exactly within the NEDC starting range, which is between 20 and 30 degrees Celsius for the outside and water temperature, because then must be aggressively reduced in terms of NOx emissions, which often happens. It's related to the acoustics (keyword: "machine gun noise..."). Hello, PD90

.

Hi,

That could be it. "Machine gun noise" kind of fits.
And that could be the case with "McGyver-style" solutions as well, right?

That would be possible.
Take a look (and listen) to this if you're experiencing, for example, a morning temperature of 6°C.
Outdoor temperature starting...

@Mcgyver: But if it's *always* making that clunking and rumbling noise for you, no matter what the engine temperature is...
If you're referring to the outside temperature, that's probably not correct.
Then I start thinking about incorrect IMA codes, or possibly something that hasn't been implemented yet.
Customized NMK. The NMK requires quite long acceleration phases to achieve anything.
Hopefully, something useful comes out of it.
In the NEDC, for example, the system learns very well at the end of the test, as it goes from a deceleration of 120 to 0.
I can't think of any quick ways to get that kind of practice driving on public roads.
not even one, although: You should drive on the highway when there's little traffic (in the evening...).
You can enjoy long periods of sustained speed in the Wildonerberg area, always between...
Lebring and Wundschuh, back and forth...
If you look at the NMK data, you can see how it affects the rail pressure during acceleration.
Adjusting the learning rate to target values, which could be around 400, 600, and 800 bar.
Just take a look!

I just realized something: the IMAs are stored in the EEPROM and are definitely assigned to the respective cylinders (injectors)!


Hi, PD90.

I have a question about the injectors (IMAs). I'm experiencing occasional knocking sounds with my 3.0 TDI. It's been happening for a long time, but it definitely wasn't there in the beginning. According to the diagnostic data, the injectors (72-77) appear to be fine. There's no carbon buildup (positive values) and no needle wear (negative values). The injectors are the original ones and have now been in use for 99,000 km.

Is it theoretically possible to reassign the individual cylinder values within the corresponding function of VCDS using the test and save function, essentially resetting those values to restart the NMK process and potentially shorten the adaptation learning times?

Is it possible, and could it help with occasional knocking sounds?

Hello and greetings to you all!

Regarding my driving profile:
My T5 is mainly driven on the highway between Graz and Klagenfurt (150 km each way), occasionally for shopping trips in the city, but otherwise always on the "Packautobahn," which is a highway that goes over a higher mountain pass (Graz at 365m above sea level, the "Packsattel" at 1120m above sea level). So, there are always long uphill drives. However, everything in the direction of Klagenfurt is speed-limited to 100 km/h. On the way back to Graz, it's faster, especially on the first ascent from Wolfsberg up to the first tunnel, where full throttle in fifth gear is needed to maintain 140 km/h . Thus, there's approximately a 5-minute period of full throttle, and several uphill accelerations from 100 km/h to 140 km/h after various tunnels.

Okay, for everyone who isn't from Austria or doesn't know the area, my T5 is a vehicle designed for highway driving, not for short trips.

Today, I checked the IMA codes in the MSG, cylinder by cylinder, and they all match!

Furthermore, I considered the nozzles in the following way:

Thursday, July 14, 2011, 4:40:16 PM: 39957
VCDS Version: RKS 10.6.4
Data as of: 20110418.
16:39:32
-28.65 µs Injector 1; Rail pressure calibration point 1, value 644.
0. 35 µs Injector 1; Rail pressure calibration point 2, 645.
-0.60 µs Injector 1; Rail pressure calibration point 3, 646.

-20.15 µs Injector 2; Rail pressure calibration point 1, value 647.
-2.90 µs Injector 2; Rail pressure calibration point 2, value 648.
-4.45 µs Injector 2; Rail pressure calibration point 3, 649.

-20.30 µs Injector 3; Rail pressure calibration point 1, 650.
2.70 µs Injector 3; Rail pressure calibration point 2, 651.
-0.15 µs Injector 3; Rail pressure calibration point 3, value 652.

-17.35 µs Injector 4; Rail pressure calibration point 1, 653.
0.70 µs Injector 4; Rail pressure calibration point 2, 654.
0.60 µs Injector 4; Rail pressure calibration point 3, 655.


Thursday, July 14, 2011, 4:37:46:39957 PM.
VCDS Version: RKS 10.6.4
Data as of: 20110418.
"Die Sonne scheint hell, und die Vögel zwitschern fröhlich. Ein leichter Wind weht durch die Bäume, und die Blätter rascheln leise. Es ist ein wunderschöner Tag, um draußen zu sein."
"Die Sonne scheint hell, und die Vögel zwitschern fröhlich. Ein leichter Wind weht durch die Bäume, und die Blätter rascheln leise. Es ist ein wunderschöner Tag, um draußen zu sein."
16:36:57
0.28 mg/stroke
Injection volume deviation, cylinder 1: 452.
-0.02 mg/stroke
Injection volume deviation, cylinder 2: 453
-0.24 mg/stroke. Injection volume deviation, cylinder 3: 454.
-0.03 mg/stroke
Injection volume deviation, cylinder 4: 455.

Regarding the rattling:
The engine always rattles and clangs, the louder it gets, the warmer it becomes. After driving 150 km on the highway and then cruising through the city with the windows open, it's quite annoying. It sounds like a Japanese direct injection engine; some Mitsubishis sound similar. Did I buy a Mitsubishi...?

Greetings,

Peter.

@Mc_Giver:

Then you can probably completely rule out my assumption.

I've now reread the entire post in detail - You bought the car.
"Since last November, right?"
If your car has recently started making a "rattling" noise continuously, I think this behavior is related to...
it could be related to rising outdoor temperatures - after all, it's the first...
Enjoy the summer with this T5...
I've hinted at it before:
Summer: Outdoor temperature roughly between 20 and 30°C = NEDC emission range (acoustics not a priority!).
Below approximately 18°C = emissions are no longer a top priority (at least, so far, except in the US!).
Increased focus on acoustics, driving dynamics, and DPF loading (i.e., soot emissions).

Perhaps this might be related to your "acoustic phenomenon," because if other T5 models exhibit similar behavior...
Given the sound and the fact that you're experiencing normal performance, I would almost completely rule out mechanical defects.

Okay, let me know if this whole "magic" started happening since winter, with the outside temperature rising...

If so, then the VW transporter application specialists probably didn't come up with a particularly good solution.
Emission and acoustics are complete, but if not, I'm afraid I'm out of ideas.

Hi, PD90.

Hello PD90!

Thank you for your comprehensive answer.

Based on all the responses, especially yours, I'm almost certain that the software configuration regarding NOx is the issue. The replacement of the injectors likely coincided with a spring-like improvement in the weather, which would fall within the temperature range you described.

If the engine control unit (ECU) maps were indeed written in a way that is acoustically unfavorable, is it possible, after the warranty period expires, to install a car-like software with increased performance that could mitigate this issue?

Or:

Is the CAAC equipped with different markings than the same engine with the crankshaft balancer module?

Best regards,

Peter.

Hi McGyver,

The guys at VW must have put in a lot of effort to develop the T5 (I'm saying...
Quite frankly: to be able to bring the "PANZER" up to Euro 5 standards.
In this high-weight class, combined with the right...
The road load model must ensure high AGR (Automatic Gearbox Ratio) rates are maintained even under high loads.
and that, combined with low PI (power input) levels and late ignition timings.
=> is simply louder than a whisper.

If you were to drive a car (hypothetically), what would be the emissions level?
pretty quickly beyond the realm of good and evil (and therefore, of course, illegal).
Anyone who would do something like that is definitely not someone you want around.
on a completely different page (but I'm generally not a fan of that approach).
That's just my opinion, though...

Whether the application with the balancer shaft is acoustically better: unfortunately, I have no idea.

=> Tip: Just keep doing what you're doing; that way, you'll have the fewest problems.
If it gets too loud, just turn up the radio or the ventilation a little.
Once you get to the next level, it's not so bad anymore.

I think this might not be the "answer you were hoping for," but I am...
Let's just stop here for now, without any further ideas.
I'm curious to see how (or whether) things will continue from here.

Could you, out of personal interest, share your emission values?
Please provide the NOx, CO, HC, CO2, PM, and k-value data from your "data extract" here.

Thank you + Bye, PD90.

Hello PD90!

Your explanations are convincing to me, and the issue of exhaust emissions in this vehicle weight class is not surprising to me at all.

I will take your suggestion and simply continue as is. Since this is the first time in my life I own a vehicle with a new car warranty, I absolutely didn't want to overlook anything that might already be known or could potentially cost me a lot of money after the warranty expires.

A T5 with a 2.0 scooter engine is loud, that's a fact and that's that.

The T5 GP doesn't have an engine cover. Due to design changes in the engine, the standard car engine covers, which would provide additional sound insulation, cannot be fitted without modifications. I actually have one here, but I would need to adapt it. However, I'm wondering if this could potentially cause thermal problems for the engine.

(NOx, CO, HC, CO2, PM, and the k-value) You can have these values if you like. Sorry to ask, but where can I find them?

Best regards,

Peter.

If it's not already there, adding a lining to the inside of the hood could help. It would dampen the sound absorption by the hood and reduce its effect as a membrane for engine noise. Similarly, the lower engine bay panels can be effective in significantly reducing sound radiation towards the road. However, I don't know if such parts were available for a T5 and whether they could be retrofitted.

You can find the emissions data in your CoC document (the sheet that currently...).
(replaces the type approval certificate), or also in your registration certificate.

I would personally only install additional insulation, no matter where, if it were like this.
in a different trim level or a similar engine variant.
The design cover (the better ones have a 3D foam insert underneath the hard plastic).
primarily reduces the injector ticking noise, which is very noticeable in the CR models, with a cover.
This high-frequency component will be reduced.
However, the turbocharger and catalytic converter/DPF are located in the rear area, between the engine and the fuel injection system.
and that's why good ventilation in the engine compartment is very important, so it remains open.
whether this ventilation would be altered or impaired by the design cover...

You probably have an underbody protection, which, in addition to...
Noise emission, as well as the tendency for the engine compartment to get dirty, but it certainly also has its advantages.
Influence on engine compartment ventilation.

And the mat directly under the hood is, I think, also standard equipment.
However, in my opinion, upgrading it would have carried absolutely no risk!

Hi, PD90.

Hi,

Here's another observation regarding the "machine gun noise":

I have noticed it twice in the last 2 days. Both days, it was 17 degrees on the MFA. It seems to be a magical temperature .

The lower engine compartment cover (!!) can, depending on its design, improve the ventilation of the engine compartment. Typically, this involves aerodynamically shaped openings that, in addition to promoting airflow, can also minimize dirt accumulation in the engine compartment without hindering the airflow.

I'm currently driving both of my TDIs without the oil filler caps on the engines (I'm a bit too enthusiastic about tinkering at the moment).

However, at least internally, a Golf 5 BLS (1.9 TDI, 105 hp) and a Passat BMR (2.0 TDI, 170 hp) sound no different at all.

I have a feeling that even from the outside, the difference between "with" and "without" a cover is not audible.

m;