Erklärung MWB 4 bei PD-ASZ (Synchronisationswinkel)? | Posts 32+

serdarg wrote:

Do you have any further ideas regarding the aforementioned start date? When the engine is cold, it is out of tolerance as written. ...

What is the tolerance?
I don't have any test values for the cold engine. Therefore, I can't tell you whether it's within or outside the tolerance range. This deviation from the warm test value is normal.

serdarg wrote:

The start of funding during the Cold War. Is it serious? According to the label file, the tolerance range is 4.v.OT - 2 n.OT. However, in the cold state, it is 7.6-8 v. OT Is the "cold" start timing unimportant, or must it also be within the tolerance range?

In the PD engine, the FB is no longer (via a mechanism like in the VP-TDIs) controlled, but only depends on the software.
Therefore, the specifications of certain labels are irrelevant as long as the software is completely messed up (e.g., after a chaotic chip tuning) - and one could use the labels as a guide to determine when the tuning is actually "bad".

hmmm, I'm completely lost now
I thought that by looking at the measurements, one could see if a timing belt is correct or not.

If, for example, the timing belt was misaligned with a particular tooth, would it be possible to detect this based on the measurements?
then the start of funding, the duration of funding, the angle of rotation, and the injection volume must be outside the tolerance range?

serdarg wrote:

Hmm, I'm completely lost now I thought that based on the measurements, one could see if a timing belt is correct or not.

Generally yes, regarding the synchronization angle: for the 1.9 models, it's the value 4 in the MWB 4, but for the 2.0, I'm not sure.

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If, for example, the timing belt was misaligned, such that it was offset from one of the pulleys, one would be able to determine this based on the measurements, or not? then the start of funding, the duration of funding, the angle of rotation, and the injection volume must be outside the tolerance range?

In / for the start of funding, only the PDE current is switched on (simplified), and only this time appears in the diagnostic data. It doesn't matter at all how much the NW is rotated relative to the KW.

That means, therefore:
The exact tension of the timing belt can only be determined by observing the synchronization angle (in the 2.0 engine, this is specified as "4, Field 4, Twist Angle" in the MWB).
A defective attachment should then be outside the specified tolerance of
-6 to +6°C Okay.

The 2nd. The Skoda workshop claimed that the crankshaft could not be properly aligned, and therefore was 1-2 teeth out of alignment.
When this claim occurred, the measurement value was 0°KW. This measurement, and the fact that the engine has also run 34,000 km without damage, clearly indicates that it was a "misdiagnosis."

serdarg wrote:

That means, therefore: The exact tension of the timing belt can only be determined by observing the synchronization angle (in the 2.0 engine, this is specified as "4, Field 4, Twist Angle" in the MWB). A defective attachment should then be outside the specified tolerance of -6 to +6°C is the range. Correct? Theoretically, yes.

In practice, there are often significant deviations between the (correct) marked position and the diagnostic data, mainly due to assembly tolerances, especially for the NW hall effect sensor or sensor assembly .
Bertil probably has relevant experience, if I recall correctly.

serdarg wrote:

if, for example, the timing belt were offset from a tooth, ...

... would be a 16V PD engine scrap!
Even with an 8V PD motor, this is very dangerous and usually leads to significant damage.

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... then the start of funding, the duration of funding, the angle of rotation, and the injection volume must be outside the tolerance range?

What else would you measure when a motor is malfunctioning?

serdarg wrote:

The 2nd. The Skoda workshop claimed that the crankshaft could not be properly disassembled. ...

What tools do they use

So, anyone who uses the tool prescribed by the manufacturer can usually hardly make a mistake when performing the PD.

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... and therefore, shift the teeth by 1-2 units.

That would have been loud and clearly audible... however, only for a short time

ulf wrote:

Theoretically, yes. In practice, there are often significant discrepancies between the (correct) marked position and the diagnostic data, mainly due to assembly tolerances, particularly in the case of the NW hall effect sensor or sensor assembly. Bertil probably has relevant experience, if I recall correctly.

Yes, there can be a world of difference. However, a definitive malfunction (e.g., performance issues) has never occurred to me as a result. At least within the ±6° range.

Sorry, I couldn't respond - now my DSL line is also down
Now that I understand about the timing belt, thank you. The dealer has already sent me a warning letter, and now I need to talk to them privately about their "incorrect diagnosis"

I had written that my car was running better since the AGR, but that's not the case. It was actually "Okay" for a whole 3 days. Now, he's suddenly performing as poorly as before.
I just topped it up with about 1/2 a liter of oil, that's it.

In general, it's as if the built-up pressure is being diluted.
The engine speed drops quite quickly into the lower range when shifting gears, and I basically have to accelerate from the low engine speed range every time. Therefore, the increased consumption

Is there any component responsible for maintaining the boost pressure? It's a VTG loader that regulates (or should regulate) the required power itself.
It's only unclear why the car ran better 2-3 days after the AGR valve replacement, and then again not

serdarg wrote:

Is there any component responsible for maintaining the boost pressure?

Yes, your engine control unit in conjunction with a solenoid ... Unless your engine already has an Electric VTG (Variable Torque Generator) adjustment.

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It's a VTG loader that regulates (or should regulate) the required power itself.

Absolutely not!
The VTG is dependent on external assistance (i.e., the motor STG).

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Overall, it's as if the built-up pressure is being diluted.

There should be something in the fault memory.

Hi Ulf and Bertil,

I tried to create some measurement values. I've uploaded it, and I hope it's at least somewhat correct.

/viewtopic.php?p=136933#136933

The engine was still a little cold at first, so I went out onto the track and then logged MWB 4.10 and 11.
On the return trip, I logged MWB 18, as there was something about magnetic valves in the room.
According to the label, only 0s and 128 can be the status of the magnetic valves. However, I occasionally see a 4 appear. And once in the log, there is also a 16 in a valve.
Hoping that at least something can be taken from this.

Greetings

Four people are not a problem, especially if you experience gas during...
but 16-bit systems are generally bad > cables or PDE.

Hmm ok, thanks. Then I'll go on another longer measurement trip. Let's see if it appears more often.

Here's the translation:

"I also have a quick question. In channel 8 of the adjustment settings, you can change the value from 0 to 100. What does this channel represent? The 4 fields above it show RPM, Time, Voltage, or something similar. In the data blocks, I believe, there is a MWB for glow status or glow time.

Here is my experience with the distortion angle:

Engine is a BLS; Cam angle: -2.4°.
"According to feeling" (our exhaust and brake mechanic squinted ), and precisely 0.0° was achieved.

Now, the exhaust gas temperature under full load on the same test track (13% uphill) is about 50°C lower, and the engine is much more responsive at the top end. Let's see what the consumers have to say about it...

vwSchrauber wrote:

Here is my experience regarding the tilt angle: Engine is a BLS; Cam angle: -2.4°. "According to feeling" (our exhaust and brake mechanic squinted ), and precisely 0.0° was achieved. Now, the exhaust gas temperature under full load on the same test track (13% uphill) is about 50°C lower, and the engine is much more responsive at the top end. Let's see what the consumers have to say about it...

It's amazing: more power with lower AGT?

Does the NW now appear earlier or later than before?
In my EDC15 motors, negative sync. angles actually mean an "early" North-West adjustment, and you have reversed the BLS-NW direction to a "late = out" position

Hello everyone,

I'm retrieving the post from the archive.
Was was, konnte jemand jetzt herausfinden, ob es einen
Relationship between the Sync angle and the consumption
gives?

Aside from that, the engine's early adjustment
upper RPM range is better.

Greetings