PDE-Reinigungs-Abonnement bei den neuesten TDIs? | Posts 32+

dieselmartin wrote:

140HP 16V-PPD Quote: Are you sure that's a PPD?

As far as I know, that was the BKP, which was available in the Passat until 2006; it used a Simos engine control unit and PPD components.

Then, VW reverted to the 8V+DPF configuration and later highlighted the piezo injectors as a major innovation in the 170 hp version...

Back then, I was following the order threads on MT (yes, yes!), because I wanted to hear about people's initial experiences with the 170PS engine. This engine was delivered for about a month towards the end of 2005, and then there was a two-month delivery and, in some cases, order stop; deliveries only resumed slowly at the end of February/beginning of March, and then "smoothly" from April onwards. It could also have been due to the oil pump impeller, which, due to its unexpectedly early failure, likely caused damage to several engines initially.

And I, being the idiot that I was, still ordered the 170 hp engine in my A3 back then ("it will probably be more mature by then").

Regards,
Pete.

Quote:

And I, being a fool, still ordered the 170 hp engine in the A3 back then ("it will probably be more mature by then").

Oh well, I had my engine case for a few weeks, and then a new cylinder head came out...

If he lasts for 48 months, that's good.

m;

dieselmartin wrote:

Quote: And I, being a fool, still ordered the 170 hp engine in the A3 back then ("it will probably be more mature by then"). If he lasts for 48 months, that's good.

Hmm. Well. Mine isn't leased, and a company isn't paying for it either... Also, if the engine (or transmission, etc.) completely breaks down, I wouldn't really care: I have an extended warranty, so I'll get new or refurbished parts afterward. But only up to 100,000 km, which is approximately 40 months...

"But things like this, where you feel "dependent" on the workshops and the manufacturer, are really frustrating. First, there's the terrible DPF cleaning performance, where I had to go to the dealer three or four times, and they always look at you like you're imagining things. After about a year, I finally got the first software update; and it's barely any better! Then the engine gets louder and louder, pulls less and less, and according to VAG-COM, everything is "okay" (temperature sensors, boost pressure, etc.)!" You start to think you're going crazy, especially when you've previously driven PD engines for 6 years without any problems and even liked them.

And then there's the rattling in the dashboard, the clicking of the climate control servos, the annoying noises from the suspension – noises the dealer doesn't even want to hear... Anyway, all of this is off-topic. Complaining in forums hasn't solved any problems yet...

But you are my therapists... Hehe...

Regards,
Peter.

(sorry for ranting)

Sure.

My A-frame roof panel has been rattling again since the temperatures dropped... but I'll fix it eventually.

Oh, crap, it's going to get to me too:
7 degrees Celsius, dry, 996 millibars, 32000 kilometers, 30% DPF fill level, 1 unsuccessful regeneration attempt, and then this happened:

dieselmartin wrote:

Oh, shit, it's going to get to me too: 7 degrees Celsius, dry, 996 mbar, 32000 km, 30% DPF filling, 1 unsuccessful regeneration attempt, and then this:

That's awesome... To what extent does your driving profile fit into the "replacement scheme" that promotes cleaning?

Wasn't this a significant jump in performance that wasn't present in previous logs?
The curve doesn't seem plausible to me for increasing nozzle holes, because I don't think they would manifest so abruptly and digitally: I would rather expect a gradual increase in lambda, for example, starting from 3000 rpm.

I would interpret that "jump" as meaning that some regulation is keeping the lambda value within the target range, but (with increasing engine speed) it reaches its limit and then abruptly shuts off.
But what should that regulation be?
Since the lambda value is primarily determined by the air-fuel ratio (LuMa), and not by the engine management system (EM), the only parameters that could influence it are the load (LD), the intake manifold valve (or whatever the 16V engine has), and the exhaust gas recirculation (AGR) system.
If you have simultaneous, plausible jumps in the MWB (Main Working Body) there, I would much more readily accept that as an explanation for the lambda jumps than a coking PDE (Particulate Decomposition Event).

It kind of startled me, too.

This log is my third one. The first two were okay, and the last one was in the summer, somewhere in France (although it was the 4th). Sure, here is the translation of the text from German to English:

"Gang."
This one, and the first one (which I can't find right now), were driven at full speed with the maximum speed setting (A6 KL heading towards HOM, so it was also quite flat).

The only digital event was a (just one) extended, full-throttle chase on the A62 highway, following an Audi A6 3.0 TDI a few weeks ago.

The current log shows a drive with an unsuccessful regeneration attempt in the memory – perhaps that's why it's behaving differently. The log drive was originally intended to be a DPF regeneration cycle, as it had already attempted to regenerate twice during the day. At night, when I offered to drive him 100 kilometers, he didn't want to.

I'm going to drive around a bit more, and I'm going to lie around a bit more, and then it's time for some serious cleaning.

My driving habits are generally not typical for a company representative.
Mostly city driving, but occasionally on weekends I'll drive on country roads or highways at speeds of 140-160 km/h.
However, due to the relocation, trips have been canceled for weeks, and urban, ultra-short-distance traffic has increased significantly. This even led to a more intense engine noise (but without the DPF light coming on) - but back then, I immediately drove the car and everything was okay.

m,

Wow... a pet motor. I somehow want my Golf to last for another 20 years.

matthiasTDI96 wrote:

I somehow want my Golf to last for another 20 years.

Not just you...
Long-term storage, and then retrieving them when they are old enough for an H-classic car registration with affordable tax rates.
And then they just drive around, grinning at the vulnerable, high-tech contraptions – just like the Trabant drivers: their cars would immediately be scrapped according to local regulations, but thanks to political decisions, they essentially have impunity...

ulf wrote:

matthiasTDI96 wrote: Somehow, I want my Golf to last for another 20 years. Not just you... Long-term storage, and then retrieving them when they are old enough for an H-classic car registration with affordable tax rates.

That would be it, but there's only one catch - it's not just the car that gets old...

Greetings, Klaus.

"Silly question, what's so bad about this log, and what is the 'jump' referring to?" If this issue is reproducible, perhaps we should add a log with entries 3, 8, and 11.

Extremely underweight? Insulin pump malfunction? Jerks?
While I don't have the specific knowledge to confirm, I don't believe in heavily carbonized ED (high needle) – it should be getting worse over time, shouldn't it?

"The 'jump' refers to the difference between this log and the other two that I've ridden before, and that Ulf still remembers.

(The data are currently located on a computer that is not accessible - I am moving.)

So far, I've always had significantly higher values (1.32 - 1.35), so I've never been above 1.4.

m;

Oh, okay. It would be interesting to know about the air mass during the three measurements.

Hello,

I recently got an Octavia RS with 51,000 km on the odometer. I'm a bit spoiled by my previous 1.9 CDTI, which had a very smooth and quiet engine. Well, at least the RS sounds much better than the 105PS version .

Okay, now to the actual question. The RS sometimes vibrates and shakes when idling. Could this be caused by clogged injectors? The vehicle is 1 year old and has been driven aggressively on the highway. There's also a noticeable turbo lag when starting, which is unusual for a direct injection engine (at least, for me).
If I understand correctly, the cost of the cleaning would be borne by Skoda.
Thank you.

Sure, here's the translation:

"Noe,"

The LL judder is (edit: usually) caused by the ZMS (torque converter). However, even if it judders occasionally, it doesn't necessarily mean there's a defect.

It's best to determine on a case-by-case basis who will pay for the PPD cleaning. If you have VCDS, first run a diagnostic log using control module 74 and drive it along the track.

m;

Unfortunately, my VAG Com is still without CAN .
I wouldn't have thought that this idling roughness was normal. Well, I can live with that.