BMP is twitching

Hello everyone!

I hope you can help me.
Here's the translation:

It concerns a Volkswagen Passat 3C Variant, model year 2006, with a BMP engine (2.0 TDI 8-valve with DPF).

Background information:
At some point, I experienced the issue with the oil pump hexagon, but that was over a year ago. At that time, the connecting rod bearings were replaced as a precaution, and the turbocharger was renewed.
Since then, he just hasn't been the same person somehow...

Approximately 3 months ago, while driving, I suddenly experienced a problem – poor performance, high fuel consumption, and EXTREME engine knocking under load. A puff of smoke also came out at the same time.

"The engine runs completely normally at idle. Acceleration with light load is still somewhat acceptable, but full throttle from around 1800 to about 2500 RPM is terrible! It feels like the engine is going to explode. Above 2500 RPM, it's much better again."

Since it happened almost 300 km from my home, near a Bosch service center that I later found out was very reputable, I took it directly there.

All the pump-nozzle elements were removed and tested on a test bench, where they were found to be in good condition. However, they still couldn't determine the cause of my problem, so I took the car back home with me and brought it to my trusted workshop.

There, the error memory was read again, which, like before, was completely empty – incidentally, also according to the Bosch service.
After that, the idle speed control was checked, and it was found to be almost zero in all four cylinders when idling. Then, measurements were taken while driving, in a high gear and at low RPM. The results were 1.34, 2.99, -3.01, and -1.36 for cylinders 1 through 4.

And now it began.
New spark plug installed in cylinder 3, no change. Then, the spark plug that was originally installed in cylinder 3 was moved to cylinder 2, and everything remains the same.

Kabelbaum Zylinderkopf gewechselt, weil irgendwer schon mal die Stecker vergewaltigt hatte. Kraftstofffilter getauscht. AGR und Drosselklappe aus einem Fahrzeug das 1A läuft umgesteckt. Nothing again.

During a test drive, the particulate filter warning light came on. It was then cleared during a regeneration cycle, and the differential pressure sensor and turbocharger pressure sensor were replaced.

During another test drive, it was observed that the jerking decreased when the clutch was partially engaged.
Okay, I replaced the ZMS (presumably a component in a vehicle), and the old one was really in terrible condition, with way too much play. However, there's absolutely no improvement. It's still shaking violently.

To make matters worse, the radiator has now started leaking.
Ich weiß absolut nicht mehr weiter.
Maybe you'll come up with something else!

Thank you and best regards.
Dom.

DomBay wrote:

...Subsequently, the idle speed control was checked, which showed a value of nearly zero in neutral on all four cylinders. Then, measurements were taken while driving, in a high gear and at low RPM. The results were 1.34; 2.99; -3.01; -1.36 for cylinders 1-4. And now it began. New glow plug installed in cylinder 3, no change. Then, the glow plug that was originally installed in cylinder 3 was installed in cylinder 2, everything remains the same. Thank you and best regards. Dom

.

What does "alles beim Alten" mean?
Is the LLRR still at its lowest optimal level?
Under load, the power density (PDE) is adjusted up and down, with adjustments continuing to increase it in zones Z1+2 and decrease it in zones Z3+4?
The new PDE in Z3 is now being reduced, while the old PDE from Z3, which is now in Z2, is being increased.
Why did you actually have the PDE of the Z3 replaced just now?
haithamina

Hello haithamina,

"The PDE cylinder 3 was replaced because, due to the increased fuel consumption and smoking observed when the fault occurred, my workshop believed that if it were a faulty PDE injector, this would be the most likely cause."

But the values have remained exactly the same.

Even after the supposedly defective PDE that was removed from cylinder 3 was installed in cylinder 2, the values did not change. Therefore, the value for the 2nd sensor is always positive, and the value for the 3rd sensor is always negative. }

Hi,

Check the settings of the PID elements.
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.

Best regards, Rainer.

Hello Rainer,

I will take your advice and proceed with the order as you suggested.

Thank you very much!

Let's ask a question.

You're bringing your car to the workshop frequently and are still looking for a solution to your problem. It sounds like it's been quite expensive so far (referring to the past). The link from Rainer leads you to a fairly simple guide. Do you have the tools and resources to try something yourself? Do you own VCDS...? If you provide us with this information, we might be able to offer more specific help before you spend all your money at the workshop...

Quote:

After that, the idle speed control was checked, which was almost zero in neutral on all four cylinders. Subsequently, measurements were taken while driving, in a high gear and at low RPM. The results were 1.34; 2.99; -3.01; -1.36 for cylinders 1-4.

What was the average fuel injection amount during driving? It was probably about ten times higher than the low-load (LL) amount (of approximately 0.6 l/h). And that makes the "LLR" check less meaningful. If the deviations had occurred in the low-load range, you wouldn't necessarily have replaced the cylinder with the highest deviation.
Furthermore, I agree with the previous speaker.
hg
Herbert.

Quote:

to commission it like that

In my opinion, it's not a productive approach.

I'm not unskilled when it comes to DIY projects, and I have the tools and VCDS software available. Unfortunately, I haven't had the time to actually do anything myself because I've been commuting 300 km back and forth for work.

The workshop belongs to a good acquaintance of mine, which is why the costs are definitely much lower than if it were done by Volkswagen or Bosch. Nevertheless, it still costs money... However, he's really determined to find the problem now.

I've read through the settings for the PD elements and valve timing and forwarded them to him. Either he'll find time this week, or I might just do it myself on Saturday. And I still need to install the radiator... This car is driving me crazy.

By the way: I bought this VCDS at the suggestion of this company, which is my workshop and comes from the "dieselschrauber-shop"!

Herbert wrote:

What was the average injection amount during driving? It was probably about a factor of 10 higher than the "LL" amount (of approximately 0.6 l/h). And in that case, the "LLR" check doesn't really make sense. If the deviations had occurred within the "LL" range, you wouldn't necessarily have replaced the cylinder with the highest deviation.

Hello Herbert,

Where can I find the value for the average injection quantity? Once I have it, I'll gladly share it with you!

Generally, I wanted to say thank you again to everyone here who has helped me with troubleshooting!

If it cannot be found there http://www.dieselschrauber.de/Solldaten_Main.html, then search the module control units using VCDS.
It will be difficult to retrospectively determine the emission class for a vehicle configuration with deviations from the type approval requirements (LLR).
hg
Herbert.

Hello everyone!

The LLRR (likely referring to a specific system or component) is typically shut down at around 1,400 RPM, and these values are therefore stored in the MCUs (Microcontroller Units).
As the function's name suggests, it is intended to ensure smooth idling and should not be active during operation or under load.
You can record the values twice: once with the engine idling and unloaded, and once with all possible electrical consumers turned on, including the air conditioning.
Both when starting from cold and when the engine is at operating temperature.
Perhaps this approach can help identify or further narrow down the problem.

If the settings of the common rail injectors are correct, I would suggest performing a compression test as the next step, and during that process, you can also check the fuel pressure of the tandem pump. Also, replacing the diesel filter is definitely cheaper than repeatedly troubleshooting the common rail injectors unnecessarily.

Because:

Quote:

... About 3 months ago, while driving, my acute problem suddenly appeared with a brief puff of smoke -> poor performance, high fuel consumption, and EXTREME lack of power under full load. ...

...it sounds like a mechanical problem.
I'm also not clear on how the "cloud of smoke" got through the DPF, or did the smoke not actually come from the exhaust pipe?
Does the BMP also have the counter-rotating impeller module, and could something have been "missed" there? However, that wouldn't explain the smoke cloud.

@Domi: How has the oil consumption been since then, and what do you consider to be "high fuel consumption" in terms of numbers?
How thick, how long, and what color was that cloud of smoke?

Okay, and one more thing about the "lightly depressed clutch pedal":
There is a clutch switch that informs the engine control unit (ECU) about whether the pedal is depressed, and the ECU processes or implements the signals from the accelerator pedal differently based on this information.

Best regards from Munich!

Okay, dear friends!

This weekend, I checked the settings (timing and valve clearances) and, purely by chance, discovered that ONE camshaft lobe looks really bad...

Then the camshaft was removed.
The intake camshaft lobe for cylinder number 2 is practically non-existent, possibly only 3-4 mm in height when measured from the base circle.
In addition, the pestle is completely worn through with a HOLE!

The compression was checked using the starter motor's power consumption and showed no abnormalities. We suspect that there was still a total of about 1-2 mm of play remaining. Incidentally, we heard absolutely nothing mechanically. This was likely due to the lack of a steep rising angle on the camshaft.

Parts have been ordered (shaft, hydraulics, bearing shells, screws, etc.). I will let you know when they are installed.

"Oil consumption was never increased (maximum of 1 liter per 10,000 km). Fuel consumption with the misfire was always above 10 liters, no matter how gently you pressed the accelerator."

Was mich aber noch beunruhigt ist Ruß in den Endrohren!
Can any soot possibly pass through the filter in any way?

The engine company from which we ordered the parts was aware of the problem and said, "Yes, it happens frequently." They stated that INA specifies a replacement interval of 120,000 km and that the lifters have also been changed. The coating on the lifters wears out, causing the lifter to become rough and erode the camshaft.


What I also really liked was the following statement:

"Diesel engines have always been dirty machines, and with the introduction of DPFs, they haven't exactly reinvented the wheel. Instead of allowing the pollutants to exit, the engine is clogged with the DPF, and equipped with EGR systems that keep the pollutants inside. Then, biofuel is mixed into the fuel, sulfur is removed, and finally, the maintenance intervals are increased. With all these measures in place, the intervals should actually be shortened."Whether that's actually true is certainly a matter of belief, something each person has to answer for themselves. However, he has managed to summarize all my assumptions into a concise paragraph.

I'll be back in touch with hopefully great news: the distortion is gone, and the original vibrancy has returned.

Greetings.
Dom.

Quote:

Then the camshaft was removed. The intake camshaft lobe for cylinder number 2 is practically non-existent, possibly only 3-4 mm in height when measured from the base circle. Zusätzlich das Stößel komplett durchgerieben mit LOCH!!!

It's unbelievable that the damage to the PD elements wasn't noticed during the multiple repairs, especially considering that camshaft problems are known. In a similar topic, I recently wrote something about it... unfortunately, I mistakenly thought that the Bosch service had checked this.

The camshaft has been installed (camshaft, lifters, bearing shells, screws, sealing ring), and the main problems are now resolved. Thank goodness! New oil was added, and it will be changed again after the first longer drive.

But I have soot coming out of the exhaust pipes! How can it even get there? I also had the feeling that when the sputtering started, there was a brief puff of black smoke.

Thanks for getting this far; now we should be able to handle the rest as well.

Greetings