Polo 9N3 (1,4l TDI PD) springt schlecht an, nach Standzeit | Posts 48+

19-09-2015, 16:03 Subject:

Hello,

Quote:

Should I log any values in VCDS before and after to check the correct setting of the PD elements?

I'm not sure what else to add; adjusting the PD elements isn't rocket science, and there's a technical article that explains it. You could possibly compare the idle speed control before and after adjustment on a warm engine.

Quote:

And: how would I know if the PDE has already infiltrated the engine? Or is that not something to worry about with this particular engine?

We will see and possibly feel it. The important thing is that no sharp edges or grooves have formed.

Best regards, Rainer.

21-09-2015, 16:03 Subject:

I heard that the inspection of PD components at a Bosch service center costs approximately €50 per piece. A refurbishment costs an additional €50 per piece.

What do you think: should I have the PDEs checked right away when the opportunity arises?

22-09-2015, 8:27 Subject:

Autoservice wrote:

Look at this: https://community.dieselschrauber.org/en/viewtopic.php?t=5408

It's not that complicated. The key to setting the timing is actually just finding the deepest position that the camshaft or eccentric shaft applies pressure to the pivot point.

One more question about these instructions:
Can't I achieve the necessary engine rotation by turning the crankshaft directly? Why should I use the starter motor?

22-09-2015, 8:33 Subject:

Please turn the crankshaft using a suitable wrench. I consider this to be safer and more reliable.

22-09-2015, 9:13 Subject:

Thank you for the tip about the starter!

I see it as Matthias does: a dangerous situation that doesn't have to be the case. I have modified the article.

Best regards, Rainer.

22-09-2015, 18:26 Subject:

dieselschrauber wrote:

Thank you for the tip about the starter!

I see it as Matthias does: a dangerous situation that doesn't have to be the case. I have modified the article.

Best regards, Rainer

Thank you!

But I'm not giving up yet!

Therefore, one more question:

According to Volkswagen, the (stretch/torque-controlled?) screws of the camshaft should be replaced. Is this really absolutely necessary? You certainly have experience with this!

Thank you and best regards.

22-09-2015, 18:58 Subject:

Hi Stolli!

stolley wrote:

... According to VW, the (stretch/expansion bolts of the) camshaft should be replaced. Is this really absolutely necessary? You certainly have experience with that! ...

Yes, it is.
...and don't you dare put those old screws back into the PDUs...

You should get spark plugs from a Bosch dealer or service center, not from a cheap online retailer like "BilligGeizEgay" or similar. *warning*!

Best regards from Munich!

22-09-2015, 19:55 Subject:

Some things can be stretched repeatedly, but that's not the case with screws. Always use new ones; they won't cause any problems.

27-09-2015, 22:57 Subject:

DieselBär30x wrote:

Hi Stolli!

Yes, it is.
...and don't you dare put those old screws back into the PDUs...

You should get spark plugs from a Bosch dealer or service center, not from a cheap online retailer like "BilligGeizEgay" or similar. *warning*!

Best regards from Munich!

I'm currently gathering the parts.
Now I'm not sure if the ball studs are already included in the Bosch sealing sets! In the photo, you can see a kind of lumpy, black part. Is that the stud?

28-09-2015, 10:41 Subject:

Hi Stolli!

Right, according to Volkswagen, the "knubbl" at the top of the PDE (pump nozzle injector) must also be replaced.
(...but for me, those expansion bolts are a hundred times more critical...)
That's probably why he'll be included in the sentence as well.

Best regards from Munich!

28-09-2015, 17:51 Subject:

DieselBär30x wrote:

Hi Stolli!

Right, according to Volkswagen, the "knubbl" at the top of the PDE (pump nozzle injector) must also be replaced.
(...but for me, those expansion bolts are a hundred times more critical...)
That's probably why he'll be included in the sentence as well.

Best regards from Munich!

Hello DieselBear!

Thank you for the feedback!
I would like to know it in more detail...

Is this "bump" the part labeled with number 6 in the diagram below?

28-09-2015, 20:25 Subject:

stolley wrote:

Is this "bump" the part labeled with number 6 in the drawing below?

Yes.

03-10-2015, 22:12 Subject:

Okay, so tomorrow is the day.
I'm going to take care of the PDE seals.

Previously, I logged the long-term fuel trim (LTFT) values (with a warm engine). For your information, here are the values:

Code:

-0.33 mg/H Einspritzm.-Abw. Zylinder 1
0.00 mg/H Einspritzm.-Abw. Zylinder 2
0.28 mg/H Einspritzm.-Abw. Zylinder 3

I noticed that the camshaft twist angle is at a value of -2.7°.
Just 100,000 kilometers ago, it was at -2.3°. Is it normal for this value to change with the aging of the timing chain?

04-10-2015, 13:48 Subject:

Hi,

The LRR values look good. The twist angle changes within the range you specified, not only with the aging of the timing belt but also when warming up a cold engine to its operating temperature.

Best regards, Rainer.

04-10-2015, 15:01 Subject:

dieselschrauber wrote:

Hi,

The LRR values look good. The torsional angle changes within the range you specified, not only with the aging of the timing belt but also when warming up a cold engine to its operating temperature.

Best regards, Rainer

Great, thanks for the information!

04-10-2015, 15:04 Subject:

One more question!

I am currently in the process of expanding the product database (PDE).
However, I'm not quite sure how to follow the instructions.

Should I now unscrew the adjustment screws of EACH individual injector pump (PDE) before removing the rocker arm shaft? To do this, I would have to rotate the crankshaft each time to relieve the pressure on all the injectors. And then wouldn't the lever on the injector pump scrape against the area where I have already loosened the adjustment screw?

I'm completely lost right now.