2.0 TDI BMM - Power deficiency/loss

Hello fellow diesel mechanics,

My 2.0 TDI 140hp engine (engine code: BMM) has a complete lack of power across the entire RPM range. I have attached log files and a dyno test for your review.

Here are the things I have already checked:
- Diesel filter (was replaced only 10,000 km ago).
- PDEs were ultrasonically cleaned.
- The LMM has been replaced.
- VTG is operating at full capacity.

The engine has been optimized to produce 175 horsepower and 400 Nm of torque, but it only manages a top speed of around 200 km/h according to the speedometer.
The initial measurements on the dynamometer showed 105 horsepower at 3500 RPM and 247 Nm of torque at 2500 RPM.
I hope these logs can be useful.

Hello,

Based solely on the duration of acceleration, the vehicle would need to have a power output significantly exceeding 175 horsepower.
It doesn't make sense to chip a vehicle that is obviously defective.

The turbocharger pressure regulation seems to be working somewhat, and the simplest way to narrow down the problem is to see if the car produces excessive black smoke when running at full throttle.
If the impeller is operating at an advance angle of approximately 35 degrees KW (4000 rpm), you may have a problem with fuel delivery.
Are these PD elements original, or has a tuning expert already modified them?

Diesel filter? Have you checked the fuel pressure yet?

Best regards, Rainer.

I thought I had fixed the problem with the carbonized glow plugs, but I still had it chipped, and apparently that wasn't the only issue.

Okay, the start of the funding is fine, but what bothers me personally is the rotation angle of -2 to -2.5.
The target boost pressure is reached, but it fluctuates significantly for a long time. I suspected a sticking variable geometry turbocharger (VTG), but I checked it using the basic settings in diagnostic tool MWB 11 and observed that it moves quickly and without getting stuck at the end stops.

I don't see any soot, as there is a diesel particulate filter (which I forgot to mention).
The engine isn't misfiring, so I assume there's enough pre-pressure. Should I still log the MWB (Mass Air Flow) values 13, 18, and 23?
PDEs are the originals, but they have been ultrasonically cleaned.
The diesel filter was changed 10,000 km ago.
I only use biodiesel-free diesel whenever possible.

"Greetings and good night" series.

Hello,

Quote:

I thought I had fixed the problem with the carbonized PDE's

.
I'm only familiar with that type of injection system for vehicles equipped with a PPD injection system, but yours has a Bosch injection system.

The rotation angle alone isn't the whole story; at least, I can't imagine such a drastic effect being caused by that single factor.

Quote:

MWB's 13-18-23 Loggen?

Yes, please. Also, please record the lambda value at full throttle (MWB74).

What about the fuel filter?

Best regards, Rainer.

Hello,

I'm actually only familiar with this issue regarding the PPDs, but I had a lambda value of 1.49 shortly before cleaning the PDEs (I'll send you the log data later).
After the cleaning, I haven't taken any measurements yet; I will do that tomorrow along with 13-18-23 (if the snow allows ).

Due to the angle of rotation, isn't too little fuel being supplied?

Do you mean the fuel filter that is located near the tank (I'm not aware of having one there ), or the one that is in the engine compartment?

I will still shorten the VTG (Variable Turbine Geometry) shaft; the response at low RPM is weak, although the actual pressure closely follows the target pressure.

Best regards and have a pleasant evening, Serij.

Quote:

Wegen dem Verdrehwinkel, wird nicht zu wenig Sprit gefördert?

The impact is likely to be quite small.

Quote:

Meinst du mit Kraftstofffilter, den Filter der am Tank sitzt (ist mir nicht bekannt das ich da einen hab ) oder der im Motorraum ist?

I mean, you should check if it a) allows enough fuel to pass through and b) is completely sealed and doesn't draw in any air anywhere.

Quote:

Ich werde noch die VTG-Stange kürzen, der Antritt im unteren Drehzahlbereich ist schwach, obwohl IST-Druck dem Soll-Druck gut folgt.

Please do not start a new construction site... If now there is too little fuel and eventually the full amount arrives, then your loader will break down. So, it's a very, very bad idea.

Are your PD units the ones that go inside the motor? Were they modified or tampered with?

Best regards, Rainer.

Quote:

Quote: Due to the angle of rotation, isn't too little fuel being supplied? Die Auswirkung dürfte eher gering sein.

I would still check it and possibly correct it, although I don't really believe it myself.
The displayed values are not always necessarily realistic. Measuring the optical throat (OT) and nozzle width (NW) should be sufficient to account for this. This would allow us to eliminate any uncertainty with minimal effort.

Hello everyone,

Okay, I'm going to stay away from VTG .

I'm trying to control the rotation angle this week, and it should be possible without using a lift or pit.

Fuel lines are sealed, and everything is dry around the lines.

I just logged the following MWBs: 013-018-023 and 074.
There is no measurable difference in the lambda value (i.e., before and after cleaning the PDEs), but the engine runs noticeably better, and fuel consumption has also decreased.

Hello,

When the engine is running at full throttle, the lambda value is too high, and the exhaust gas temperature is relatively low; otherwise, everything else looks good.
Consequently, there is a lack of fuel.

Possible causes:
- Fuel pressure too low.
- The fuel system is drawing in air.
- Incorrectly installed parking distance sensors were fitted at some point.
- PD elements incorrectly configured.

Best regards, Rainer.

Hello,

I was almost expecting that...

If the previous owner didn't replace the catalytic converter components, the original ones should still be installed.
I will check everything now. It might take some time before I get back to you.

Thank you for the good support!

*Excavation and dusting.*

Hello,

I finally had the long-awaited calibration of my insulin pump yesterday.
Result: approximately 9 bar. Target value (minimum): 7.5 bar.

Okay, so yesterday, , I was 111 km away from home when my charge air hose ripped right after the turbocharger.
I suspect there's been a leak for some time, which is why the boost pressure builds up slightly delayed. Also, there's a pipe nearby that's quite oily, likely due to the leakage.
I will replace the hose tomorrow and let you know how it goes.

Things everyone should experience in life:
"Rode 111 km without turbo assistance - DONE!"

The hose has been replaced, but it seems that a badger gnawed on this hose sometime between Friday night and Saturday morning.
The car drives just like it always does.

- Have the performance evaluations of the project managers been reviewed?
- Have the camshaft and lifters been checked for wear marks?
- Are the blind plugs for the tilting lever shafts still in place?

PDEs will be reviewed as soon as possible.
At the same time, the camshaft is inspected, as well as the blind plugs of the rocker arm shafts.

I'll report back later; it might take some time.

Best regards,

I noticed something today while looking under the hood (Why I didn't see it before ).

The tandem pump is completely covered in grime; I think it's probably diesel fuel.
Is it possible that the target pressure isn't actually 7.5 bar, but rather 10.5 bar? At least, the BKD engine is supposed to be at 10.5 bar.


Off-topic:
I'm increasingly inclined to have someone from among you thoroughly inspect my car. A workshop would be incompetent and too expensive.

The pump is leaking and needs to be replaced. If there are already diesel droplets underneath it, it could become dangerous for the coolant hoses.