ALH engine: Oil temperature too high?

"Hey everyone, I'm experiencing high oil temperatures in my ALH engine. I'm using 0.205 ASV injectors, and when driving on the highway above 160 km/h, the oil temperature reaches 130-140 degrees Celsius after just a few minutes. At 190 km/h, the oil temperature (measured in the oil pan) even exceeds 140 degrees. This seems a bit too high to me. Since I can't figure out what's causing it, I'm planning to install an oil cooler. Has anyone found a practical solution for this on TDIs?" Thank you!

Hello,

You can find everything you need at www.sandtler.de or www.isa-racing.de.

Best regards, Rodion.

I would say you have a problem with the engine; an oil cooler would only mask the issue. The slightly larger nozzles don't represent such a significant modification that the engine would overheat as a result.
I also don't really have any idea what it could be... At most, the standard oil cooler might be somewhat clogged, although that's also very difficult to explain...

Are there any other people here with ALH or ASV engines who have an oil temperature gauge? Do you have an ad?
What temperatures are you experiencing? "In my opinion, the 'golf4' TDI engines tend to run a bit hotter than those in the 'golf3' generation..."

Hello,
Yes, I have the G4 with an AHF engine, with an auxiliary control unit from Princiotta and an LD increase using a diode, I'd estimate around 140 horsepower. The oil temperature usually doesn't exceed 100°C at 160 km/h. Proper power delivery is only achieved at full throttle, and during extended full-throttle operation, the temperature can reach approximately 125°C.
Sure, here's the translation:

"Hello" or "Greetings"
Harald.

Hi,

Ibiza 6K with ASV machine, unchanged - Oil temperature sensor via dipstick in the oil pan.

When driving at full speed on the highway in the summer at temperatures of 30...35 degrees Celsius, I only reach a maximum of 135 degrees after several minutes at top speed, and the temperature doesn't increase any further.

However, the Ibiza has a very cramped and cluttered front end, and I suspect the Golf 4 might have slightly better thermal management in that area.

Best regards,

Jan.

Hi,
Yes, the Golf 4 generally offers more space. Interestingly, even with the power box activated, without any increase in load, and using the same driving style as with the standard setup, the oil temperature is lower.
It likely has to do with the effect that, by using a higher injection amount while taking advantage of the excess air in relation to the resulting power, you effectively achieve a lower level of latent drag.
It's definitely noticeable, at least in my AHF, especially when driving with a trailer.
Sure, here's the translation:

"Hello" or "Greetings"
Harald.

@Marzocchi: I hope you used new seals! Allegedly (I cannot confirm this), older diesel injectors may favor a higher oil temperature; for whatever reason - perhaps because the nozzle is then closer to the bottom of the piston?!

Have you checked the start date of the funding? If the injection occurs too early, it can lead to excessive thermal stress (potentially causing component failure).

Hi!

Have you checked the start date of the funding? If the injection occurs too early, it can lead to excessive thermal stress (potentially causing component failure).


If the mechanical adjustment is incorrect, and the injection limiter therefore reaches its limit, then a fault mode would be triggered, or at least an error message would appear. However, advancing the injection timing (through a diagnostic tool, a '10-cent' tuning, or an adjustment to the fuel injection map) is not quite as critical regarding oil temperature in a common-rail diesel engine as it is in a mechanically controlled swirl chamber turbo diesel (which is often already operating close to its limits).

OBD error message indicating a fault beyond the tolerance range for the fuel injector (FB), but no limp-home mode activated on the ALH engine.

Hi!

OBD error message indicating a fault beyond the tolerance range for the fuel injector (FB), but no limp-home mode activated on the ALH engine.

It depends on how far outside. If the injection process starts beyond the point of good and bad, the EDC has no choice but to switch to emergency mode.

However, I don't think that's the reason. Considering how much progress is made with chip tuning, a small deviation won't make *that* much of a difference.

Do ALH and ASV have the same injection pattern? I should probably ask Edgar about the part numbers for the pistons.

Since the crankshaft and cylinder head are identical for both ALH and ASV engines, they also have the same injection pattern (with the same opening pressure in both stages), only the nozzle hole diameter, which is 0.189/0.205mm, is different. A larger injection quantity with premature fuel injection could potentially be the cause. I'm not a prophet, though.

Hi!

*blows dust off*

If injected too early, it can lead to excessive thermal stress (potentially causing component failure).


IMO should, due to the larger nozzles, eliminate the need for pre-injection (ZKD crash) or extend the injection duration (piston melting). Which component is most at risk with pure jet tuning?

pro wrote:

*blows dust away* Diesel_Rudi wrote: If injected too early, it can lead to excessive thermal stress (potentially causing component failure). IMO should, due to the larger nozzles, eliminate the need for pre-injection (ZKD crash) or extend the injection duration (piston melting). Which component is most at risk with pure jet tuning?

The pistons...
With larger bore sizes, the injection pressure drops more significantly, which results in less effective spray formation compared to smaller bore sizes. In my opinion, more fuel is injected directly onto the combustion chamber, without having the opportunity to mix optimally with the air beforehand. As the pistons get hotter, the oil temperature also increases significantly, especially considering the surface area of the pistons and the fact that they are only cooled by oil.