Hi, I also checked the "SPRITZBEGINN" Is it located in the "late" direction? This can cause cold start problems and smoking Also, check for air in the fuel system!
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PPS: You can check the start of the injection with VCDS by going to the corresponding measurement block in the engine control unit, then "basic settings" and then clicking the button for the TDI timing check.
Thanks for the tips! I've already found the instructions for controlling the fuel injection start.
I've also made a log, recording the idle, fuel injection start, and target/actual values over a few minutes of driving.
I then tried to measure the current flowing through the wires to the glow plugs. This was a bit tricky because I couldn't easily access the connected wires.
The wire to the three glow plugs on the passenger side had a total current of approximately 40A around the sheath. The wire to all six glow plugs (i.e., just before the point where the system branches off to the left/right) had a current of approximately 80A.
The wires that I could access relatively well had individual values between 10A and 15A, but I couldn't really get the wires to sit nicely in the middle of the pliers.
Does this already help, or should I definitely remove all the clamps and check each wire individually?
Would you recommend focusing more on the fuel injection start? Should I have used different MWB values to get a better picture?
LOG-01-013-014-004.CSV
Beschreibung:
Leerlaufruhe sowie Einspritzbeginn Ist- und Sollwert und Drehzahl
And I unfortunately still have a silly question about KDataScope: if I have logged several MWB values, how do I configure it so that I only display specific ones? In this case, it would be interesting to have a graph showing only the target and actual injection start values.
all the measurement blocks that are in the log are always displayed. The need to hide individual ones never arose when working with the program.
Why, if you don't need something, you generally don't log it either.
And if it's displayed, at least my brain has no problem, for example, ignoring the yellow line when I'm only interested in the red and green ones...
Also, the "spritzbeginnregelung" that you mentioned to @T3Surfer makes no sense to log anything. Because it's not about the dynamic control while driving, but the static setting which is important at the start. Therefore, your log is nice, but rather useless.
[quote]I had already found the instructions for the starting procedure.[/quote]
Please also read and understand the section on the TDI timing checker in the manual.
What would be useful is a Screenshot from the TDI timing checker. With the weather view activated and the environmental conditions (engine temperature) met. The Screenshot you posted had no value, so I deleted it.
The "Druck" (Pressure) button copies a Screenshot to the clipboard in Windows, which can then be pasted into, for example, MS Paint. Then you don't need a camera/phone anymore.
When using a clamp, it doesn't really matter where the wire is in the clamp, the important thing is that the clamp is fully closed. Also, from your description, it's not clear exactly what was measured.
Logically, all the incandescent bulbs draw the same current, unless they are defective or the timing (i.e., the GSK temperature) is different.
When the spray start regulation was active, the engine temperature was at normal operating temperature, at least the oil temperature at start was 91°. I didn't know that the spray start regulation was not effective during driving.
In the cloud view, all points between the blue middle line and the green upper line, from approximately halfway between the two to about 85% of the green line, were visible.
Instead of a cloud, a vertical cluster of points was observed.
It was clear that the cloud was not on the blue line, but rather approximately halfway between the blue and green lines.
However, over the course of the measurement, the number of points gradually decreased, so I took the picture before there were no points left.
The current measurement: of course, the clamp was always closed.
Here are the measured values again:
Complete strand, passenger side: 40A
Strand for both seats: approximately 80A.
I was able to access the individual strands, each between 10 and 15 Amperes.
Edit: Another log attached, typos corrected.
LOG-01-004-xxx-xxx.CSV
Beschreibung:
Log des Ventils der Spritzbeginnregelung - die Werte gehen bis 100%, ist das ein Hinweis auf einen Fehler?
[quote]I didn't know that the "start spraying" control during driving was ineffective. [/quote]
However, it [b]doesn't[/b] work for the static basic setting.
Unfortunately, I only received four individual cables: each with a capacity of between 10 and 15 Amperes.
Richtigen Motor in der Drop-Down-Box unten rechts auswählen, optimal sind Werte auf der blauen Linie. Für verschlissene Pumpen mit hohen Laufleistungen kann eine Einstellung nach "früh" vorteilhaft sein, wenn es Probleme im Fahrbetrieb gibt, hat aber nix mit diesem Fall zu tun.
Okay, here's the translation, keeping the HTML tags, BBCode tags, and URLs intact:
Now I need to ask again:
I'm going to the engine control unit.
From there to the basic settings. If I choose MWB 0, I get a series of zeros and ones.
But I have a dropdown menu where I can select 'Injection start'. I have done that. On the bottom right is the button 'TDI graph', which I select.
Then MWB 4 appears automatically at the top.
In the new window that appears, I select my engine.
Now the valve is being controlled, and you can hear the engine change, the values change. Some yellow points appear in the graph.
Is that correct so far?
Edit: Step inserted
Zuletzt bearbeitet am 06-06-2016, 17:03, insgesamt 2-mal bearbeitet.
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Is it located in the "late" direction? This can cause cold start problems and smoking 
Also, check for air in the fuel system!
99er T4 Syncro-Cross 100800km grad eingefahren
