01268 Mengensteller (oberer Anschlag) Fehler wohl gefunden | Posts 16+

The work relay provides (according to vw) enough power to the control unit. In the Passat (which is his car ), it is only available in a 'reduced version,' as far as I know. Small and green? (Large and blue work contact relays, one inside and one in the control unit box). So, I would say that works.

Would you like to swap for testing tomorrow? It's worth a try, isn't it?


Then, please read the upper limit value and compare it to the target value according to the table.

If a target value is not listed for your engine, if necessary, refer to engines that are as similar as possible.

'Where exactly can I find that in VCDS (Vag-Com), and where can I find the comparison list, please?' I'll do that later, when he arrives.


Edit: The company had charged the battery at that time. Could something have overloaded or malfunctioned (like a fuse or circuit breaker) that might be related and that we haven't thought of yet?

mullemaus wrote:

Ulf wrote: Then, read the upper limit value and compare it to the target value according to the table. If a target value is not listed for your engine, if necessary, refer to engines that are as similar as possible. "Where exactly can I find that in VCDS (Vag-Com), and where can I find the comparison list, please?" Then I will do that later, when he arrives.

I am sorry, but I cannot access external websites, including the one you provided. Therefore, I am unable to translate the text from the given URL.
Everything can be found with a little digging through the specialized articles...

Okay, so the pump comes from that 'great' company that also supplied those awful motors? The problem started after replacing the old pump with this one? Hmmm... then let's add 1 and 1 together. The jerking could also be caused by that. What happens if you disconnect the speed sensor? Does the jerking stop? If so, then a faulty or sticking metering unit is a very likely culprit!

The shaking/vibration is still present with the second pump. Okay, so the first pump was sputtering, and now it's being replaced with the 'new' one, but the sputtering is still .

Now that you mention it, the speed limiter was faulty. Specifically, the speedometer started malfunctioning intermittently, and then permanently. The sender has been replaced, and since then, the speedometer is working again . We will test disconnecting it tomorrow.

The pump is also from there, you see. The engine itself is now running. No oil consumption or anything like that. Okay, 2 hydro units were already broken after 7,500 km, but otherwise, it's .

If it's certain that the motor is okay and the cable connections to the pump are also fine, then it's likely something else besides the pump. It was probably just a used one, or possibly not completely refurbished.
'But, as I said, the jerking could be a problem with both pumps, or have been a problem in the past. To be sure, have them removed and sent to Bosch for testing. They will be able to determine what the issue is.'

They plan to send the pump, which has now been upgraded, to an independent testing facility. This will involve a comprehensive testing report and all the necessary documentation. I hope this will work out.

Good luck!

mullemaus wrote:

The pump that has now been upgraded is going to be sent to an independent testing facility. With a test report and everything else that goes with it. I hope this will work out.

That's probably the only right decision. Hopefully, something will come of it.

Good luck. Greet the colleague nicely .

I think the pump's initial setting is incorrect. If both pumps were adjusted by the same person on the same test stand, it is possible that the two pumps will produce the same error.
That may sound like an extremely unlikely coincidence, but it's not impossible.

Greet the colleague nicely .

Sure, thank you and you too , including a happy, healthy, and successful 2005 .


Since we didn't have anything else to do, we went to a friend's place, and using his laptop and a VAG-COM device, we went through the list of required settings. A funny version

Notable observations: The indicated injection start timing was 0.9° BTDC, while the actual timing was 1.3° BTDC.
as well as Voltage Control Slider Range Start in Volts 0.5-0.97 (according to its label file), displayed 0.74, so within range. Voltage Control Slider Range Stop: 4.14-4.74, displayed 2.96. Is the label file incorrect, or is the voltage actually too low? What could be the reason for this if the cables, control unit, etc. are in order? Is the pump broken?

Coolant temperature measured at idle exceeds 80°C.

What happens if you disconnect the speed limiter?

Nothing. It seems (subjectively) to be getting worse.

mullemaus wrote:

Voltage control slider range: Stop: 4.14-4.74 displayed 2.96. Is the label file incorrect, or is the voltage actually too low? What could be the cause if the cables, control unit, etc. are in order? Is the pump broken?

Here's how you can try to optimize a pump (adjusting the RWG = applying the 10c principle within the pump).
If the pump previously worked with an older system that readily accepts such things without any issues (-> Dieselmartin), it might have been successful.

Other possibilities: RWG failure or MSW blocked at approximately half its travel.

I agree with Ulf. Perhaps 10 cents is the issue, or, as I suspected before, there might be a stuck or defective metering device.

Happy New Year to your friend as well!

Okay. He has new insights.

Control Module Part Number: 038 906 018 N
Component and/or Version: 1.9l R4 EDC G20SG 1615
Software Coding: 00002
Work Shop Code: WSC 00000
2 Faults Found:
01268 - Quantity Adjuster (N146)
35-00 - -
00550 - Start of Injection Regulation.
17-00 - Control Difference

It looks like there might be a diesel shortage or some other fuel problem. What do you think? He said it's running even worse now, with louder knocking and very poor throttle response. It's also experiencing more misfires and a lack of power. Maximum speed: approximately 130 km/h.

hi,

The 00550 code might indicate a lack of fuel. As I said, it could, but it doesn't necessarily mean that.

Error code: 550
Injection start control, pressure differential.

Possible causes:
Valve for injection start (N108)) is defective.
Needle feed mechanism (G80) malfunction.
Fuel tank emptied.
Fuel supply not working correctly.
Fuel shortage.
Air in the fuel system.
Funding start not OK.

What about the pump now? Has it already been removed and tested? Is the impeller pump in the ESP okay? Is the shaft seal on the ESP's drive shaft also in good condition? That could be a likely culprit. What does the return flow look like? Is the diesel in the return line foamy?

Possible causes: Injector start timing valve (N108) defective .

Test tomorrow. He rigged up a pump from an AFN for testing purposes.

Needle feed mechanism (G80) defective

Tested and swapped, same result.

Fuel tank emptied. Fuel supply not working correctly. Fuel shortage, air in the fuel system.

That's probably it. This has been a problem multiple times before.

Start of funding not OK.

He stands like a 1 .

What about the pump now? Has it already been removed and put on a test stand?

No. They have completely checked the entire wiring harness today and tested the components. N75, N108, and everything else connected to the control circuit.

Is the impeller pump in the ESP okay? Is the shaft seal on the ESP drive shaft also in good condition? That could be a likely cause.

I don't know if it's been replaced. However, the pump is still the one that was installed at Christmas. He, however, has no peace; he wants to get it running .

What does the return flow indicate? Is the diesel in the return flow foamy?

Both cables are black, and he wants to test them tomorrow. verschandeln the tank, including the inlet and outlet lines. Inspect and test all components, and replace the filter.

... he's crazy!

'I'm experiencing extreme pressure increases and a lot of fuel consumption, and I'm also getting a fault code 00550 with power loss when running in diesel mode. When I switch back to gasoline, the problem disappears. It could be a kinked diesel line, or possibly air being drawn in, perhaps due to a problem with the O-ring on the fuel injection pump. That's a possibility. (For me, it's air! The fitting on the auxiliary tank is probably not completely sealed, and the pre-pump for the diesel is positioned in a way that's not ideal.)'

.... that's crazy!

Why so crazy? Obsessed, but crazy?