Possible addition values with cause? | Posts 32+

ulf wrote:

According to the SLP (Service Life Protocol), my vehicle's PD (Power Distribution) module does not have a permanent power connection to the engine control unit (ECU), and therefore cannot detect when the battery is disconnected. It can only detect when the ignition is turned on or off.

I am not aware of any other similar configurations in VW TDIs.
When the ignition is switched off, the engine control unit (ECU) is completely without power.

According to the SLP, my PD does not have a permanent connection to the engine control unit, and therefore cannot detect the disconnection of the battery, but can only detect ignition on or off.

If every time you turn the ignition off and on, it would erase the adaptation values, that would not be in line with the original design intent.
I haven't been able to observe anything like that before, nor have I noticed any more aggressive acceleration after each engine shutdown or battery disconnection.

@Ulf@Bertil:

It raises a question for me, as a layperson:

Why is the car behaving like this & :
Are the adaptation values stored in the control unit?
Or, do I know where (the comfort control unit for the speedometer is located - it's white...)
The question is, what might be deleted, which would normally still have data in the memory when the device is turned off?
It's kind of strange, my imagination can't possibly be that extreme.
Is there a way to reset the engine control unit (ECU) or its settings in this context?


Regards,
ttns4

I need to check the wiring diagram, but I believe that only various comfort control units remain powered on for logical reasons (e.g., radio frequency remote control, alarm system, interior monitoring). As far as I know, the rest is de-energized. What do the ABS, ESP, and possibly the automatic transmission need power for if the main control unit is de-energized?

ttns4 wrote:

It raises a question for me, as a layperson: Why is the car behaving like this?

Because you can connect a lot more things than just the M-STG, and that opens up a whole range of "undesirable effects."
Just disconnect the M.STG and you'll see that it makes no difference.

Furthermore, I am certain that there is a "placebo" effect at play.

Quote:

Are the adaptation values stored in the control unit?

However, the adaptation values are stored in a non-volatile (flash) memory within each respective control unit.

Quote:

The question is, what might be deleted, which would normally still have data in the memory when the device is turned off?

Just to repeat for the record: NOTHING!

Quote:

It's kind of strange, my imagination can't possibly be that extreme.

But it is... Take the Ulf DZR test and you'll see.

Quote:

Is there a way to reset the engine control unit (ECU) or its settings in this context?

No, at least not in the VW TDI M-STGs that I am familiar with.


I just remembered something...
Some vehicles have a Mass Air Flow (MAF) sensor that is slightly heated in "standby" mode. This is to ensure that good MAF sensor readings are available immediately after the engine starts. I'm unfortunately unable to say whether this is also done in VW vehicles. This heating is not controlled by the engine control unit (ECU). If you disconnect the battery for 10 minutes, you may get the impression that the engine is reacting differently.

for the record:

The EDC system up to version 16 does not perform any self-adaptations and does not store any adaptation values (in the same way as, for example, the Motronic system).

which one?

Therefore, the EDC also does not have a permanent positive terminal.

CU Gremlin.

"It seems some of you are having great experiences with your TDIs. I'm not as familiar with the smaller TDIs, but I do know about the ARL (the one with 150 hp), which revs willingly up to 4000 RPM, but then it slows down a bit until 4500 RPM. This is because, at least in the ARL, the turbo boost drops sharply after 4000 RPM, which means there's significantly less power available above 4000 RPM (although you can still reach almost 240 km/h with a little patience). I'm also curious why the turbo boost drops so drastically at that limit. I wonder if the turbocharger could also provide the appropriate boost up to almost 5000 RPM, or if the fuel injection system can't keep up? It's probably regulated due to emission limits, but technically, it should be possible."

Zak1976 wrote:

I'm also curious why the boost pressure drops so significantly from that point onwards. I wonder if the turbocharger could also maintain a corresponding boost pressure up to almost 5000 RPM, or if the fuel injection system can't keep up?

1. The pressure drops starting from 4000, because the characteristic curve dictates it (and the ASZ also does this).

2. The injection pressure increases with engine speed and with the amount of fuel injected, and it is always at its highest point immediately before the piezo actuator closes.
Therefore, if the duration of the boost is extended significantly at high speeds, the pressure differential elements (PDEs) may potentially burst .
. . . unless larger PDEs are used, but that again worsens the exhaust emissions in the low RPM range.

We just installed an AJM engine. It was very sluggish in terms of revving, especially above 3000 RPM. It ran smoothly and quietly, and the only other noticeable issue was the poor starting behavior. It had good performance up to 3000 RPM, but above that, it felt very sluggish and didn't rev well. After a short time, there was excessive pressure in the cooling system, which suggested a faulty head gasket. We then disassembled the cylinder head.
um diese zu wechseln und waren dann doch etwa erstaunt über den 'schlechten' Zustand des Kopfes. Einbrennspuren im Kopf und Strahlabdrücke auf den Kolben. Mit 99% Sicherheit wissen wir, das der Vorbesitzer Liebhaber von Heizöl war. Wir haben die Schlepphebel entfernt und wollten den Kopf eigendlich zum Planen geben, wo uns die Pumpe-Düse-Elemente doch als etwas ungewöhnlich ins Auge stießen. Aber see for yourselves:

http://www.

/images/050311/temp/T7f32Xuz.jpghttp://www.

/images/050311/temp/62pmoqz9.jpg

Three out of the four injector elements came apart when the rocker arms were removed. The ball bearings on the three faulty injectors also appear to be severely compressed. This engine experienced a loss of power and difficulty starting due to this 'damage.' While it's not directly related to the typical issues with injector elements that cause reluctance to turn over, it's worth noting as a possible contributing factor.

mullemaus wrote:

3 out of 4 of the pump-nozzle elements come apart when the rocker arms are removed. The ball bearings on the 3 defective nozzles also appear to be severely compressed. The loss of power and the difficulty in starting were caused by this "damage" in this engine.

Hm, is it known whether the engine may have ever consumed "non-PD" oil?
That could, in my opinion, lead to such damages...

Regarding the heating oil, we are certain, and whoever uses such oil has likely also used unsuitable oil. We don't know for 100% sure if it was the wrong type. However, we have refilled the engine according to the original specifications.

Vehicle: Golf 4 TDi-GTi with AJM engine and 115 horsepower, approximately 182,000 km mileage.

Symptoms: Reluctance to turn over and lack of power (subjective), slightly worse starting behavior when the engine is warm (insignificantly worse).

We removed the valve cover and visually inspected the PD elements. No damage was visible. We then brought each element to the adjustment position (basic position for adjustment ) and adjusted them accordingly. (A brief guide: Rotate the ball valve all the way in, then rotate it back 225 degrees, and tighten the lock nut - following the repair instructions).

Result: The idle speed regulation was read out, and all values were within the range of 0.0 to 0.2. The warm-up start was improved, and the maximum speed was also reached again, along with better engine responsiveness.