Pumpe-Düse vs. Common Rail: Differences Explained

Hello everyone,


My friend is having problems with his common rail injectors.
One of them seems to be broken.

Engine: 2.0 TDI PD 140hp BMM.


Original elements have the following numbers:
VW: 038 130 073 BQ; Bosch: 0 414 720 312.
The following numbers are also included:
07-01-08 and 52316.


Now, as an exchange, we've swapped out the component with number [number].
VW: 038 130 073 BQ; Bosch: 0 414 720 312.
The following numbers are also included.
07-09-12 and 51988.
installed.

Unfortunately, the car ran poorly after the replacement.
Could it be that the PD elements also operate based on software?
Does anything need to be adjusted?
Based on the Bosch and VW numbers, everything should be fine, right?

Best regards,

If the part numbers are the same for Bosch and VW, then it is the same part.

Either the "new" components are faulty, the wiring harness has a problem, or the issue lies somewhere completely different.

What was the problem when the old elements were still inside?

Hi,

The piston in the engine has melted.
Okay, so I installed a new piston and made sure the turbocharger was working properly again.
The engine was running again.

Unfortunately, the car didn't run smoothly afterwards.
Following that, we assigned the problems to the respective elements.
replaced with the ones listed below.
First, all four.

Unfortunately, after that, the car could only run at a maximum of 3000 RPM, and no higher.

After that, we installed 3 of the old ones onto the cylinder.
"Replaced the damaged piston with a new one. The car ran unevenly afterwards."

Best regards,

What do the correction factors for each PDE (partial differential equation) indicate, and what is the compression of the "formed" cylinder?

We haven't measured the compression and correction factors yet.

Can be redone. Compression tester and diagnostic tool.
are available.

What channel are the adjustment quantities on?

Are the PD injectors calibrated in the same way in the 2-liter TDI engines?
1.9? I mean the adjustment on the camshaft with the...
180 degrees.

Best regards,

3000 RPM is, incidentally, the emergency threshold . So, please run a diagnostic scan first, otherwise we'll just be guessing here.

Sure,

Okay, thank you.
I'll provide an update on Monday or Tuesday.

Once I've finished the tests.

Have a good evening.

Hello everyone,

Okay, problem solved.
The replaced PD element was also defective.
The PD element has been replaced again.
Everything is working well again.

Best regards,

Hello,

"Are the following things done with the BMM engine?"
Are the PD elements also set to 180 degrees?

hame22 wrote:

Are the following questions about the bmm engine? Pd elements also set at 180 degrees?

Yes, the 225° setting is no longer valid for any engine!

Okay.


THANK YOU.

Hello everyone,

Does anyone have any information about what the change from 225° to 180° entails?


Best regards,

hame22 wrote:

Does anyone have information about what the change from 225° to 180° entails?

1. Are 180° easier for mechanics to understand than 225°?
2. The total travel distance of the pump piston shifts slightly in the UT direction.
3. This results in a slightly steeper compression curve during the power stroke, meaning the injection pressure increases somewhat – unless this is offset by other effects.

Hello Ulf,

Sure, thanks for the reply.
Bezüglich Pumpenddruck. If I were to...
Assuming I understand the text correctly, would the pump pressure be higher at 180°?

(Smart-aleck mode on)
Or could that perhaps be one of the reasons why the PD elements are failing?
Nach meinem Verständnis ist der Pumpenraum mit 225° etwas größér. Der Hub remains.
zwar der gleiche aber es wird ja (theoretisch) mehr Diesel verdichtet. Therefore, higher.
Injection pressure.
(Smart-aleck mode off)

I've read in some forums that the car supposedly has a top RPM of 225.
It should run better. As I said, I've heard everything.

Best regards,

hame22 wrote:

Bezüglich Pumpenddruck. If I were to... Assuming I understand the text correctly, would the pump pressure be higher at 180°? (Smart-aleck mode on) Or could that perhaps be one of the reasons for the failing PD elements?

Without tuning, it's unlikely, because the original equipment manufacturer (OEM) would certainly not specify an engine setting that would predictably cause such a failure.

Quote:

Nach meinem Verständnis ist der Pumpenraum mit 225° etwas größér. Der Hub bleibt zwar der gleiche aber es wird ja (theoretisch) mehr Diesel verdichtet. Somihigher Injection pressure. (Smart-aleck mode off)

I'm assuming we're talking about the "compression ratio": at each point in the stroke, the remaining volume with the 180° adjustment is smaller than with the 225° adjustment.
As a result, the ratio of "injection volume per degree of crankshaft rotation / remaining volume in the high-pressure chamber" increases, meaning that the diesel fuel is compressed more quickly, the injection pressure rises, and consequently, the injection rate (injection quantity per degree of crankshaft rotation) also increases.

Quote:

I've read in some forums that the car supposedly runs better with 225° at the top end.

As I said, it's all hearsay. :roll:According to my model, it should be the other way around. }

Hi,

Hmm, the question is whether the compression ratio...
regarding the excess liquid in the pump chamber.
is it being overcompensated?

Best regards,