Log assessment for BKD 2.0 TDI

Hello everyone,
"On my Golf 5 BKD 2.0 TDI 140hp with 65370 km, I have the following error:"

Code:

Adresse 01: Motor        Labeldatei: RKS\03G-906-016-BKD.lbl    Teilenummer SW: 03G 906 016 AQ    HW: 028 101 184 8    Bauteil: R4 2,0L EDC G000SG  7000     Revision: 12345678    Seriennummer: VWZ7Z0E2487915    Codierung: 0000172    Betriebsnr.: WSC 01279 785 00200    VCID: 72E053081429 1 Fehler gefunden: 16618 - Ladedruckregelung: Regelgrenze überschritten             P0234 - 000 -  -              Umgebungsbedingungen:                     Drehzahl: 2226 /min                     Drehmoment: 216.0 Nm                     Geschwindigkeit: 74.0 km/h                     Last: 46.3 %                     Spannung: 14.44 V                     Binärwert: 00101000                     Druck: 1876.8 mbar                     Druck: 2254.2 mbar Readiness: 0 0 0 0 0

I just checked the VTG. When I moved it with a syringe, it didn't stick and moved easily. I also checked the vacuum hoses and didn't find anything wrong.
When I run the actuator test using VAG-Com, the VTG moves in the same way as it does when using a syringe. I did that both when it was cold and when it was hot.
I also created logs for MWB 03, 08, and 11, and they show some overshoots. The boost pressure is always approximately 200 mbar above the target value.

Now, my question is, is this normal for this engine?
If not, is the turbo blown, or what's your advice?

"Thank you very much!"

Sure, here's the translation:

"PS:"
Link to the log files: /viewtopic.php?p=182736#182736

Hi,

It looks like the VTG isn't opening wide enough.
The N75 filter releases a lot of pressure (low percentage), but it still restricts the flow too much.

Can you extend the rod further out than its own length?

EDIT
Is the box chipped, or what?

- Revision 12345678
- The maximum torque of 362 Nm seems a bit high (my BMR releases 370).

Hi,

I've just checked the VTG again. I can't move the support rods any further; they're already at their maximum limit. You can also hear the mechanical sound. Connection to the VTG/vacuum sensor.

No, the car's ECU (engine control unit) is not chipped. The car was purchased new and nothing has ever been modified (no chip or tuning box).
Otherwise, everything else is original.

SG

Hello,

You could try unscrewing the vacuum cylinder from the loader; then you'll be able to see if the VTG (variable geometry turbocharger) is operating smoothly. The adjustment lever must automatically drop down; the weight of the can alone is many times greater than the force required to operate it.

The distance along the path near the adjustment lever with the attached container is approximately 1 cm.

dieselmartin wrote:

(my BMR indicates 370)

Expected: Maximum torque of approximately 390 Nm, limited by the transmission torque.

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

Hello,

Today, I tried to see if I could unscrew the vacuum diaphragm. Unfortunately, I couldn't, because one of the screws holding the vacuum diaphragm in place is located behind the adjustment lever. It never comes out in its built-in state.
The travel distance of the adjustment lever is approximately 1 cm. This occurs when the VTG (presumably a valve or device) is activated, and I draw about 50 ml with the syringe.
The VTG behaves in the same way when I control it using VAG-Com.

Does anyone have any other suggestions for how I can narrow down or identify the error?
If it's the turbo, has anyone ever removed one of these before?
What exactly do I need to take out of there? Is the turbocharger removed from the bottom or the top?

I am grateful for any advice.

SG

I've already experienced "sticky" vacuum cups, meaning that when the vacuum hose is disconnected, they only slowly return to their original position. This could also be a starting point.

I think that if you're not getting the desired results and you've already checked the usual things, then there's no way around upgrading the charger.

Best regards, Rainer.

Hello everyone,

Here's the solution to the problem, late but finally.

I had the following error:
"16618 - Charge pressure control: Limit exceeded."

Now, this error is a consequence of another error.
As is well known, these engines sometimes have a defect in the cylinder head. This was also the case here. The burning of coolant caused the variable geometry turbocharger (VTG) in the turbo to seize, although not always. Therefore, that was the error.
Result: new cylinder head, new turbocharger.

SG

P.S.: To be sure whether you have a cylinder head from the problem series, there is a three-digit number on the head. This number is located on the back, on the driver's side, near the AGR cooler. If this number is less than 125, then it's one from the "trouble" series.

Thank you for the feedback!