Octavia 2.0l TDI BKD Probleme (Gelöst) | Posts 16+

Logically yes.

Then which type of medication should I take?
I'm in 5th gear (manual), at 1200 RPM. Should I start logging data, then accelerate until the engine gets out of its "rough running" range, and then end the test? Or should I continue accelerating and repeat the process again in 6th gear?

Quote:

icon_sad.gif I really have no idea about that. The technology is unfortunately too new or not as simple as with a Golf 2.

First of all, nothing too bad (assuming technical understanding).

First and foremost, you should familiarize yourself with the VCDS manual!
Then, you should examine the individual measurement data blocks to get an overview of what data is available. You can find the documentation for the measurement data blocks in the label file, which can be accessed by clicking on it within the Vcds measurement window (see photo above).

Then please create a data log of the measurements from blocks 8, 10, and 11.

text
This should focus on error cases as much as possible, given the amount of data.
Since we don't know exactly when the jerking will occur, you should choose a throttle position that remains as constant as possible during the recording. Third gear is usually the best option.

Quote:

Hello, Here are the logs. It's most extreme in the 6th gear when accelerating at full throttle. I hope I did this correctly. Best regards

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"Edit Admin: no, you didn't do it correctly. Please read what Autoservice writes, as well as the technical article about logging."
I'm removing this because it's useless and doesn't contain a log.

Edit Autoservice: Because today is Easter, and my efforts were not in vain - corrected log inserted.

This is a snapshot, not a log.

You must click on "Log" – not "Save." This will create multiple data recordings per second. Then, please post the saved file here.

see here: https://community.dieselschrauber.org/en/viewtopic.php?t=12979&highlight=logdatei

Please do not edit the log files or convert them to .xls format.

Addendum: Please only one measurement per file, by adding, for example, an index to the filename before saving.

Because multiple measurements within a single file can lead to data overlap ("data mush") in the KDataScope graph.

"There seems to be some confusion with the editing process. The attached file above can still be used. In several places, you can see that the actual boost pressure is lower than the target value ("Boost Actual < Boost Target"). There's also a strangely fixed control of the turbocharger boost regulation (76.1%), along with low air mass and even fluctuating engine speed."
If we ignore the issue with how the LDR is being controlled for a moment, then the question of the throttle valve arises again. Please check if the gears in that module have any signs of corrosion or wear. Do this before generating all sorts of logs.
hg
Herbert.

It doesn't look like it has 140 horsepower, or am I wrong ?

Hello everyone,

Yesterday, a different AGR/throttle valve was installed, but unfortunately, the problem persists.
The old air intake flap was cleaned 300,000 kilometers ago and was completely oily when it was removed yesterday.


"@mullemaus: There's also very little power available during the jolting/shaking."

The stuttering or jerking only occurs when the engine is warm, and up to approximately 2400 RPM.
At that moment, there was very little power output, and the engine's response to acceleration was jerky, with fluctuations in RPM corresponding to the jolts.
Everything is still working fine under full load; the DSG provides enough revs.


I really need help urgently; I can't go on vacation with this .
Is anyone from the Hamburg area or within a 100 km radius here?


Best regards, Melli.

Hello,

At 75.94 seconds in the log, the engine speed drops, even though the throttle position is at 100%, and there appears to be no limitation active due to air mass or boost pressure.

Stay:
- Insufficient fuel supply (air/foam).
- Damaged timing chain cable harness in the cylinder head.
- Insufficient power supply from the engine control unit (ECU).

Possibly run a log (in turbo mode!) of sensor data blocks from the engine control unit, including voltage supply, RPM, and throttle position.
Check the fuses and fuse boxes for loose connections, and verify that the cables are properly connected to the battery. If everything appears normal, then proceed to check the first two possible causes.

Best regards, Rainer.

The problem starts a few seconds earlier. At t=69, after the gas is removed, the actual pressure doesn't increase anymore, and the lambda value remains low.
Sure, here's the translation:

"Best regards," or "Sincerely," (depending on the context).
Herbert.

Hello,

The PD wiring harness was already replaced less than 20,000 kilometers ago.

Wouldn't the issues with power supply and air/foam in the fuel be a persistent problem, even in cold conditions and at different engine speeds?

The turbo is leaking somewhere; it's pushing oil into the intake manifold, and the EGR/throttle valve is floating in oil .

We have experienced extremely poor starting behavior three times in the last few weeks, when the engine is cold. It required a second attempt to start the vehicle each time.

Now and then, there's also a slight idle fluctuation.

Here's the log for third gear, full throttle.

Please check the idle speed control function (measurement block 13) in the engine control unit and post the values (once with the engine cold, once with the engine warm) at idle.

Please process the items mentioned above as well.

The fuses have been checked and are in good condition.

The main ground connection and the cables to both the battery and the fuse box in the engine compartment are also fine.

I will check MWB13 as soon as it has cooled down.

Best regards, please include MWB 1 and 23. You can start working on it right away.
hg
Herbert.

Okay, here's the translation:

"Once, at Mwb 1,13 and 23, in a warm state."

gtikasper wrote:

So, once Mwb 1:13 and 23 in a warm state

.
Certainly! Please provide the German text you would like me to translate into English. I will only provide the translation.

RPM, LLR, and PD values are fine, but the fuel injection quantity in MWB 1 seems unstable. Something is constantly changing the load.
I'm asking again – did you visually inspect the throttle valve actuator (gears)? You only mention "AGR/intake manifold valve" above.
Sure, here's the translation:

"Best regards," or "Sincerely," (depending on the context).
Herbert.