Exchange 1 or 4 PD Elements?

Hello.

I'm quite new here and I'm having a problem now.

Ich habe die Fehlelrmeldung das Zylinder 1 Zündaussetzer entdeckt wurden. These.
It can be deleted, but it reappears later at some point.

It also vibrates up to approximately 2500 rpm, after which it feels like it's running normally. I think that the pressure loss might be compensated at higher engine speeds.

In MWB 13, cylinder 1 also shows a value of -2.99 mg per stroke, while cylinder 2 is slightly less negative, and cylinders 3 and 4 are similar.
approximately in the range of -0.5 mg/stroke. I think there's a pressure loss on cylinder 1 in the power drive (PD) unit.
It's so big that it's pulling cylinder 2 downwards.


Please correct me if I am wrong.

Die tatsache ist wohl ich brauch eine neue PD. That's good, like that.
Now I've found a post where people were discussing that the same P value is always used.
VAG numbers must be installed.
I installed the part number 038 130 073 AT, and according to the VW parts catalog, it is now superseded by part number 038 130 073 AL.

What do you think? Should I replace all four or just the one? I've already replaced the seals on all of the PDCs.
It was a waste of money; 80 euros down the drain.

Okay.
MKB: Not chipped, no biodiesel.

Thank you in advance.

Best regards, Charly.

That concerned the A4 AWX engines; otherwise, I wouldn't know that all of them need to be replaced.

Just because the number changes doesn't mean all of them need to be replaced. If that were the case, your dealer would know something, as it should show up in the computer system.

hello

Thanks for the quick reply. I'll see what it's like when I get the new P[something] device.

I will get back to you and post an update on how it turns out.

Best regards, Charly.

"Have you checked the pre-tensioning of the PDE (common rail injector)? Perhaps the adjustment screw has been moved. Otherwise, I would check the electrical connections (the connector between the cylinder head and the wiring harness to the PDE, possibly replace it - costs around €25 - and spray with contact cleaner). Try swapping the "faulty" PDE to a different cylinder and see if the error "moves" along with it. Definitely log MWB 13/18 and 23 at idle, both with a cold and warm engine. I believe MWB 18 will show you the condition of the PDE; it should initially display '2' for a short time and then quickly switch to '0'. Also, the switching times from MWB 23 would be interesting; they shouldn't be greater than 100, and the deviations between the cylinders shouldn't be too large. Use the search function with "023" – you'll find a lot of information there. If a PDE is defective, I would try to get a complete new set. Perhaps VW will contribute towards the cost of some parts. I can't imagine that mixing different PDEs would work well or provide good performance, especially since the AL (aluminum) elements offer significant improvements in fuel delivery in the partial load range, which is definitely noticeable."

Hello.

I have checked the preload setting several times. I replaced all four pressure differential elements (PDEs) with new seals. The problem moves to a different PDE when I swap them around. The contacts are probably okay, otherwise the problem wouldn't have moved along with the PDEs.
If the others are still working, why change them? I find the price of preventative replacements a bit too expensive.

VW states that it is possible to replace only one of the two glow plugs without any problems.

Yes, I received it today. I'll install it this weekend and see how it works.


Best regards, Charly.

I wouldn't replace them based on suspicion alone; that wasn't the intention.
In the "Search" section, you can also find similar items for around €700, so it's a relatively small price difference, and you get matching PDE (Power Distribution Elements). There were also PDEs that could only be replaced as part of a set (there must have been a reason for that, it would be interesting to know why). Someone will definitely buy the remaining three functional PDEs from you.
What about logs?

Hello.

Yes, I understand what you mean. It's possible that I could get rid of some of the other PDs, but if it's always best to replace all four, why would someone want to take on three working ones? Don't misunderstand me, this isn't criticism. I'm glad I'm getting answers and suggestions. (I am capable of learning, after all.)
Now I have found out that the new PDe has the number 038 130 079 BX. When I asked what about the 038 130 073 AL, I received the answer that "AL" indicates new parts, and all part numbers ending in "X" are exchange/remanufactured parts. However, you must return all old PDes, regardless of whether they are "AL" or "BX".

That's something nobody can understand.


Best regards, Charly[/url].



Ich habe die Daten geloggt. Ich komme allerdings mit Exel nicht klar. Die werte im MWB 023 sind bei alles Zylindern sehr unterschiedlich. Aber alle im + Bereich von 0 - 55. Das ist doch eigentlich O.K. Or what?
What do the values actually represent?
MWB 18 indicates the status of the Power Drive Engines (PDE). At startup, it is 2, during operation it is 0, and during thrust cutoff, it is 4 for all cylinders.
I already mentioned in the first post that I have MWB 13.
The log files https://community.dieselschrauber.org/en/viewtopic.php?p=92575#92575[/url].

I have now found out that the new Power Distribution Element (PDE) has the part number 038 130 079 BX. When I asked what about the 038 130 073 AL, I received the answer that 'AL' indicates new parts, and all part numbers ending in 'X' are exchange/remanufactured parts. However, you must return all old PDEs, regardless of whether they are 'AL' or 'BX'.

That's something nobody can understand.


You only need to return the old parts if you purchase a replacement part with an 'X' in the part number. Alternatively, you can buy new parts (which are approximately €150 more expensive per piece), and in that case, you don't have to return anything.

Based on your logs, I would initially rule out the PDE (presumably referring to a specific engine component or system). The idle speed control seems very strange; I think you're experiencing anything but a smooth idle.
The timing values also don't look good; this suggests a very poor filling of the particulate filter or air in the fuel system.
First, check the tandem pump (located on the right side of the cylinder head) to see if it's drawing in air and whether it's still producing the correct pressure. Next, examine the pre-lift pump in the tank to ensure it's working (remove the rear cover and turn the ignition on; you should hear a brief humming sound). Alternatively, connect the diesel supply hose after the fuel filter to an empty glass and repeatedly turn the ignition on and off; some amount of diesel should be pumped into the glass. Adapt the supply line directly at the metal injection rail, which is attached to the valve cover and connects to the rubber fuel hose, using a transparent hose and check if any air bubbles are visible while the engine is running.
I don't think it's the injectors (PDE), because the switching times of all the injectors indicate an insufficient fuel supply. I would also leave the injector you identified as defective where it is, unless you get a message in the diagnostic system indicating that the control limit for the injector has been exceeded or something similar.
PS: You might want to consider replacing the diesel filter and the "knack frog" (switching valve) at some point to rule them out as potential causes of the problem.
If you didn't determine the correct preload when installing your PDE (positive displacement electric pump), and if you didn't properly follow the "retraction" procedure for the adjustment screw from the stop point, that could also explain your poor shift times. Therefore, it's a good idea to double-check that everything was done correctly.

Hello.

Thank you for analyzing the logs. I have now replaced the specified Power Drive Element (PDe). I configured the PDe according to the instructions and checked the connections. The engine is running as it did before. It responds well to acceleration, reaches its torque, and also its maximum speed.

The values in MWB 13 are still not that impressive. I'll log them again and include them by the end of the week.

I'll test your tips this weekend and let you know how it goes.

While driving in 6th gear, I still experience a slight vibration, but it's nowhere near as bad as it was before.
Could it be because there are still 3 old PD elements in the system? The speed is fluctuating between 2300 and 2900 RPM, and it's only noticeable in 6th gear.

Best regards, Charly.

It could very well be the cause; the AL elements have a significantly increased flow rate in the partial load range, which is why I suggest replacing all of them.
It's a shame that no other "tinkerers" have reported regarding the switching times of the high-pressure pump (PDE). Based on the data, I would have suspected a defect in the tandem pump or the pre-injection pump with almost 100% certainty. In any case, your "short" switching times indicate poor filling of the PDE.
Perhaps another question for everyone: To adjust the pump, the adjustment screw is turned all the way in and then rotated back 225 degrees. I recently asked a contact at the VW parts warehouse about this, and he checked again and reported that the adjustment screw is now only rotated back 180 degrees from the stop. Can anyone confirm this? And does this apply to all PD engines? 45 degrees seems like quite a bit...

hello

I can answer that question for you.

It's definitely 180 degrees. But it's also mentioned in the instructions here on the forum.

I did it that way too.


Best regards, Charly.

Thanks, do you know why that was changed? Does this only apply to current product data sheets (PDEs), or also to older ones that are no longer available for sale? I wasn't aware that the tolerance range was so large.

Hello.

Unfortunately, I also know the background. According to the instructions here on the forum, it seems that this particular element is not known either.
If I may express my thoughts, I believe that pressing the pump plunger in further might create slightly higher pressure, which could result in a better spray pattern. However, I'm not really an expert on this; although my apprenticeship once involved diesel engines, that was a long time ago.

I recently created a new log file using the new PDE (presumably a piece of software or process). Would you be willing to take a look at it and let me know your thoughts?

Sure, I'd be happy to help with that. Please provide the text you would like me to translate from German to English.

Thank you. Best regards, Charly.
/viewtopic.php?p=92575#92575[/url]

It's possible, but why did Volkswagen only notice this years after the start of production for the PDE engines?
Regarding your log:
The idle speed control looks very good. Regarding the switching times, I made a mistake in my previous post; they seem to be correct now (in my opinion).
The status of the PDE (positive displacement element) is a bit surprising; it also indicates a potential fuel shortage or air in the fuel system, which could also suggest that the tandem pump is not functioning optimally.
What's the driving experience and performance like now? Is everything back to normal, or are there any issues such as a lack of power, hesitation, missing peak performance, rough running, or increased fuel consumption?

Hello.

Well, VW, what do they even notice?
It turns out that after examining a variety of PD engines, it seems to work with all engine types. To avoid causing a situation where someone in the workshop says, "What kind of engine is this now?",...
Sometimes, the guys at VW don't seem very knowledgeable when you ask them questions about the PD (presumably referring to a specific product or technology). This is especially true when it comes to the ARL (likely another product or department). You can always see the master technician frowning when you bring up those topics.

The driving behavior is as described, normal. However, there's a slight vibration noticeable between 2000 and 2800 RPM. This is probably due to the old 3 PDE engine, in my opinion, and also yours, I suspect.

I'll try out your suggestions this weekend and get back to you. When I have enough funds to replace the other three PDEs, and assuming nothing else is broken, I'll let you know.
Settings are okay. PDE settings were adjusted using a timing light and set to 180 degrees. The maximum speed is 230 km/h according to the speedometer. The torque feels noticeably better than before, and the fuel consumption is between 5 and 7 liters. So everything seems normal. Except for the vibration, which shouldn't be confused with the well-known jerking of a TDI engine. The acceleration during this noticeable vibration is very good, so there's no loss of power. I will continue driving and report on how it develops.

Best regards, Charly.