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Diesel Engine 1
Diesel Engine 2

Petrol/Diesel Engine
Save Energy
Inventor Rudolf Diesel
Crosshead Engine
Diesel Engine (truck)
Work at Truck Engine
Combustion Engine
Compression Ignition
Direct Injection
Side Comb. Chamber
Diesel Fuel
Not running
Test diagnostic
Injection Nozzle Tests
Pump Injectors
Particulate Filter
Two-stroke Engine
Marine engines 1
Marine engines 2
V-10 Diesel Engine
Internal Mixt. Form.
Mixture Preparation
Supply Pump
Diesel injection 2012

Common Rail 1
Common Rail 2
Common Rail 3
Common Rail 4
Common Rail 5
Common Rail 6
Common Rail 7
Common Rail 8
Common Rail 9
Common Rail 10

Fuel supply 2
Fuel supply 3
Repair 1
Repair 2
Repair 3
Repair 4
Throttle Pintle Nozzle
Hole Type Nozzle
Glowing System 1
Glowing System 2
Glowing System 3
Glowing Plug Sensor
Hole Type Nozzle
Injection Nozzle Tests
Injection Pump Test
Pump Injectors 1
Pump Injectors 2
Pump Injectors 3
Diesel Fuel Filter 1
Diesel Fuel Filter 2
Reverse Running
Fuel Cooling
In-line Inj. Pump
Injection Pump
In-line Pump (classic)
In-line Pump (P-type)
In-line Pump (M-type)
In-line Pump 4
In-line Pump 5
In-line Pump 6
In-line Pump 7
Centrifugal Governor
Fuel Piston Pump
Electr. Inline Pump
Distr. Type Pump 1
Distr. Type Pump 2
Axial Distr. Pump 1
Axial Distr. Pump 2
Axial Distr. Pump 3
Axial Distr. Pump 4
Axial Distr. Pump 5
Radial Distr. Pump 1
Radial Distr. Pump 2
Radial Distr. Pump 3
Electr. Diesel Control
Centrifugal Governor
Press. Red. Valve
Blocking-vane Pump
Fuel Filter - Hand Pump
Diesel Fuel
Fuel Preheating

Diesel Engine 1
Diesel Engine 2
Diesel Engine 3
Diesel Engine 4
Diesel Processes 1
Diesel Processes 2
Diesel Processes 3
Diesel Processes 4
Diesel Injection 1
Diesel Injection 2
Diesel Injection 3
Diesel Injection 4
Diesel Injection 5
Diesel Injection 6
Diesel Injection 7
Diesel Injection 8
Diesel Injection 9
Fuel 1
Fuel 2
Fuel 3
Fuel 4
Fuel 5
Fuel 6
Fuel 7
Fuel 8
Fuel 9
Fuel 10
Fuel 11
Fuel 12
Injection Pump
In-line Injection Pump
Distributor Pump 1
Distributor Pump 2


Common Rail - Repair 3





Of course, time was once again running out, and then there was also this traffic jam in the road-works area. After the tail-back one tries to make up for the time lost, without behaving like a hooligan. Instead however, the car engine goes on strike. One notices it straight away, when the accelerator is pressed and nothing happens.

After checking it at the next motorway service area, one decides that further searching is pointless. So, one carries on in emergency running mode, with a lot of effort at 100 km/h, steeper motorway stretches are almost impossible and even dangerous. Who programmed it like this? This was the first problem with this car, so first of all, a cable and the respective software is ordered on the internet, then a wait of three days.

The reading out of the error-memory functioned without activation. The activation failed because of a short term WLAN breakdown in the garage. The problem is: the software only allows one attempt (!). Thus, tried sending an email, malfunction, retried the email. After three days I got the activation, indeed, even though I had laid out a bit more for the software, it didn't supply me with the necessary values.

The error memory reported a faulty injector on cylinder No. 1. Of course, one would like to check this report, indeed, despite the fact that my engine was included in the listing, the software didn't offer the possibility. The next step was to measure the flow-back amounts. The flexible tubes, which were unbelievably tight, were damaged and two T-pieces were broken off.

In internet the flexible tube could be ordered, but not the T-pieces. VW sells only the complete system for the incredible price of 87* plus VAT. The volume-measurement and the replacement of the injector were confirmed by the error memory report. The injectors were still quite new, the removal of Nos. 1 and 2, contrary to my expectations, posed no problem. The attempt to have No. 1 repaired failed. Apparently, the electrics were burnt out.

Okay, now with a reconditioned injector, probably much older that the previous one, but with as good as new hydraulics. Unfortunately, because of the outrageously high COD it, once again, was also more expensive. In the end: The control-lamp stayed off and the error memory had no report to make, the renewed measurement of the flow-back amounts (see video below), were fairly gratifying. However, was all this worth the effort?, and who can do without the car for such a long time? 07/15
*For the V6-Audi with 10 bar of pressure in the return-line you're even going to have to lay out about 200.




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