Erfahrungsbericht 205er Düsen im AGR | Posts 16+

Hello Donalexo!
My textbook on occupational health and safety says the following about the unit 1/m:

'The k-value indicates the degree of opacity of the flue gas per meter of measurement chamber length. This explains its unit of 1/m or m⁻¹.'
With the same measurement accuracy, the same exhaust gas will produce different opacity values in differently sized test chambers, but the same k-values. Therefore, the legislator has defined the k-value as the measuring parameter for vehicle inspections.

I hope you can make sense of this; if not, I'll scan the relevant paragraphs for you.

Best regards,
Dominique.

Hi!

Does the AGR have a part number 028 control unit?

What's different about it compared to the 1Z, then?

See also https://community.dieselschrauber.org/en/viewtopic.php?t=4640.

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

"m" translates to "male" in English.

Hi,

donalexo wrote:

For those who are interested, I have also included the logging data. The engine was simply accelerated from idle without any load to full throttle until it reached the maximum RPM limit, just like in an emissions test. What I find interesting in this context is that the boost pressure remains at 0.66 bar even above 5000 RPM. The fuel injection amount would have to be drastically reduced. Okay, does anyone know how to interpret this unit, "1/m," for smoke density? I'm afraid I don't quite understand it. Regards, Alex

Did you upload the wrong file?
In my case, it stops at around 3500 RPM in the Excel file .

Best regards, Rainer.

Hello Rainer,

You are absolutely right .
The file was temporarily modified (see comment). Now, the speed goes up to over 5080 RPM and then back down to idle .


@dieselmartin:

Quote:

The AGR has a 028 control unit

.

What do you mean by that? Is that still an 8-bit microcontroller? Given the year it was manufactured, shouldn't it be a 16-bit microcontroller?
Where does it actually say anything with "028"? Am I blind ?

Regards,
Alex.

Then I probably downloaded the wrong file!

I vaguely remember that the part number for the MSTG in the XLS file started with "028", which is clearly a part number from the Golf 3 generation.

The file that is now available for download contains an "038" MSTG number, which suggests it's more likely to be for a Golf 4.

So, my question is relevant.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

@dieselmartin:

It's a bit off-topic, but I'm still curious. Does "028..." mean an 8-bit message and "038..." mean a 16-bit message? Or are there other characteristics and distinguishing criteria?

Regards,
Alex.

No.

The boundary between 8-bit and 16-bit technology lies somewhere within the production period of the G3 engine (for example, I have a 028 906 021 AF which is an 8-bit version, and the AHU engine I examined yesterday has a 028 906 021 GG marking, indicating it's a 16-bit version).

I hope I'm not talking nonsense right now .

Otherwise, all the TDI engines in the G3 models are of the 028 series, while those in the G4 models are of the 038 series.

It's unclear what significant changes have been made, which is why I linked to my previous thread. The only things that immediately stand out are the "tilted" fuel injection pump in the G4, the different engine mounting system, and the "mirrored" air intake (air filter and intercooler).

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

"m" translates to "male" in English.

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

"Hi,"

Just to add a few cents' worth of information: In the Ibiza 6K, which otherwise resembles the Polo and the third-generation Golf, the engine control unit (ECU) for the ASV engine also has a "038" part number.

It seems more likely to be a change across different vehicle models rather than being specific to a particular car model. It probably depends on the engine code. Or is there an engine that, with the same engine code, comes in both a "028..." and a "038..." version?

Best regards,

January.

Hello everyone!

This week, I once again had the opportunity to experiment with the injection system of an EGR valve.
This time, I installed ASV injectors with a larger hole diameter and an increased opening pressure of the first stage by 30 bar, from 220 bar to 250 bar. So, I've essentially fitted Euro3 injectors into a Euro2 engine.
I am satisfied with the result. The engine runs a bit more powerfully and precisely, and responds very well to the throttle.
"The changes in pump pressure at idle, and the resulting (displayed) idle injection amount, were interesting. The amount has increased by approximately 1.0 mg/H (with a corresponding change in voltage), which corresponds to a more jerky pump setting. So far, I have not observed any signs of jerking behavior at low partial loads. Now, the drop in RPM after short bursts of acceleration at idle occurs slightly faster, and the combustion noise only resumes shortly above 900 RPM."
These connections were already explained in Ulf's article. I just wanted to share my experiences from a direct comparison and provide measurements to support Ulf's statements.
More impressive than the change in voltage was the shift in the dynamic injection timing in the default setting mode. Previously, I had deliberately set the injection timing to the "early" position, which is exactly at the upper limit of the tolerance range.
After the modification of the nozzles, which have an opening pressure 30 bar higher, the start of injection has shifted very precisely to the ideal center line. In plain terms, this means that a change in the opening pressure of 30 bar consumes half of the tolerance range.
So, if someone has precisely adjusted their fuel pump to the middle line or later timing, they will encounter problems with the injection start control when changing injectors. This applies to everyone who originally has injectors with a 190 bar opening pressure (1Z, AHU, AFN, AHF, ...???) and wants to install larger injectors with a 220 bar opening pressure (e.g., 216 injectors). I would advise those people to first check the injection start timing so that the engine will even start after the conversion. As a general rule, it should work like this: adjust the timing to the earliest possible setting before the conversion; then, after the conversion, the injection start timing should be very close to the ideal line.

Regards,
Alex.

Sure, go ahead and ask.

The 1Z engine has 184 injectors with a pressure of 190 bar.

The AFN 205 with 190 bar.

The ASV 205 with a pressure of 220 bar.

and the T4 with a 216 rating, operating at 220 bar.

Or have I misunderstood something – that's how I understood it from your and other posts.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

@dieselmartin:

Absolutely correct. Just to add to the list: The ALH (engine control unit) has 184 injectors with a 220 bar opening pressure; it's simply a Euro3 engine.

Regards,
Alex.

Great!

If I then install an AFN nozzle into my 1Z injector, I'm only changing the hole diameter and shouldn't run into too many major problems?

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Thank you, Donalexo, for the detailed feedback!

@dieselmartin:
Why don't you get some with 220 bar pressure? It should have a positive effect on reducing jerky behavior. The only downside would be that you might need to readjust the injection start time. But given the relative safety against pump surging, I would definitely go for it (I'm also considering it myself).

Regards,
Private.

Does anyone have an overview of the prices?

With hole diameter, Volkswagen part number, Bosch part number, and the engines they were used in?

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

If I then install an AFN nozzle into my 1Z injector, I'm only changing the hole diameter and shouldn't run into major problems?


Let's revive this old thread.

because I still plan to do that. I temporarily disabled the AGR (agricultural machinery regulations) for testing purposes (of course, not in a way that would violate road traffic laws).

I wanted to get new injectors from AFN, or should I consider something else?

So far, everything is working as expected. Would adding an extra module make a difference? I could get one very cheaply (5 euros). I wasn't planning on making any modifications yet, and I don't have the resources to buy an expensive chip right away.

zpeedster:

Applying a 500-ohm resistor to the 1Z terminal can provide 17% more boost (of course, outside the legal limits of road traffic regulations).

That's enough for now .

Search near me for "10 cent tuning".

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.