PDE Error 17669/17672: Limit Exceeded?

Hello everyone, I'm having a problem with my Passat TDI PD (AJM) 115 hp.

The exact error message is as follows:

"17669 Valve for pump nozzle cylinder 1 N240, limit exceeded."

and the same applies to all other cylinders.

Can someone tell me what these errors mean in practice? The articles mention...

Timing values too large, excessive transition resistance.

Can someone explain this to me?

Does my PDE have a defect, or what's the problem? Would new components fix this issue?

When the engine is cold, it runs normally, but when it gets warm (hot), it throws these error codes.

Hi Michi3,

Hi,

Could all 4 PDEs be broken simultaneously with the same error?
I don't believe that.

I think you're more likely to have a problem with the engine wiring harness.
Either the thick connector at the cylinder head has a bad connection, or the grounding wire from the body/battery to the engine is faulty. In that case, the EDC (Engine Control Unit) measures completely incorrect values and displays the most amusing (and nonsensical) error messages.

Do you have a tuning box installed?

Bertil wrote:

Do you have a tuning box installed?

Or are you using a particularly viscous diesel substitute like 20W..., gear oil, or rancid fryer oil?

Hello Ulf, Bertil.

Okay, you're right. I'm using Pöl, but the question is why it works for others without any problems.
Only I am having problems.
Do you think it's because of the box? I haven't even tried it yet.
If that's the case, I might try increasing the power output using an OBD device. Will that solve the problem?
"I always get about 70 degrees Celsius, even with a mixture of about 10% diesel. It still doesn't seem to like it."

Does anyone have a solution for me? I'd like to continue using Pöl.
Can't the error simply be deleted permanently?
Or would Raffinat be better??

I am grateful for any help.

Best regards, Michi3.

michi3 wrote:

yes, you are right. I'm using Pöl, and the question is why it works for others without problems. Only I am having problems. Do you think it's because of the box? I haven't even tried it without the box yet.

"Pöl" and "Box" are both deviations from the normal state, and each has a wide range of potential "error possibilities."

Quote:

If that's the case, I might try adding some power using an OBD device; will that solve the problem?

Maybe, or maybe it's because of your cheap beer...

hello Ulf

I'll try it without the diagnostic tool first. If the error message disappears, I'll talk to an OBD tuner to see if they can do anything about it.
I really don't want to give up the tuning, you know how it is, once you're used to something, you don't want to let it go.
Do you think it's enough to just turn it off, or should it be completely removed?

Thank you for your help.

Michi 3.

michi3 wrote:

Do you think it's enough to just turn it off, or should it be completely removed?

Turning it off would probably be enough, but removing it is safer .

However, if you only have one diesel temperature "Fakebox," it probably can't be the cause.

hello Ulf

I didn't install a temperature fake box.
I installed a PSI Box, which used to be available at ATU (a German automotive supply store).
I've considered swapping them out for a proper OBD tuning solution, but I've been satisfied with them so far. I've had them installed for 70,000 km without any problems.
But unfortunately, the era of box tuning is over.
Okay, I'll try it now, and then I'll make a decision.

Best regards, Michi3.

Hello Ulf,

I did a test run today without the protective case, and unfortunately, the same thing happened after a few kilometers: sudden jerking, loss of power, and an error message.

That would have been too easy.

Is there a way to manipulate, delete, or modify the control unit (ECU) so that this error no longer appears?

Could it be that my components have a defect?

Or do you have another idea?

Best regards,
Michi

Please describe your boiler conversion in more detail: single or double tank, gas-water heat exchanger, heat exchanger location and type, etc.

What does MWG23 indicate for each cylinder?

Hello Lappen.

My conversion is a two-tank conversion.

In the trunk, there's a 62-liter auxiliary tank that is currently filled with 10% diesel and 90% heating oil (cold-pressed). A 12mm supply line runs from the tank into the engine compartment, where it connects to a large Alfa WT. From there, it passes through a Unifilter housing with a screw-on filter. The line then narrows to 8mm and continues to a three-way magnetic valve (L340) that directs either heating oil or diesel (from the original diesel tank) towards the tandem pump located on the cylinder head.
PDE (direct injection), unused fuel is returned to the tandem pump, and from there immediately back to the fuel supply line (KGR - Kühlgasrückführung), of course, first through a second solenoid valve to allow for flushing and venting. During normal highway driving, I have a temperature of 70-80 degrees Celsius in the KGR.

I'm not sure what you mean by "MwG 23." Could you please explain it to me?

I honestly don't know what to do anymore.

Best regards,
Michi

MwG 23 I don't know what you mean, can you explain it to me?

I'm accessing measurement block number 23 using VAG-COM.

peter

Okay, but if you see this, you also have an unregulated EGR system, which will quickly build up due to the hot fuel being recirculated back into the EGR. And the hotter the fuel, the more needs to be injected to compensate for the power loss that results from the hot fuel. However, even at 90 degrees Celsius, the oil has many times the viscosity of diesel, so it's possible that the control system won't be able to adjust accordingly. Also, it seems that your water-to-oil heat exchanger is significantly oversized. We have a few modified vehicles running, each with an A8 water-to-oil heat exchanger in both the EGR and the oil pre-cooler. The oil temperature coming out of the water-to-oil heat exchanger in the pre-cooler is easily 80 degrees Celsius with a warm engine and normal driving (let's say cruising at 150 km/h). In the EGR, we have a system that opens the EGR valve around 80 degrees Celsius to provide 'cooling.' Warm oil is good, but excessively hot oil is not beneficial!

Mwg23 is measurement group/measurement block 23 in VCDS (formerly known as Vag-Com).

Does the error occur simultaneously on all 4 pumps, or does it happen with one pump and then another? At what coolant temperature does it occur? I'm familiar with this error from one pump that starts showing it at 50% load and a coolant temperature of 60-70 degrees Celsius, specifically for pump number 4. However, it only happened once and then it stopped.
How does the error change when the amount of material is reduced? In what load situation do you experience the error?

No, it only occurs on cylinders 1 and 2 initially, but after a certain time, it also affects cylinders 3 and 4.

The water enters the heat exchanger at approximately 60 degrees Celsius; it's not warmer than that. The pipes are not insulated. My main concern is ensuring the water flows well through the filter, and even with the heat exchanger open, it doesn't get any warmer.

The problem mainly occurs in the partial load range, for example, when driving in the third gear at 2000 RPM in a town. After a few seconds, a slight jolt runs through the car, and you have to adjust the accelerator pedal to maintain the speed. This results in a limp mode, characterized by jerking, loss of power, and sluggish response.

Should I try disconnecting the temperature sensor plug from the return pipe and see what happens? According to my documentation, the fuel injection amount is then calculated based on the coolant temperature. It might be worth a try.

I need to take a look at that MWB 23 thing tomorrow.

This is my little problem child: http://rapsdb.rapsinfo.de/detail.php?id=1011

Best regards,
Michi