Nach ZK-Erneuerung springt BKD nicht mehr an | Posts 16+

Quote:

I will gladly provide the serial number tomorrow, but I need the device for that, or is it available in a scan or log from an earlier date? Never mind, I found it, I'm going in now...

So - I still don't see anything.

Hi Uncle AutoschrauBär!

"El Cheffe needs to review and approve it first, then we can proceed."

Best regards from Munich!

We brought the machine back to life. It turned out that the pre-wiring had been damaged during the conversion. It worked perfectly with the old control unit. But with 150,000 kilometers on the clock, you can afford to treat yourself to a new wiring harness.

Despite that, I created a log file with the MWB 13/18/23 as requested.
I would now be interested in hearing the opinions of the experts here. Please take a look at it.

This log file contains at least 5 different logs, 2 of which were created during the starting process. The second log likely contains information about the first start with the new ZK (presumably a component). I didn't expect it to start at all. However, thanks to the new pre-wiring, it now starts up.
The machine started very roughly (probably still a lot of air in the diesel system), but then settled down and ran smoothly after about 2 minutes.

The date shouldn't be given too much importance; it's an old laptop. The log file is only 2 hours old!

Sure, here is the translation of the text from German to English:

'Micha'

Hi Micha!

DieselBär30x wrote:

... Micha, thank you very much for your feedback! I took a quick look at your log (superficially and at a glance), and it seems like "all's well that ends well" – at least for now, without any further analysis! I also have a question for you: What do you understand by the term "pre-wiring"? Is the main cable intended here, or the cable from the "central connector" to the MStG (main switching device)? In the latter case: Did you really replace the

entire wiring harness, or how?!
...
Best regards from Munich!}
Could you please answer the question regarding "pre-wiring" (again) publicly? }

Best regards from Munich!

Yes, of course...
'By pre-wiring, I mean the wiring harness in the control unit, along with the central connector. In the repair manual in ERWIN, this part is referred to as 'pre-wiring'.'

"Thank you very much!"

So, the ZK wiring harness (then, colloquially) .
So, you transferred the information from the old system to the new one, right?
Then it doesn't surprise me, because the parts often break even just from being looked at, and they break through the valve cover .

Thanks again for the feedback!

Best regards from Munich!

Yes, that's certainly something that requires experience, which I haven't had until now.
Now I'm wiser...!

What I'd really like to know is your feedback on my log, and perhaps some advice from an experienced professional on what to consider after replacing the Zylinderkopf (cylinder head).

Here's a summary of what has been done or renewed so far:
- Cylinder head with valves due to crack in intake manifold <-- Water.
- Camshaft bearing shells.
- Turbocharger
- Timing belt kit (including water pump)
- Oil supply line.
- ZK wiring.
- Camshaft seals.
- all gaskets (head, intake, exhaust, tandem pump, etc.)
- Screws (ZK, rocker arm shaft, PDEs, exhaust manifold)

Sure, here is the translation of the text from German to English:

'Micha'

Here's another 13/18/23 log from the first test drive, done at a low speed. At the end, I accelerated to 130 km/h.
I'm not interested in the maximum speed or any performance figures the engine produces, but rather whether the different values from cylinder to cylinder or from one PDE (presumably a component) to another are acceptable or if there's something wrong.
By the way, I will reveal another interesting aspect here after the publication of the results, which might be of interest to you professional hackers! Sharing this information beforehand would distort the results.

Hi Micha!

...because without a support key or customer status, no one else will want to, and I'd be happy to add my two cents again .

Before starting, a 13/18/23 log should be performed while the engine is idling and not while the vehicle is in motion, as the LLRR (MWB 13) is deactivated by the engine control unit (ECU) above 1,400 RPM.
Overall, I've had a quick look, and everything is within the specified tolerances.
Something strange is happening with the LLRR (Longitudinal Magnetic Resonance Ratio) of cylinder 1; it's initially strong in the positive range, then it shifts into the negative range. This COULD indicate a faulty knock sensor, but if it's running well right now, leave it alone.
Was the diesel filter replaced? If not, it might be worth doing so because of the values of the PDE switching times.

Best regards from Munich!

Sure, here's the translation:

"Hello there," or "Hi," or "Greetings."
The change in the LLR (likely referring to a lambda value or similar parameter) could naturally be caused by the engine warming up. Next time, log the RPM and temperature as well.
hg
Herbert.