AXE Performance Issues After PD Migration

Hello everyone in the forum,

I have a T5 here that is displaying this error message.
16688 - Cylinder 4.
P0304 - 000 - Misfire detected - Intermittent.
Environmental conditions:
Speed: 777 RPM.
Torque: 82.0 Nm
Speed: 0.0 km/h
Last: 0.0%
Voltage: 14.52 V
Injection volume: 2.96 mg/hour.
Temperature: 32.4°C
(no unit): 0.0

The initial suspicion was either a wiring harness issue or a pressure drop event (PDE).
The wiring harness was checked and although it was okay, it was replaced anyway because a new one was already available.
After that, I released the locking levers to change the PD (presumably referring to a part or component).
Oh dear, oh no! All three PD elements were severely damaged/deformed on the small protrusions.
Okay, remove all the PD elements, verschandeln everything thoroughly, install the other components, perform a basic configuration, assemble it, and start it up.
Springt super an Motor läuft sehr ruhig und sauber aber null!!! Performance.
I can barely get it started, the engine almost dies right away...???
Vacuum pressure OK, EGR valve operation OK, throttle valve OK, VTG (Variable Turbine Geometry) actuation OK...
I'm completely lost right now!
"After driving for a while on a straight road, I sometimes get to experience the engine running at over 2500 RPM in third gear. Then, eventually, I get the message 'Regulation limit exceeded,' but as I mentioned before, it has no power from the start."
"We only noticed the problem with the PD (presumably referring to a component or system) because it was stuttering at around 1600 RPM, but there was still some power. It was much better than it is now..."

The only explanation currently is: It had "R" type PDE (pre-injection diesel injectors) with part numbers 070 130 073, but now it has "N" type PDEs installed. The "N" type PDEs were first used in the AXE engine starting in October 2004, while this vehicle is a 2003 model.

Here are some pictures... supposedly, PD engines can't handle much stress. You really only noticed it when they would occasionally run on only four cylinders (the strong shaking at 1600 RPM).
Do you have any idea why there is no power output?

Unfortunately, you may need to change the part designation again; "R" and "N" differ not only in nozzle size but also in the generation of solenoid valves.
It's a miracle the engine even starts.

Okay, thank you.
Okay, I'll get started on this; it's not the end of the world... at least I'll learn something from it.
They were sold to me as being compatible with the AXE, and unfortunately, I didn't check carefully beforehand... (they were also available for the AXE...).
Thank you and best regards!

Sure, here's the translation:

"Anything else?"

What are your hypotheses regarding the potential causes of the severe damage to the PDEs (presumably referring to "photodiode elements" or a similar device)?
The vehicle had a engine failure approximately 15,000 km ago at a "specialized company" for T5 vans (called "engine experts" in Steinhagen... fortunately, that business no longer exists).
Among other things, the pressure drop elements (PDEs) were replaced.
Personally, I suspect a manufacturing defect. What do you think?

Did you experience many problems with the T5 2.5 TDI engines, or are they more like isolated incidents among millions of vans?
This bus had already experienced a lot of issues: engine damage (broken valve), transmission damage, then the heat exchanger, and much more – all between 130,000 and 170,000 kilometers.

Wishing you a good rest of the week, and best regards, David Deichsel.

I just realized I didn't even say thank you. Sorry!
Thanks, Michael, for the information! Now I'm one step closer to understanding.

Hi David,

Quote:

1. What is your hypothesis regarding the possible causes of the severe damage to the PDEs?

Is the setting for the PD elements too low?
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,

Thank you for the information!

To be honest, I haven't come up with any other explanation for this. I wonder how it happened. In such an important task/hiring process, the user absolutely has to stay focused and work carefully, especially because a lot of money is involved. Now, we have to fix the mess that others made... grrr.
But we all know that already...

Best regards, David.

I'm not sure if this link is appropriate.

Sure, here's the translation:

"if not - please delete!"

If the PD element itself is undamaged and was previously unremarkable, I found a Polish company some time ago that sells this "sleeve" and cap as a repair kit.
It would be at least one option .

http://www.ui-diesel.de/#product_sale

Yes, that's quite interesting.
Currently, I've transferred the upper assembly – consisting of the spring, plate, plunger, and sleeve – from one unit to another.
These should then be repaired and restored to working order.

One more thing...
Do you have any experience with threaded inserts when using PD fasteners?
I would like to install a threaded insert in all the PIDs (Process Data Encoders).
I would prefer an "Ensat"... I find it more trustworthy than a HeliCoil...
"On a certain device, the thread is already damaged... It was bound to happen with all that screwing around... I was really looking forward to the test run... Grrr."

Hello,

"In my company (which specializes in maintenance and repair of plastic injection molding machines), we use 'Time-Sert' threaded inserts."
It works very well, and unlike Helicoils, it's a single piece.

I have already used Helicoil to repair threads for the tensioner pulleys of the timing belt; in some cases, the engines have now undergone another timing belt replacement, and everything has held up perfectly well.

Sure, the parts might not look very reassuring, but the concerns are completely unfounded.