Audi BKD: Optimize PD Timing After Head Replacement

Good day, esteemed community of experts!

"As with many owners of Audi A3 2.0 TDI vehicles (manufactured in 10/2003 with 45,000 km), my water pump was replaced due to coolant loss. After this replacement, I noticed a significant loss of power over a prolonged period (so I can rule out wind, temperature, road conditions, or break-in period). Initially, I attributed this to the mass airflow sensor (which is working correctly) and then to the air filter (which is also fine). However, it seems that everything is actually in order. The power is still lacking, especially during acceleration."

Okay, I did some research online and found someone who had a similar problem after a cylinder head replacement, and in their case, the power loss could be compensated for. It seems that the optimal injection timing of the pump-injector elements can shift slightly when the timing belt is removed/reinstalled. However, apparently, there are configuration points in the engine control unit that allow for a certain adjustment range to ensure the optimal functionality of the pump-injector elements.

With this information, I contacted my Audi workshops, but unfortunately, my hopes for a quick solution were dashed. My "master technician" said that the timing belt was adjusted 100% correctly, because otherwise the entire car wouldn't run... he offered me a diagnostic scan and a test drive with a laptop to check air values (again ). Apparently, he knew nothing about "fine-tuning" or resolving the problem by adjusting the engine control unit parameters, because for him, everything has to be perfect if the car runs normally.

Okay, I've been searching through the diesel mechanic forum, but unfortunately, I haven't found anything really relevant... I only found one thread where a similar problem was mentioned, but in that case, it was attributed to the tandem pump, and then the thread just ended abruptly.

I would now like to ask if there isn't a way to restore the effectiveness of the PD elements after the timing belt has been removed. I can't imagine that my correspondent made all of this up.

Thank you very much!

a neopac hoping for help.

[Additional information]

Just now, my tuner (who increased the power to 185 hp) shed some light on the matter.

Quote:

There may be a loss of performance if the "dynamic timing" has not been adjusted correctly (e.g., when replacing the timing belt). - Or, the mechanic, in order to save time, may have only loosened the old belt, removed it, reinstalled it, and then only tightened it. However, even with a small distance between the camshaft and the pump, differences can occur, for example, due to wear. Therefore, the dynamic timing needs to be readjusted. - Perhaps in your vehicle, this is not the case, so that the dynamic timing is at the "rear" limit (= smoother running, more soot tendency, higher exhaust temperature, less power).

"What's strange is that my workshops claim everything is optimally adjusted and that the problem definitely doesn't lie with the pressure drop elements... It's highly unlikely that another defect, such as a clogged fuel filter, leaking fuel lines, or a faulty solenoid valve, would occur on the same day as the ZK (ignition coil) replacement (and the AGR valve is also new)."

If the workshop believes that everything is running within the optimal range, but I am convinced that I have lost approximately 20-30 horsepower since the change, can anything be adjusted at the start of the fuel delivery to restore it to its original state?

Thank you very much!

Questions:

a) You don't own a VAGCOM device yourself, do you?
b) Where are you from?
c) Part number and software version of the engine control unit (ECU)?
d) What kind of performance enhancement (chip or module)?

Here's the translation:

'The following are currently most important:'

a) Current data status (if it's a box instead of a chip that can be disconnected).
b) Measured values at idle: MWB 1.4, 7, 13, 18, 23.
c) Measured values at 2000 RPM: MWB 18+23.
d) MWB 1 Field 2: Target 3.0-9.0 mg/H (Climate off)
e) MWB 4 Field 4: -3 to +3 kW degrees (may fluctuate by a maximum of 0.5).
f) Check the MWB 7 values on a cold engine to ensure they are within the acceptable range - observe if they increase during warm-up.
g) Log data from MWB 8.10.11, recorded during full-load acceleration in 3rd/4th gear, from 1500-3000 RPM.

Well, that's already the first problem:
...016 G 5334 was really very old.
They were maintained until data version 5705, and then updated further to index FF with data version 7364.
'Any Audi dealer could have played that for you, but the problem is your chip tuning, which is now preventing it.'

So, we'll probably have to start by checking the data we currently have, although I wouldn't rule out potential differences between the versions.

Well, you can tell them that they should check it, but they won't be able to create logs for you because the workshop tester, which is what the VAGCOM is, doesn't have that function.

Quote:

Well, that's already the first problem: ...016 G 5334 was really very old.

Can you also explain to me why this is a problem? Does this device not offer any settings options?

Quote:

They will not be able to create logs for you, because the workshop tester, which VAGCOM has, does NOT have that function.

That's what they call "leading through technology" .

Maybe my workshop can handle it... but I'm almost certain they'll do a great "target vs. actual" comparison of the mass airflow sensor (MAF), and then tell me that everything is fine and that I've just gotten used to the performance. If necessary, I'll have to take my car to a tuner and ask for their help, but he's a few hundred kilometers away and it will cost me a lot of time and money.

Thank you for your help, nonetheless!

Well, the problem might be a bit exaggerated.
However, since there have been many (though mostly unknown) changes in the software, it would be beneficial to have the latest version to help identify and exclude potential sources of errors.

Since you're knowledgeable about tuning, it's likely that this [device/system] has its own custom map. I'm not sure whether this only affects the power output, or if it also modifies the basic settings (e.g., the control of the EGR system in different operating conditions). Rainer probably knows more about what's generally changed, or to what extent the original data is used.

Well, the lack of logging capabilities in the Orgi-Tester is really a shame, but that's just the way it is (and it's a very good reason to buy a VAGCOM, besides other things).

Since you unfortunately don't have that information now, we'll have to rely on the workshop for now. We have to trust that they do their work conscientiously and that what they say is accurate. Unfortunately, without any values, it's not possible to verify this.

...
There may be a loss of performance if the 'dynamic timing' has not been adjusted correctly (e.g., when replacing the timing belt). - Or, the mechanic, in order to save time, may have only loosened the old belt, removed it, reinstalled it, and then only tightened it. However, even with a small distance between the camshaft and the pump, differences can occur, for example, due to wear. Therefore, the dynamic timing needs to be readjusted. - Perhaps in your vehicle, this is not the case, so that the dynamic timing is at the 'rear' limit (= smoother running, more soot tendency, higher exhaust temperature, less power).

Doesn't that information your tuner gave you relate more to a TDI with a VP pump?