Channel 4 Adapter Not Working? Troubleshooting Guide.

Hello!

I'm having major problems with my 1Z TDI.

Sure, here's the translation:

"In brief:"

Severe jerking and a significant loss of power in the higher RPM range.

What has already been done?

- All donors are new.

- Wiring harness checked => OK.

- Timing belt replaced and crankshaft pulley inspected => OK.

- Now a new fuel injection pump has been installed, adjusted with a measuring instrument, checked with a TDI timer, and dynamic fuel injection adjustment has been performed. Everything is within the acceptable range.

RESULT:

NO IMPROVEMENT.


Memory error:

Injection start.


Measurement data block:

The injection start is at 0.9°, but it should ideally be between 3-4° at idle, right?



I'm now going to try adjusting the fuel injection start using login 12233 and channel 4, because there are no other options left.

NOW COMES THE PROBLEM:

I can access and make settings on channels 1, 2, 3, and 5. HOWEVER, I CANNOT access channel 4!

"Does anyone know what to do and can give me the crucial advice? Perhaps a different login would help?"

Okay, here's the translation:

Thank you.

Thorben[/b]

Quote:

Memory error: Injection start

Actually, no. The error message is different, and your text is incomplete.
Your attempt at adaptation is complete nonsense, as it involves a feedback loop.

Furthermore, I would like to refer you again to the search function.

Here's another tip: If you can access the basic settings mode of VAG-COM, it means...
a) If your old VAG-COM version is registered and activated, please contact the seller from whom you purchased it, as they likely operate a relevant forum.
b) You have a diagnostic adapter and a pirated VAG-COM software that has some interesting "special effects."

Currently using an old, fully licensed version 303.1. It's a legacy system. I've already ordered a new full version and hope it arrives within the next few days. (I've had problems with the old version many times => see other posts).

The question is, how can I use the software mentioned above to address this problem?

Exact error message:

00550 Injection start control (regulation difference)


As I said. All the usual suspects have already been ruled out. Even hours of searching in this forum didn't help. The only possibility left is that the error lies in the settings of the control unit. So far, I have no idea what's causing it.


VW can only shrug its shoulders about this. And after already having replaced the fuel injection pump, I want to exhaust all software adaptation options before resorting to the ultimate solution of a new control unit.

Okay, let's quickly summarize the measures that have been implemented so far:

- New fuel injection pump, correctly adjusted.

- New G80 needle insertion system.

- Set motor speed G28 to new value.

- New LLM G70.

- Each individual cable in the tree has been tested.

Crankshaft pulley, OK.


What's left? I have no idea what the previous owner messed with on the control unit.


Measurement block 4:
Injection start at 0.9° during idle at 940 RPM.


Here are the facts. Unfortunately, I couldn't find any posts in the forum that provided me with any new insights on this matter.

Error code: 550.
Injection start control, pressure differential.

Possible causes:
Fuel injection timing valve (N108) is defective.
Needle feed mechanism (G80) malfunction.
Fuel tank emptied.
Fuel supply not working correctly.
Fuel shortage.
Air in the fuel system.
Funding start not as planned.

How about the fuel supply? Did you perhaps forget to check it?

peter

Why don't you compare the setpoint and actual values of the injection start in measurement block 4, and at the same time, check the duty cycle of the magnetic valve on the injection pump?

When does the error reappear after being cleared? Is it immediately after starting the engine at idle, or only under full load?

PS: You definitely never ordered anything here, so I'll just provide support for your salesperson who doesn't know anything about TDIs. Hopefully, he knows something other than how to get money out of people.

What annoys me a little is that you didn't properly use the search function; otherwise, you would have already come across Peter's suggestions.

The error only reappears under full load. It runs without problems when idling or under partial load.

I had already read Peter's instructions a while ago.

Everything has been checked and ruled out. As I said, the fuel injection pump is new (it has been replaced before), the needle lift valve is new, the fuel supply is working correctly, the tank has been cleaned, the lines have been replaced, an auxiliary pump has been installed, etc., etc.

The setpoint in measurement block 4 is 1.1° at idle, while the actual value is 0.9°. According to the TDI timer, everything is configured correctly. Dynamic setting adjusted to 3.0 mg/H.

According to my sources, the target value should be 3-4°C. Or am I mistaken?

I've already eliminated all the common errors. Unfortunately, there hasn't been any significant improvement. Although the pump is correctly installed and adjusted (I'm 100% sure of that), the injection timing is not correct.

There has to be a way to adapt the control unit accordingly, right?

Regards,

Thorben.

Quote:

There has to be a way to adapt the control unit accordingly, right?

No, no... Adaptation has nothing to do with your problem.

If the error occurs under full load, then checking the injection start values at idle is probably not very useful, right?

It makes sense to:

Quote:

Why don't you compare the target value and the actual value of the injection start in measurement block 4, and at the same time, check the duty cycle of the magnetic valve on the injection pump?

Okay, I've just done another test run. Here are the values I logged:


Idle.

Injection start timing: Target - Actual: 1.5° - 1.5°

Key ratio: 35.1


Under full load:

Injection start timing: Target - Actual: 11.9° - 0.7° to 7.5° ... sometimes even -10.6°.

Key ratio: constant 96.4.






Okay, this unfortunately doesn't fit at all. But what happens now? I can't install another new ESP! This would be the THIRD one!

The error has been occurring for ages. I then installed a new, used ESP => same error. Then I checked the entire wiring harness => same error => then I installed a brand new ESP => same error (see above).

For me, the only remaining possible cause of the problem is the control unit. What else could possibly be broken? Surely, the fuel injection timing valve can't be broken again after all those replacements!

What do you think about it?

Does anyone have a good recommendation for an engine control unit (ECU) testing service? What do you think of these companies? Has anyone had any experience with them?

Incotronic Eschweiler.

Technology Center Filderstadt.


Thank you very much for your efforts!

How about, instead of just three numbers, you set up a complete and well-structured log? Then we could actually understand something.

Quote:

Injection start timing - Target: 11.9° - Actual: 0.7° to 7.5°... sometimes even -10.6°

Okay, what now?

Typically, the specifications are 11.9° KW before Top Dead Center (TDC), or also -11.9° KW relative to TDC.
The start of injection must shift towards a "earlier before TDC (top dead center = top position of the piston)" timing at higher loads and engine speeds.

Based on my understanding of your statement, the motor controller (see duty cycle) seems to be persistently trying to advance the timing, but it's not succeeding, as indicated by the target values.

Possible causes: insufficient diesel supply, faulty fuel pump, defective or stuck rotor vanes in the injection pump, defective/stuck solenoid valve.

I suspect it's fuel-air foam instead of diesel.

You see, if you a) understand the operating principle of the injection start control, b) have a working diagnostic system, and c) potentially also receive support from the seller of the diagnostic system, then the issue is not a problem.

I hope it's now clear to you what's not working. If you have any further questions about how the injection control system works in the fuel injection pump, please use the search function and, as always, read relevant articles.

Best regards, Rainer.

Measurement data block 4.

Rotation speed - Injection pressure setting - Injection pressure - Duty cycle.


903 1.5 1.5 35.1
903 1.5 1.8 36.7
882 2.6 2.2 41
966 1.5 1.5 37.9
987 2.6 2 43
1071 2.6 2.4 45.4
1155 2.4 2.2 44.6
1239 1.1 1.5 39
1197 1.3 1.5 37.9
1197 1.3 1.5 36.3
1197 1.3 1.3 37.1
903 1.5 1.8 38.3
882 5.5 4.4 57.4
987 1.5 2 39
945 1.5 1.8 37.9
1029 11 8.4 72.5
1386 6.4 4.6 68.1
1806 7.3 7.7 64.5
2436 6.8 6.8 71.3
2667 2.2 2.2 18.3
2058 5.9 6.8 68.1
2289 3.7 4 40.6
2373 6.4 6.4 71.7
2457 2.2 2.9 42.2
2331 1.8 0.9 47.8
2100 1.5 0 17.1
1743 1.5 0 16.7
987 1.3 0 62.6
1218 0.9 0 22.3
1155 1.1 3.1 44.2
1134 9.2 5.5 96.4
1365 5.7 4.6 59.8
1848 7 6.4 75.7
2625 7.7 7.7 80.9
3192 4.2 5.5 23.1
2478 7 6.2 84.1
2919 9.2 8.6 92.8
3318 11.7 10.6 96.4
3696 13.6 10.3 96.4
3990 15 7.7 96.4
2793 8.6 6.6 96.4
2982 9.7 8.6 96.4
3150 10.6 9.5 96.4
3276 11.7 8.6 96.4
3423 12.3 6.2 96.4
3528 12.8 4.4 96.4
3570 13 0 96.4
3507 12.8 -10.6 96.4
3633 13.2 -1.3 96.4
2919 9.5 6.2 96.4
2982 9.7 9.7 96.4
3066 10.3 10.3 96.4
3150 10.8 9 96.4
3192 11.2 7.5 96.4
3255 11.4 6.4 96.4
3297 11.7 5.1 96.4
3318 11.9 2.6 96.4
3339 11.9 1.1 96.4
3318 11.9 0.7 96.4
3381 12.1 0.7 96.4
3339 12.1 2.2 96.4
3360 12.1 -3.3 96.4
3318 12.1 2.9 96.4
3318 11.9 0.4 96.4
3276 11.9 8.1 96.4
3318 12.1 6.2 96.4
3360 12.3 5.7 96.4
3381 12.5 3.5 96.4
3360 12.5 2.2 96.4
3318 4.6 2.6 84.1
3213 3.3 0 21.9
3066 2.4 0 20.7
2940 1.5 0 19.5
2793 0.9 0 18.7
2667 0.4 0 17.9

Hello Rainer!

Thank you very much for the reply.

Mmmhhhh. I've already tried the solutions listed. But if there can't be any other cause, then I guess I have to get to work on it again!

But according to the measurements, you think it can't be due to the control unit?

Okay, I'll take apart the fuel tank and fuel lines again today. It's becoming routine now.

Regards,

Thorben.