Was ist an Automatik-Motoren anders - Andere ESP ?

Hallo Leute,
habe folgenden Artikel auf einer Amerikanischen Seite gefunden. Angeblich hat der TDI ( vermutlich AFN) mit Automatik eine andere ESP mit 11mm Kolben anstatt 10 mm.


Kann das jemand bestätigen ? oder ist das nur für USA so ?

Woran kann man ablesen welche Pumpe( Kolbendurchmesser) man hat ? Hat jemand eine Tabelle ?

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One of the improvements made on the A4 engines compared to previous models involved the increased fuel injection pressure from the injection pump with optimization of the fuel injectors. Manual transmission A4 TDI's have 800 bar (11,760 PSI) pump side pressure with 1100 bar (16,170 PSI) injection nozzle pressure. Automatic transmission A4 engines have 950 bar (13,965 PSI) pump side pressure with 1350 bar (19,845 PSI) injection nozzle pressure. To achieve this increase in pump and injection nozzle output pressures in the automatic transmission engines, the single injection pump plunger on the BOSCH pump was changed from 10mm to 11mm. This was required for emission purposes allowing the automatic version to inject the required quantity in the very limited time available at higher pressure, with a resulting 20% reduction in particulate emissions.
Other VW TDI models with the 1.9 litre 4-cylinder of 115 hp or 150 hp, and the 1.2 litre and 1.4 litre 3-cylinder engines, use a so-called 'pumpe-deuse' (German) or 'pump-nozzle' (English translation) system. In these engines, each cylinder has its own small high-pressure fuel pump which is actuated by the same camshaft that operates the intake and exhaust valves. Fuel is delivered to each pump-nozzle by a low-pressure pump serving the same function as the internal vane pump in the distributor-type system. As the engine cylinder approaches the end of the compression stroke, the main pump plunger advances, pressurizing the fuel. A solenoid valve adjacent to each pump-nozzle is normally open and bypasses the fuel. When the solenoid valve is energized, the bypass passage is closed and the fuel is forced to an extremely high pressure and through the injection nozzle. At the end of the required injection period, the solenoid valve de-energizes and any remaining fuel pumped by the plunger bypasses the nozzle. Thus, fuel is injected as long as the solenoid is energized, allowing full control of injection timing and duration. This system has the significant advantage of eliminating the separate high-pressure fuel lines from the pump to the nozzle because it is all built into a single unit, thus giving better control of the injection cycle.
Finally, some modern diesel engines use a 'common rail' injection system. The concept is much like a conventional gasoline engine EFI system but the pressure involved is on the order of 1000 times higher. A single central high-pressure pump delivers fuel to a pressurized fuel line, and separate solenoid valves on each cylinder admit fuel into each injector. Although this sounds simple, it is extremely difficult to make it work due to the extremely high pressures involved. This system is used on the 180hp version of the 2.5 litre V6, and on the 3.3 litre V8.

im falle ALH:

pumpe mit 11mm kolben
düsen mit kleinerm lochquerschnitt (IIRC 158er)
angepasste EDC (pumpenkennfeld)

CU Gremlin