TDI 2.0 BMP 140 HP engine jerks extremely when cold, when warming up little to not at all

[xlToasty]

GERMAN:

Guten Tag,

ich habe bei meinem Passat 2.0 TDI BMP 140PS das Problem das er extrem ruckelt wenn der Motor kalt ist und extrem qualmt.
Sobald der Motor die Betriebstemperatur erreicht hört dies auf bzw. tritt nur noch gelegentlich leicht auf.
Der Fehlerspeicher ist leer und es leuchten auch keine Kontrolllampen.

Bereits erneuert wurden:

- PDE Zylinder 2 u. 3 jetzt nochmal neu (alle wurden vor ca 40.000 km bereits erneuert)
- Hochdruckpumpe
- Kraftstofffilter (war komplett schwarz)
- DPF wurde gereinigt (war komplett Dicht Abgase kamen zwischen DPF und Turbo raus. Werte nun i.O.)
- Ventildeckel
- Abgasrückführventil
- Dieselleitungen von Filter zur Hochdruckpumpe (waren teils eingerissen)
- Kabelstrang der Einspritzdüsen im ZK

Mein Problem ist das die Einspritzmengenabweichung vor und nach dem Tausch der PDE am Zylinder 2 u. 3 gleich geblieben sind:

Motor KALT:

09:56:32 Block 013: Leerlaufruheregelung (Einspritzmengenabweichung)
-0.07 mg/H Einspritzm.-Abw. Zylinder 1
2.99 mg/H Einspritzm.-Abw. Zylinder 2
-3.01 mg/H Einspritzm.-Abw. Zylinder 3
0.05 mg/H Einspritzm.-Abw. Zylinder 4

09:56:32 Block 023: Schaltzeiten
-25.0 Schaltzeitabweich. Zylinder 1
-76.0 Schaltzeitabweich. Zylinder 2
-96.0 Schaltzeitabweich. Zylinder 3
-42.0 Schaltzeitabweich. Zylinder 4

09:56:32 Block 018: Magnetventilstatus
0.0 Magnetventilstatus Zylinder 1
0.0 Magnetventilstatus Zylinder 2
0.0 Magnetventilstatus Zylinder 3
0.0 Magnetventilstatus Zylinder 4

Motor Warm:

10:16:26 Block 013: Leerlaufruheregelung (Einspritzmengenabweichung)
1.11 mg/H Einspritzm.-Abw. Zylinder 1
-0.07 mg/H Einspritzm.-Abw. Zylinder 2
-1.86 mg/H Einspritzm.-Abw. Zylinder 3
0.82 mg/H Einspritzm.-Abw. Zylinder 4

10:16:26 Block 023: Schaltzeiten
-26.0 Schaltzeitabweich. Zylinder 1
-85.0 Schaltzeitabweich. Zylinder 2
-113.0 Schaltzeitabweich. Zylinder 3
-57.0 Schaltzeitabweich. Zylinder 4

10:16:26 Block 004: Ansteuerung Pumpe-Düse Ventile
819 /min Motordrehzahl (G28)
1.9 °n.OT Förderbeginn
9.2°KW Förderdauer
-1.0°KW Verdrehwinkel

Er ruckelt auch nicht direkt nach dem Anlassen sondern erst nach ca. 30 Sekunden, in den Parametern (im Anhang)sieht man dann auch wie der Wert der Abweichung langsam höher und höher steigt. Ich hänge alle Dateien nochmal mit an, sowie eine Excel Tabelle von VCDS wo man sieht wie die Werte steigen. Ich bin langsam ratlos ich hoffe jemand kann mir helfen. Danke im voraus.

Mit freundlichen Grüßen
Patrick

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ENGLISH: Translated with Google.

Hello,I have a problem with my Passat 2.0 TDI BMP 140 hp: it jerks extremely when the engine is cold and produces a lot of smoke.As soon as the engine reaches operating temperature, this stops or only occurs occasionally.The error log is empty, and no warning lights are illuminated.

The following have already been replaced:
- PDE cylinders 2 and 3 have now been replaced again (all were already replaced about 40,000 km ago)
- High-pressure pump- Fuel filter (was completely black)
- DPF was cleaned (was completely sealed; exhaust gases were coming out between the DPF and the turbo. Values now OK)
- Valve cover
- Exhaust gas recirculation valve
- Diesel lines from the filter to the high-pressure pump (some were torn)
- Injector wiring harness in the cylinder head assembly

My problem is that the injection quantity deviation remained the same before and after replacing the PDE on cylinders 2 and 3:

Engine COLD:

09:56:32 Block 013: Idle smoothness control (injection quantity deviation)
-0.07 mg/H injection quantity deviation cylinder 1
2.99 mg/H injection quantity deviation cylinder 2
-3.01 mg/H injection quantity deviation Cylinder 3
0.05 mg/H Injection quantity deviation Cylinder 4

09:56:32 Block 023: Switching times
-25.0 Switching time deviation Cylinder 1
-76.0 Switching time deviation Cylinder 2
-96.0 Switching time deviation Cylinder 3
-42.0 Switching time deviation Cylinder 4

09:56:32 Block 018: Solenoid valve status
0.0 Solenoid valve status Cylinder 1
0.0 Solenoid valve status Cylinder 2
0.0 Solenoid valve status Cylinder 3
0.0 Solenoid valve status Cylinder 4

Engine warm:

10:16:26 Block 013: Idle smoothness control (injection quantity deviation)
1.11 mg/H Injection quantity deviation Cylinder 1
-0.07 mg/H Injection quantity deviation Cylinder 2
-1.86 mg/H Injection quantity deviation Cylinder 3
0.82 mg/H Injector quantity deviation Cylinder 4

10:16:26 Block 023: Switching times
-26.0 Switching time deviation Cylinder 1
-85.0 Switching time deviation Cylinder 2
-113.0 Switching time deviation Cylinder 3
-57.0 Switching time deviation Cylinder 4

10:16:26 Block 004: Pump injector valve control
819 rpm Engine speed (G28)
1.9° after TDC Start of delivery
9.2°CA Delivery duration
-1.0°CA Torsion angle

It doesn't jerk immediately after starting, but only after about 30 seconds. In the parameters (attached), you can see how the deviation value slowly increases. I've attached all the files again, as well as an Excel spreadsheet from VCDS where you can see how the values increase. I'm slowly getting confused. I hope someone can help me. Thanks in advance.

Best regards,Patrick

 

[xlToasty]

Excel

 

[PetrolDave]

You need to post an Auto-Scan made with the English version of VCDS - NOT the German version translated!

 

[Crasher]

Injector 2 is not happy cold, was it new, recon or genuine Bosch/VW exchange? Did you reset the rocker arms?

 

[xlToasty]

Injector 2 is not happy cold, was it new, recon or genuine Bosch/VW exchange? Did you reset the rocker arms?

Injectors 2 and 3 have been replaced; they are completely overhauled. They have been readjusted, but the values have remained the same.

 

[Crasher]

Overhauled by who?

 

[xlToasty]

the Name of the Company is Remante

 

[Crasher]

I will only use Bosch or genuine. You can prove the point by moving the injector and seeing if the fault moves but as you know that isn’t a five minute job and why we are so anal over parts quality. Other than a wiring or ECU fault there is’t really anything else it could be as there isn’t anything. Those who have been in the trade a long time will remember the late noughties early 2010’s fiasco with BKP injector failure and the subsequent recall.

Links provided for those not English

 

[xlToasty]

By wiring, do you mean from the control unit to the injectors, or just the wiring harness in the head? The engine control unit is also known to cause such errors, yes?

 

[Crasher]

The wiring from the ECU to the head is normally reliable, the wiring in the head not at all reliable, who thought that was a good idea . ECU failure is quite rare but not unknown, the injectors are not reliable.

 

[xlToasty]

Is it possible that cylinders 2 and 3 aren't actually defective, but are simply trying to balance the values of cylinders 1 or 4? Or could it be a hairline crack in the cylinder head? The cable in the cylinder head was also replaced.

 

[Crasher]

Cracked head unlikely and the injector seals must all be new, I don’t like any positive correction even approaching +1, the listed +2.9 max is a joke.

 

[xlToasty]

Yes, but how does the positive correction come about? The seals were replaced along with the injectors, but what surprises me is that it didn't change the value at all.

 

[Crasher]

The positive correction is by the ECU trying to correct a firing time imbalance.

 

[xlToasty]

We checked the compression; it's at 28 bar on all cylinders. We noticed that the cylinder head gasket is too big, as a new head was installed 50,000 km ago and a 3-hole gasket was used. Shouldn't a 1-hole gasket be installed with a new head?

 

[fokker2003]

I recommend removing the fuel tank access and inserting a light to see if you can see any "glitter."
I had a very similar case a couple of years ago with an Audi Q2, and the problem was the high-pressure pump.
I don't know why (because the car only had 18,000 km), the pump was very worn and was adding metallic debris to the fuel system.
I installed the four injectors (€2,400) and it worked well for 35 km.
In the end, after going crazy, I realized it was the pump.
I completely disassembled the system, replaced the fuel tank, pipes, injectors again, the entire rail, and the filter bowl.
Problem solved.
It never gave me a single DTC; I managed to figure out where the problem was because I saw that the correction factors for cylinders 1 and 4 were always sky-high.

As a side note, another garage had already replaced the engine with a rebuilt one because they couldn't find the fault.

It's a very quick test, take out the flowmeter, if you see glitter go to the filter container and you'll have it too.

 

[Crasher]

We checked the compression; it's at 28 bar on all cylinders. We noticed that the cylinder head gasket is too big, as a new head was installed 50,000 km ago and a 3-hole gasket was used. Shouldn't a 1-hole gasket be installed with a new head?

The thickness of the gasket is determined by the average of all four piston protrusions at their individual TDC.

Piston projection​	Identification Holes/notches​
0.91 mm … 1.00 mm​	1​
1.01 mm … 1.10 mm​	2​
1.11 mm … 1.20 mm​	3​