after timing belt replacement, AUY performance loss

Hello,

After I replaced the timing belt on the Sharan, it's no longer running properly. It feels like one of the cylinders isn't running. I've definitely checked the timing and also the compression. When idling, the round motion is smooth, but from 1000, it starts to wobble noticeably in the rear.

If I experience these problems at 60,000 km during the timing belt replacement, a Sharan PD is available. Odometer reading: 60,000 km.

Testimonials about Dieselschrauben are great.

Best regards, John

Have you also checked the start date of the funding?

?Check for funding start date for pump nozzle motor ?

I have no idea how to do it.
I believe that if the tax dates are correct, then the start date of the funding will also be correct.

Hello,

As always with such problems:
- Read error codes and post them here (see error database)
- Conduct a measurement run, or have one conducted (see technical article)

How about the transmission (better or worse)?
End speed?
Does the shaking/vibration when accelerating hard occur more strongly than when accelerating gently?
Have you done anything else besides the ZR change (Tandempump, PD-elements, intake air lines...)?

error memory = empty
messfahrt gutmann mega max = lmm ok
good airflow
no jerking in this sense / you can tell that he's restless
no other work was performed / except for belt replacement / also, the tensioner and guide bearing were replaced.

Best regards, Ralf

wagen stands now at vw

tax periods checked / ok
compression measured / ok
pumpendüsendichtringe checked / easy wear / replaced / no improvement
oil pan disassembled / (sounds coming from below, according to VW) without finding

?

Best regards, Ralf

Hello,

Do you have the measurement data, or can you post it?

Unfortunately, I don't have any measurements because they cannot be printed out when the part is removed from the main unit for a test drive.

What values would you like to have?

measured values: LMM, target 850 at full throttle, 3rd gear, 60 km/h, ISAT value approx. 940
something with nozzle 1 to 4, which were almost always at 0, but only partially increased to 0.4 during acceleration. then there was also something with an irregular engine speed, which was between 0 and 0.3? but I'm not entirely sure.


Sorry for the information, but I am very familiar with the technique.

Best regards, Ralf

Hello,

Please read out the values of measurement group 13 (Idle Speed Control).
Still another thing: Is this only when the engine is warm, or in every temperature range?

thanks first of all, michael, for the quick responses

since the car is now at VW, I can't get the measurements in

It seems to me that it's getting stronger when it gets warmer.

Hello,

then it could still be this:

Irregular idling at high operating temperature; when the engine is started, it warms up and then runs with intermittent stalling for the first few seconds.

Cause:
The magnetic needle in the pump nozzle element can sometimes stick at high fuel temperatures. The cause is a coaxial defect in the magnetic needle. When there is a small amount of fuel in the tank, the fuel temperature can reach up to approximately 90° Celsius. This reduces the clearance between the magnet valve needle and the guide sleeve within the pump nozzle element, leading to the clamping of the magnet valve needle.

Solution:
Read values from Channel 13 starting at a fuel temperature of 40° Celsius in 10° increments up to 90° Celsius.

Is there a noticeable change in the injection volume in the positive or negative direction when measuring the injection sequence on a cylinder, then the fuel pump nozzle element should be replaced on that cylinder. A slight change in the injection quantity for the remaining cylinders is conditional, as the idle speed control system is working against the remaining cylinders.


Why does this happen specifically after a ZR exchange?
Maybe through the following:
The PD elements are actuated by the cam. These levers have a relatively long operating angle (not as short and steep as with valve actuation).
The injection process is controlled by an electromechanically operated valve. If the timing has been slightly altered due to the change, this could lead to altered pressure conditions within the PD element.
The pre-injection is only possible in the upper portion of the valve stem of the AUY, meaning that the tip of the PD element is not yet fully engaged. If, now (triggered by a minimal adjustment of the timing), injection is started in a slightly higher area of the valve stem, this could potentially lead to the aforementioned issue. Problem matches.

the customer wanted to scam us. unfortunately, I hadn't done a test drive beforehand. we bought the car used from vw. the fuel pump elements were checked, and the seals were replaced. then we checked the oil pan and the connecting rod bearings ???, I don't even know what that was supposed to be. no visible defects were found. I called an expert, and the engine was disassembled = cause, well.... who knows...
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Two-mass flywheel defective.

Well, it seems I and the VW workshop have learned something again... for a lot of money.

Greetings