VW Touran 2.0 TDI: Stuttering/Jerking Problem

Hello everyone.
I have a Touran 2.0 TDI 100kW, manufactured in 2003, model 2004, with engine code AZV.
'About 2-3 months ago, I experienced a noticeable stuttering sound when accelerating between approximately 90-120 km/h. The wiring harness for the PDE (presumably a component in the car) was then replaced, and after that, the problem was gone for about 2 weeks.'
According to the data storage, the valve for the injector on cylinder 4 has an electrical fault.
Two weeks ago, I went back to the mechanic, and there were no error codes stored, but the engine was still misfiring.
They checked the cable for the PD unit again and said it seems to be okay.
The control of the PDE was checked.
I'm still experiencing the problem where the engine stutters when I accelerate, but it's not as severe as it used to be. However, it still stutters.
The dual-mass flywheel was replaced, and it is supposed to be a faulty part subject to a manufacturer's recall.
I have an OBD scanner that can do the same things as the VAG 1551/1552.
Where can I look for the error myself?
WHICH BLOCKS SHOULD I QUERY?
The error memory is empty!

Thank you in advance.
Best regards, Nihat.

Please check measurement block 14 or 15 for the idle speed control to see if the values are still within the correct range. Alternatively, perform a test drive and check measurement blocks 10 and 11.

What values are required, and what do these values represent?
I will do it tomorrow evening.
Best regards, Nihat.

The idle speed control in MWB 14 or 15 ranges from -2.8 to +2.8. [Edit Admin: Idle speed control is MWB 13]. MWB 10 and 11 display the target values if you hover the mouse pointer over the field for a longer period. You need to determine the values for MWB 10 and 11 during a test drive. In 3rd gear, keep the engine speed low and then apply full throttle. Record the value at 3000 RPM. It's best to save these values and post them here.

but I think it might be a PDE.

Unfortunately, I have a handheld device where I cannot see the target values.
It is the same device as the VAG 1551/1552.
Best regards, Nihat.

I have the following values.
Cylinder 1: 1.52 mg per stroke.
Cylinder 2 = 0.53 mg/stroke.
Cylinder 3 = 0.49 mg/stroke.
Cylinder 4 => 2.99 mg/stroke.
The LMM is 1000 or above 1000, so it is okay.
What do you think is the cause of the P0171 and P0174 codes on cylinders 1 and 4?
The target value and tolerance are -2.8 to +2.8.
Can anything else be considered 'defective'?
The car generally runs well and has good pulling power when I accelerate.
The maximum speed is also reached.

Best regards.
NIHAT

Today, I briefly inquired with another .
This workshop also received a 'Good' rating from the ADAC (German Automobile Club) in September 2008 as a certified repair shop.
The service advisor suggested that it might also be possible that only the PDE needs to be sealed. The seals of the PDE?
What does he mean by that, and how do you check if the pressure distribution equipment (PDE) is leaking?
Best regards, Nihat.

Just because a Yellow Angel workshop is highly rated doesn't automatically mean they have the most accurate knowledge! Remember that every mechanic/master technician is an individual, just like people.

In my opinion, the Yellow Angels are more neutral than the newspapers that are supported by companies.

Regarding the errors:
So far, no one has mentioned or considered the issue of sealing this point.
My service advisor just shrugged his shoulders when I asked him what the problem might be.
Best regards, Nihat.

Hello!

I would first swap PDE number 3 with number 4 and then think about it further. This automatically eliminates any "sealing problem" because the sealing set needs to be replaced anyway.
...assuming that the workshop actually replaced the wiring harness!!

Values that are this far off for PDE number 4 can only be due to either the PDE itself or the wiring harness, assuming the mechanics are correct!
I would now rule out MSG as being very unlikely.

Best regards from Munich!

The dealer replaced it, and the major defect was also resolved. Before that, it had even gone into emergency mode.
He also said that it's ultimately a 'D' type, which means it's the improved or revised version.
They adjusted the camshaft timing. After the adjustment, the service technician said that cylinder 1 was working against cylinder 4, or something like that, which I don't really understand.
They didn't mention any of that, and it doesn't state that the PDE was discontinued, only that the PDE control was checked and the PDE was tested with the number 97261902 on the invoice.
The stuttering or shaking was already present before the timing belt replacement.

Sure, here is the translation of the text from German to English:

'MFG' is an abbreviation for 'Mit freundlichen Grüßen,' which means 'Sincerely' or 'Best regards' in English.

Hello!

internetnihat wrote:

... They adjusted the camshaft, and after the adjustment, the service technician said that cylinder 1 was working against cylinder 4, or something like that, which I don't really understand. ...

...I don't understand that either...
If you were actually told that in those exact words, I would have the feeling that your PDE wiring harness wasn't replaced, but that they just fiddled with the connectors.
Are you absolutely sure it's new???

And what about the timing belt? Was it also replaced at the workshop? When? Is the problem exactly the same before and after the replacement?
...is an important detail in this context.

Otherwise, as usual: swap PDE number 3 with PDE number 4, and otherwise, you won't get anywhere here with a lot of speculation.
If you want to be absolutely sure, it's recommended to perform a compression test beforehand, as it requires less effort and can rule out any defects in the mechanics.

from the very beginning.
In November wurde der Kabelbaum der PDE getauscht weil fehler im Fehlerspeicher drin stand mit elek. fehler im 4. Cylinder.
That was a warranty case.
After that, I started experiencing a slight vibration, which got worse over time.
In January, I had the timing belt kit, water pump, and serpentine belt replaced at an independent workshop.
A few days later, I took the Touran to the VW workshop, and they told me that the ignition timing was incorrect, and they also adjusted the camshaft.
Since the driver was still refusing, I went back a week ago, but this time I brought a document listing the discrepancies in the PDE (presumably a document related to the driver's license or vehicle).

How long would the compression test take, and what would it cost?
Is the compression checked at the location of the spark plugs?
Best regards, Nihat.

Ah, so the wiring harness was free, okay...

If you haven't noticed any changes before and after the VAG workshop adjusted the camshaft sprocket, then I'm also skeptical about whether the adjustment made a difference.
It's possible that something didn't go perfectly during the timing belt replacement, but you should have noticed it.

The compression test is performed through the spark plug hole. It's difficult for me to say exactly how much it will cost, as I can't estimate the preparation work involved. Roughly, I'd say somewhere between 100 and 200 EUR, including VAT. You can ask for a more precise quote beforehand.
Tip: Maybe also try a different VAG workshop that hasn't been "discovered" by ADAC .

Otherwise, regarding the third and final item: Replace the PDE cable harness!

The wiring harness cost me about 40 euros, but I had a car warranty with a 60% deductible for parts.
The wiring harness was measured and checked for short circuits in January.
The wiring harness is approximately 4 months old, and the values in the mwb 23 are all negative when it vibrates, which proves that there is nothing wrong with the cable.
I personally made this diagnosis using a manual measurement device.

It can't be due to the timing belt replacement, as there were no changes before or after it.

It's possible that he meant that with the 1st and 4th cylinders, suggesting that the 1st cylinder is trying to compensate for the 4th cylinder.
but he told me exactly what is written below.

The Touran now has 118,000 km on the odometer!

DOES ANYONE KNOW IF I CAN SUBSTITUTE THIS PART WITH A DIFFERENT ONE, AND WHICH PART IS IDENTICAL TO 03G130073BX?
VW constantly changes the part numbers for the same part.


Best regards, Nihat.

I'll just chime in at the end of this thread. It's also about a 2003 AZV Touran.

Specifically, the car had some serious issues, and after running a diagnostic scan, the wiring harness was identified as the likely culprit. The error code that kept appearing was 'PDE cylinder 1 short circuit.'
I then replaced the wiring harness. I also replaced the timing belt at 120,000 km.


So far, everything has been going well, but now the car has 135,000 km on the odometer. Now, the car is experiencing a really bad shaking/jerking, but only under certain circumstances:

The coolant temperature must be 70 degrees or higher (I changed the coolant and fuel temperature sensors because of this). You need to have the accelerator pedal depressed more than 50%, meaning you need to accelerate. Whether you're in 3rd, 4th, 5th, or 6th gear, the engine starts to stutter at 2000 RPM. It's usually somewhat 'resolved' at 2500 RPM, but it reappears again at 2800 RPM, and it never occurs above 3200 RPM. In 6th gear, it's so bad due to the high gear ratio that the entire dashboard jumps up and down about 1 cm, which is really bad.
Error memory is empty. As mentioned, the new PDE wiring harness has been installed for about six months.

Measurement block data 10+11 showed no unusual values, everything is within the expected range. The idle speed control is also working correctly. From memory, the first two cylinders are around -0.3, while cylinders 3 and 4 are around 0.4-0.5.
'What's interesting is that when I increase the throttle, say to 1200 RPM, the signs of all the cylinders seem to be reversed. The cylinders that were previously negative become positive, and vice versa. However, none of the cylinders exceed a value of 0.5, either positive or negative.'


According to the troubleshooting process, the BIP (Bank Ignition Pulse) deviation is also within acceptable limits. When the engine is stationary, it's roughly between -30 and +40. I then drove with the BIP display active, and interestingly, all cylinders are approximately the same, except for cylinder 4, which sometimes spikes up to 100. According to the troubleshooting guide, values up to 125 are acceptable.

When you come to a stop while driving, or if you hold the accelerator pedal down for a while and then release it, the engine is always a bit unstable and needs to adjust. This usually takes about 3 seconds. However, it's not very noticeable; you can't accelerate properly from around 2000 RPM. When it stutters, it's similar to what happens in a gasoline engine when a cylinder misfires. The power is also slightly reduced at that moment.

'Does anyone have an idea? I suspect it might be a PDE, but which one? How can we narrow it down before I order a PDE and have to change it four times before I find the right cylinder?'