A4 TDI 2.0 PD injectors are not injecting fuel after ZK replacement. | Posts 48+

Thank you for the tip, I will follow this approach. I have a compression testing tool, so I will start by testing. If necessary, I will then swap the PDE 3 and 4. So that you understand correctly, I am not doing hyperactive repairs, but rather a hobby. I have been working on cars for several years. Previously, I had a Passat Camonrail, which was not as complicated as the PDE. About six months ago, I bought a new engine block from Tonau Motoren at a good price and assembled a new engine. The old engine only had 21 bar in the cylinders, and before I had everything overhauled, I saved a lot of money. I have been using VCDS for about six months, and it is a very valuable program for A.I need experience here, but exactly here I still need experience. Some people in my circle have also acquired VCDS. And furthermore, I think this forum is the only one that really has experience. I think everyone started like this. This is just a small introduction about me, and I don't mean anything bad. Thank you for the helpful information. Okay, now I'm pursuing my hobby, diesel engine repair

You are the personified, wet dream of every parts dealer.

Could I ask what types of products or services you might be interested in purchasing from me?

Best regards, Rainer

I need a PDE that is actually defective, I did it exactly as DieselBär suggested.

Yesterday, I let the engine warm up, then took it for a test drive. It was making a lot of smoke, smelled like burning sage, and made a loud howling and whirring sound when accelerating. So, I'm guessing it's the turbo. The car is now just sitting here; the new turbo will arrive today, and I will install it on Friday. Until then, I will try to organize a PDE .

Hello, I have now installed a new Garett turbo. During the test drive, it still sputtered like before. When accelerating, it broke the turbo hose from the lower fresh air side of the tension clamp. Then it was over, the engine was still running, but as soon as you start driving, it dies. The aforementioned PDE Cylinder 3 was replaced, but the error message is reappearing, and the exact same values as the previous nozzles are present.

Address 01: Engine Electronics Label file: DRV\03G-906-016-BPW.clb
Part Number: 03G 906 016 KM HW: 03G 906 016 KM
Part and/or Version: R4 2.0L EDC G000SG 9749
Encoding: 0000172
Operating Number: WSC 66565 257 00032
VCID: 78F83A2D0B75298419-802C
2 error codes found:

004710 - Valve for Pump/Nozzle Cylinder 3 (N242)
P1266 - 000 - Unplausible Signal - Warning Light ON
Environmental Conditions:
Error Status: 11110000
Error Priority: 1
Frequency of Errors: 1
Lost Count: 255
Mileage: 298110 km
Time: 0

Environmental Conditions:
Speed: 882 /min
Speed: 0.0 km/h
Last: 0.0 %
Voltage: 14.14 V
Injection Rate: 2.96 mg/h
Temperature: 35.1°C
(no unit): 16.0

000771 - Cylinder 3
P0303 - 000 - Misfire Detected
Environmental Conditions:
Error Status: 01110000
Error Priority: 3
Frequency of Errors: 1
Lost Count: 255
Mileage: 298110 km
Time: 0

Environmental Conditions:
Speed: 882 /min
Speed: 0.0 km/h
Last: 0.0 %
Voltage: 14.21 V
Injection Rate: 2.96 mg/h
Temperature: 36.9°C
(no unit): 128.0

We are really trying to get you to work step by step, but it seems difficult.
Would you mind just answering the questions that have already been asked?
- What was the damage before the ZK swap?
- What are the compression values now?
- What did you do with the PDE 3, so that you were sure about the defect - did you exchange it for another PDE?
My impression is - excuse me - that with every screw you manage to tighten, you create a new problem.
hg
Herbert

1) ZK exchanged due to integrated PDE leads, with valve, piston, and camshaft also replaced.

2) Defective PDEs detected by replacing the one from Zilinder 3 with a new one.

3) I will measure the compression tomorrow.

4) I checked the turbocharger after the hose burst, but there was no oil leakage.

The engine block and pistons were replaced half a year ago, so it's essentially a new engine. I thought that would be the end of it, but the problems just keep coming.

Okay, let's do it step by step again. But you're also reading it, word for word! You're not skipping anything and you're not making any premature conclusions!

ascendens wrote:

I need a PDE that actually fixes the Zilinder 3, I did it the way DieselBär suggested.

Did you really do that? Did you swap the PDE from Zyl3 with the PDE from Zyl 4, and was the large discrepancy then no longer with Zyl3 but with Zyl4?

Did you do it, or didn't you?

short explanation: if you have done this, then you have ruled out the engine as a source of error, so that only the fuel injection system remains. This also keeps the number of questions you have to ask manageable.
Example:
1. Where did the new PDE come from? It is either from Bosch itself or from the car dealership. And did you receive it in its original, unopened packaging? Did it not come from a source such as a hobbyist, an auction house, a salvage yard, or similar?

2. Does the part number on the PDE match exactly?

3. Have you correctly installed it according to the instructions and properly adjusted the ball screw? Is it also standing approximately perpendicularly?

4. When you replaced the cable harness back then, did you also accidentally compress or otherwise damage any wires?

If you haven't swapped the PDE with the check valve, then many more possible causes come into question. It's enough (as an example) if a valve on the cylinder doesn't close properly. In this case, the PDE will also be at the positive control limit, and neither the PDE nor the turbo is faulty.

3 small tasks until tomorrow:

Herbert wrote:

- What are the compression values now?

Please check the values. Do you know how to measure the compression on the engine?

Then disconnect the corresponding pump nozzle element and measure the electrical {RESISTANCE} between the two terminals on the PDE.

On the connector of the PDE, there is a multicolored and a brown cable. Turn on the ignition and measure the VOLTAGE between the pin of the brown cable and ground (cylinder head) and post the value. (Error after clearing)

I'm telling you again, in case you've skimmed over it and you can't endlessly remove and install the type cylinder head components. Firstly, it costs zero rings and head bolts every time, and secondly, it puts a strain on the 6mm thread of the clamping plate. You should only remove the PDE if you have a valid reason and are sure about it.
The cylinder head and the camshaft, were those new parts? Did both come from non-OEM (or similar) sources?

Well, since the head was pointing downwards, you at least know for sure that no cotton swabs that had fallen inside were the cause of the problems.

Okay, and thank you very much, I will follow all instructions and provide a detailed description. I actually wanted to measure the compression today, but the device I bought is not working, it's defective. I'll get a new one and update the values later.

Please be careful when you unscrew the light bulbs, dear.

Good morning, Yes, I have performed the test as you instructed. So, I swapped PDE Zi.3 with PDE Zi.4, but the value in the VCDS measurement block 13 was still 299. Then, I set PDE Zi.3 to the same number that I obtained from the auction house, and the value was still 299. Tomorrow, I will measure the PDE and the flow rate as you described.

Three days ago, the car will only be moved again when everything is okay, just as a side note.

Okay, here's the translation:

I have a question about turbochargers. I bought a rebuilt Garrett turbocharger because the old one was completely clogged with oil and had a lot of play in the shaft. After I installed the new one, I noticed that it was slightly rotated clockwise, and the turbocharger hose was difficult to connect, requiring a firm pull and bending to get it in. After everything was done and I took a test drive, it still smoked a lot and the hose from the turbocharger came off due to overpressure, "I think". I didn't drive any further, so I had it towed home, and it has been sitting in the garage, being repaired piece by piece ever since. It felt to me, from the feeling and the sounds, as if he was already exerting a great deal of pressure while standing.

Quote:

So, I swapped PDE Zi.3 with PDE Zi.4, but the value in the VCDS measurement block 13 was still 299. Then, I set PDE Zi.3 on the overhauled unit I got from the auction house, which has the same number.

Why? Do you understand what I'm doing?

No, you don't have to understand it, but if I had the same experience as the professional mechanics, everything would already be repaired and working. I'm just glad that you're supporting me. As mentioned, I will follow each step carefully.

Can't really understand.

Quote:

So, ich habe die PDE Zi.3 mit der PDE Zi.4 getauscht, aber der Wert im VCDS Messwertblock 13 war immer noch 299. Then I have a refurbished one with the same number, which I put in Category 3 from the auction house, and the value was still 299.

If the value for Cylinder 3 was poor, then the PDE was functioning correctly. And now, with the EhBäh PDE, Cylinder 3 is performing even worse.
What exactly do you want to check? The engine is about to be small.
hg
Herbert

You remind me of a certain apprentice at work. He does exactly the same things constantly. He's the undisputed champion in absolutely every PC and mobile game. Also, he can type extremely fast. Unfortunately, he's always doing it.

ascendens wrote:

Then I had a refurbished one with the same number that I got from the auction house in Zone 3, and the value was still 299.

Regarding injectors from such sources, I have already written something to you about it. Do you have to replicate everything I have previously made a mistake on?
As you've said, it's possible that once you've finally reached the point where your PDE is working, the bolt will ultimately have been damaged, perhaps due to you having removed and reinstalled the specific thread several times. In that case, you might need to consider using Helicoils or replacing the ZK again.
Okay, let's go through this again, very slowly. I ask everyone else for their patience.
You should swap the PDE and see if the error migrates from cylinder 3 to cylinder 4. Or, in other words: After you have swapped the PDE, does cylinder 3 still show +2.99mg addition, or is it now cylinder 4 that shows this?
"Is it still Cylinder 3, then, it's not due to the PDE or another component of the fuel injection system (because it has the unwanted value with another PDE as well), but rather due to the engine mechanics. This means you don't have to buy a new PDE because it's not broken."
If, for some reason, the engine cannot build compression in a particular cylinder, you will also see +2.99mg on the corresponding PDE in the diagnosis. However, in this case, the PDE is not faulty, and you need to look elsewhere.
is it clear so far?

Step 1: Look elsewhere for information. This involves measuring or assessing compression and posting the values here. And be careful not to damage anything in the process! I still don't know if this is a new head with new light bulbs or not.

"But isn't it true that the value of +2.99mg has also migrated to cylinder 4, and that you have only expressed yourself incompletely? Well, then we are probably back to the topic of "reconditioned nozzles from the auction house."

Regarding the charger, it's possible that the hose wasn't properly seated. Since it was already cleaning so weakly. That is, the clip from the quick-release mechanism wasn't behind the nose. You can quickly check this. Make sure that the sealing ring on the turbo hose doesn't come out of its guide when it's difficult to insert, and that the noses are still fully present. Otherwise, it won't hold.
But if I keep seeing terms like "general overhauled loader" and "misaligned installation position," well, you can probably guess where that's going...