Question regarding injection quantity difference? | Beiträge 16+

Did you check the intake pressure? Maybe the N75 isn´t o.k. or the VTG stucks.

If a remember correctly a had a manifold pressure of 2400 mBar i.e 2.4 Bar...

klutten hat folgendes geschrieben:

Can it be checked in any way with the pump still in the car?

That is not a real Vorförderpumpe, but you have one. As long as the car is running, it is working. You can activate him by Vag-Com, then you should hear him working. He is only filling an extra tank, the VP44 is "selbstansaugend". Do you have air between filter and VP44?

The mentioned pressure should be looked at, as well as the airflow. You should make a Log-File an look at the values where you expect your lack of power, it is not only 1 value. Than you can speculate, if the catalysators are plugged. More likely would be the VTG.

The differenz in injektion quantity should have an other cause.... Please check your compression, if the new nozzles did not solve your problem.

I havent checked if the injection quantity differs after nozzle change, however, the ruckeln between 1200-2000 sure didn't go away. I have a Multitester pro and can't check those values with it, the one I used for checking was only borrowed (a Bosch KTS 500)

Regarding the Vorförderpumpe, i read under VAG in this forum (http://community.dieselschrauber.de/viewtopic.php?t=911&highlight=vorf%F6rderpumpe) that it could have an impact on the engine smoothness?

Could the VTG have an impact of the "ruckeln" or jerkyiness between 1200-2000 rpm or would VTG only make the engine weak?

Thankx for all your input so far, everybody!!

Regards Fredrik

Okay, it is especially for your AKE, but Michael writes about an A4 and about an Errorcode.

Anyway, you can Test the "Vorförderpumpe" in "Stellglieddiagnose". You need an Diagnostic-Tester like VAG-COM. Also make a Log-File.

What is the specified max intake pressure (max turbo pressure) on these engines? And how high should the pressure go at lower rpms. I get 1.3 Bar at 1300 rpms on 4th gear slowly rising to about 2.0 Bar around 2000 rpm, max pressure 2.4 Bar at around 2300 rpm

unaffortunately it is not listed here:
http://www.dieselschrauber.de/Solldaten_6_Zylinder_VE.html

I do not know if your values are OK, but to me they seem to be quite good. The specified Pressure ist displayed in MWB 11. Therefore you need a Diagnostic-Tool.

Hi
Im slowly beginning to learn my Multitester Pro here. I have recorded some values and compared them to the listing Herr Antje referred to.
I recorded them in an Excel file below next to the listing that Herr Antje gave me, if anyone find some abnormal values in it please let me know.
http://www.uddins.se/info.xls

MWB3: Did you disable the EGR? The ist Luftmasse is "to" high.
MWB4: Einspritzbeginn ist, is not at Leerlauf! 2 an 3 should have the same Value!
MWB13 and 14: Leerlaufruheregelung ist not OK. Test your nozzels or kompression. Did you measure with or without aico, lichts, radio,.. Everything should be off. Max difference ist 2.0

MWB3: No, EGR is not disabled. Should it be when measuring this? What could be the reason for this higher luftmasse number?

MWB4: Einspritzbeginn, could the disel pump timing, mechanically, be off?

MWB13-14: I will check compression as soon as possible. Nozzles are ok (new).

Regarding Einspritzbeginn, I have checked the timing according to this:
Measuring Blocks -> Group 007, check the last field. Coolant temperature must be at least 80C. Warm the motor up if it's less. Then go to Group 004 and Switch to Basic Settings. After 10 seconds, the ECU will stop dynamically altering the timing. Now look in field 3, it needs to betwen 0.5 and 3.5 degrees ATDC. If it's in that range, it's OK, if it's out of that range, it needs to be adjusted (mechanically) to get it in that range.


I got 3.4-3.6 degrees ATDC, kind of in the high part of the specification. Could it be this that is the reason for my wrong values in MWB4?

Regards Fredrik

As I know, the Timing should be 2 +/-2, that meens inbetween 0 and 4 ATDC. Your values should be OK, but they can be corrected (with the wheel on left Camshaft).

Then check the Timing again. Your values are not good for idle speed, sure you did not increase rpm? When it is still the same, check tension of VP-Belt and the NHG.

High Luftmasse could be a leak in your "Ladeluftstrecke", or a not opening EGR. Check that.

NHG is NadelHubGeber right? That injector is brand new as the NHG gave me an error code in the beginning. AS the car has been going with a defective NHG for some time, do I need to do a reset or something after this was changed. I got NO difference after I changed NHG, other than the error code disappeared.

NHG you only need to change, nothing else. You do not have air in the fuel-lines to the VP44?

MWB has such a big difference, very strange. Set the VP-Timing and controll the camshaft-timing. When that does not work, I expect a damaged VP44. Before you should be sure, that pump is quite expensive....

Is the procedure for VP Timing and camshaft timing documented somewhere? Even German docs would work

Yes, it should be in every "Handbuch" wie "wie mach ich es selbst" oder "Erwin". You need special tools.

Regarding air in the fuel lines to VP:n, I see a few air bubbles passing in the transparent line, not all the time but a few every minute.