AKE power loss

Hello everyone,
After having already done the following things to my V6 conversion in my VW T3 in order to finally achieve its full potential, and knowing the articles about it inside and out...

-Engine completely mechanically overhauled.
-All sensors replaced. (Values are all plausible.)
- Turbocharger has been rebuilt.
-Vacuum system OK (checked with actuator test, V-pump).
- Printing system sealed.
- Electricity OK.
- Fuel supply OK.
- No noticeable exhaust emissions.
-AGR is to...
-'Throttle valve' removed.

...I just wanted to get your opinions one last time before I replace the VP44 (ouch).

Behavior:
The car is running in limp mode, the turbocharger engages late, and the boost pressure is 0.4 bar at 3000 RPM in 3rd gear. The air mass is currently at a maximum of 480mg (compared to 400mg when stationary).
The car can be cautiously accelerated with partial throttle. When running at full throttle, it goes into emergency mode 2 after just a few seconds.

Error in the engine control unit (ECU):
- Intake manifold pressure regulation differential below minimum threshold.
- Start of injection, pressure differential.

Questions:

'If I fully open the turbo using the vacuum pump, is it normal to only have 0.4 bar at 3000 RPM? (Could the new one also be defective?)'

Can a diagnostic scan of the VP44 fuel injection pump by Bosch reveal whether it needs to be replaced?

Thank you all very much.

Hello,

Quote:

If I fully open the turbo using the vacuum pump, is it normal that I only have 0.4 bar at 3000 RPM?

No, not if a significant amount is injected. Be careful, the loader might raise too quickly, before you can release the syringe...

A common problem in many T3 conversions: Check the charge air temperature sensor, measurement block 7, in the engine control unit.

Best regards, Rainer.

I drove the raised loader 30km just to get a little bit of power.
Intake air temperature is at 60°C (at worst).
The only question I have now is, should I remove the charger first, or the pump first?
What about a pump check at Bosch?

If the pump doesn't inject enough fuel, the turbocharger won't be able to do its job.
What still needs to be measured is the back pressure in the exhaust system after the turbocharger.
However, the pump failure is not related to the turbocharger pressure error. Therefore, there is a defect in the pump area.

Thank you for your support.
I will replace the pump (as soon as I get one), and here's the result.
post.
It would be interesting to find out if the pumps in a manual transmission car are different from those in an automatic transmission car. I've converted everything to a switchable system except possibly the pump. (I think the Bosch hotline will tell me for sure).
Perhaps someone can tell me if it's relevant to the engine power if the clutch pedal switch isn't working (is bypassed). The fact is, if it's constantly engaged, the car shifts very smoothly. It's constantly closed, so it pushes back (logically, because the pump continues to operate unaffected due to the lack of a 'thrust cutoff').

...see you soon.

Hi,

Quote:

Perhaps someone can tell me if it's relevant to the engine power if the clutch pedal switch isn't working (is bypassed).

It could be the cause of the limp mode.

Quote:

I have converted everything to manual transmission....

Was the MSG also replaced or "converted" to a manual transmission? Harness MSG - Engine?
Okay, I understand. Please provide the German text you would like me to translate into English. I will only provide the translation.
Herbert.

Dieselmike wrote:

Perhaps someone can tell me if it's relevant to the engine power if the clutch pedal switch isn't working (is bypassed).

Good question, but what about the brake pedal switch? What does the corresponding VCDS measuring block display?
The engine control unit definitely won't deliver any power if the brake pedal is being pressed.

Best regards, Rainer.

Yes, I'm very familiar with that brake problem.
(When both brake lights are defective on a Golf 4, the engine will no longer start because the control unit's input is grounded through them.) I experienced this issue during my AXR engine conversion.

The brake pedal switch is installed strictly according to regulations.
The error codes in the TCU are only 023F and 0550.

I have been diligently searching for a suitable pump to replace the existing one, but unfortunately, I haven't had any luck. The problem is finding a pump that contains the software compatible with my control unit (which is currently different). Do I need to take the data from my engine control unit to either Bosch or Audi to find out the part number of the correct pump?
By the way, the car has occasionally run perfectly for a whole day at a time (a feeling like Christmas after two years).
The fact is: It goes into limp mode 2 exactly at 3000 RPM and 100 km/h in 4th gear. Before that, I can easily rev it up to 4500 RPM. Everything is very strange...

Is there a competent diesel service center nearby that could take a look at my vehicle?
I'M SO ANNOYED!

Dieselmike wrote:

I have now been intensively looking for a suitable pump to replace, but unfortunately, I haven't found one. The problem is finding a pump that contains the software that is compatible with my control unit (currently different). Do I need to take the data from my engine control unit to either Bosch or Audi to find out the part number of the correct pump? By the way, the car has occasionally run perfectly for a whole day at a time (a feeling like Christmas after two years). The fact is: It goes into limp mode 2 exactly at 3000 RPM and 100 km/h in 4th gear. Before that, I can easily rev it up to 4500 RPM. Everything is very strange... Is there a competent diesel service center nearby that could take a look at my vehicle? I'M SO ANNOYED!!!!!!

Why is the box going into emergency mode? Please check the error memory.

I had my fuel injection pump (VP44) checked at the diesel center.
Result:
Error: Quantity setting device and control unit.
They say, 'It's not worth repairing.'
...and now what??? ...should I buy my four children new bikes using the remaining value?

I would be very grateful for a GOOD IDEA.

Dieselmike wrote:

Error: Quantity setting device...

The VP44 does not have a quantity setting device.
Could it be that the solenoid valve is defective?
Please tell me exactly what the Dieselzentrum told you.

That's actually quite simple...
I can help you further.
Specifically, regarding the Vp44 pump type.
You have a problem with the control unit. We can repair it and even offer a one-year warranty on it. If you send us the entire pump, we will check it for leaks and test all the electrical components. The control unit will be placed on a test bench and repaired. The cost for this is 430 euros. There is a one-year warranty.
Unfortunately, we will be on vacation starting next week.
I'm not sure if I'm allowed to advertise my website here.
[url][/url]
What is the part number of the pump?
Is that 059 130 106 E?
Best regards, Jörg.http://dieselhilfe.de{MARKER}

The signal box is working correctly.
He is not revealing the exact error codes.
It is definitely the quantity regulator (solenoid valve).
The control unit itself is not intended to be repairable, as it contains a ceramic plate.
The pump delivered an excessive amount during the test.
The gentleman told me the repair would cost 1549 euros plus VAT.
Since the car starts perfectly and accelerates normally up to a certain point, I can't imagine that this is a mechanical defect.
I think the hardest part of all of this is finding someone you can trust. I'm having the pump opened and inspected now.

Thank you for your help. I will get in touch as soon as there is any news.

I know that. Unfortunately, that's typical.
I don't need the exact error codes, as they vary from testing device to testing device. Although they are rightfully yours. Ultimately, you're paying for it.
We can repair electronic control units (ECUs). Bosch service centers prefer to sell complete pumps.
We have several years of experience in this field.

I'm leaning more towards the sprinkler system. For that, the pump needs to be opened.

Do not open the pump randomly just to take a look!!!
Then you have an even bigger problem.
And absolutely do not remove the gear!
If you have the time, you can send us the pump. The repair could cost up to 580 euros in the worst-case scenario.
By the way, it's also very difficult to get a "E" pump right now.

I just saw that you installed a pump from the automatic transmission in the manual transmission car.
That doesn't fit at all. There are 3 different pumps available for this motor (AKE).
We should chat on the phone sometime.
Best regards, Jörg.

Hi,
@ @udi:
a) Aren't you doing a bit too much self-promotion there?
b)

Quote:

I don't need the exact error codes either, since they differ from testing device to testing device

, really?

Herbert.