On ollut paljon juttua TDS:n pumpusta viimeaikoina, löysin netistä ohjeet BOSCHin VP37 pumpun "kotitarvekunnostukseen":
Ohjeeet on volksmobiilin... mutta soveltunee.
Siellä keskusteluissa väitetään että siihen tyhjäkäynnin humppaamiseen paras apu olisi pumpun yläkannen siiirto, joka vaikuttaa suoraan ruiskutusmäärään:
http://www.dieselschrauber.de/ alla käännös guuggelilla. Onko kukaan kokeillut tätä, asiasta on ollut juttua aiemminkin.:
Warning
During wrong execution the engine does not jump possibly any longer on (without first damages develop).
A too strong correction of this error or a shift of the signal tower directly in the wrong direction it can to it lead that the engine directly after a starting up without acceleration lightning-like into harmful speed ranges (well over 4.000 RPM) winds, how possibly principal damage develop can (collision of valves and piston, piston rod outlines etc..)!
First absolutely the position of the pump upper section (with the cable connection) on the pump body by drawing pin o.a. mark.
Without the marking (approximate) the starting position is practically no longer reproducible after to strong adjustment!
Subsequently, with engine switched off the triangular screw at the pump cover and 3 tieferliegenden(!) Torx screws crosswise first only 1/8 revolution continue to solve, then still approx. 1/4 revolution.
Then pump upper section minimum toward toothed belts shift (order of magnitude: about 1/20 1/10 mm, that are hardly visible on the marking!). Unfortunately the rubber seal in the upper section makes a precise attitude more difficult by its inclination to springing back.
The screws again gradually tighten, the engine start and with the described gas impact test with pointed ears to the behavior of the engine respect. If it runs somewhat more quietly (and more briskly) on the idling speed down, the adjustment was in principle successful.
Afterwards if the power loss in driving turns out as too strong, one should focus an intermediate value during a further attitude.
Do not verzagen, if it after that 3. Approach is not yet perfect. If necessary a magnifying glass to assistance take, in order to recognize the adjustment better.
Who has VAGCOM handy, the result can to be controlled as above described on the basis the indicated no-load operation injection amount quite exactly. If approx. 4 - 4.5 mg to be indicated, the pump is so adjusted that no disturbing Ruckeln will normally arise more.
The pump bears some attitudes without leakages or overturned threads, as long as one does not proceed feelingless.
To the SDI: if also the such problems should have, the remedy described here would have to be also applicable.
By a reduction of the injection amount (all the same whether mechanically or by VAGCOM) can evtl. Starting problems arise.
A remedy is possible in principle only with VAGCOM: again with 12233 log in and in channel 5 higher values (at 5-digit values in approx. 30's steps, at 3-digit values in ér steps) store, until launch characteristics are as used again.
--------------------------------------------------------------------------------
Hello,
today I used Ulfs suggestion. The jerky no-load operation can actual be repaired when rolling between 1 and 30km/h of my AHF by shifting the pump upper section completely.
With idling speed of 900min-1 an injection amount of approx. 2.2 mg/stroke was measured before over the diagnose interface (climate out, no light, engine at operating temperature).
With measured values starting from 6mg/Hub the Ruckeln disappeared completely, starting from 3mg/Hub arose still another clear improvement.
Since at the higher values absolutely no more Ruckeln was to be provoked, in addition, the achievement development clearly more toughly , I had adjusted now 3.2 mg/stroke.
Thus only easy no-load operation fluctuations are noticeable when rolling with switched off air conditioning system.
Result: Ulfs tip is applicable also with the jerky no-load operation of the AHF.
Greetings, Rainer
Ohjeeet on volksmobiilin... mutta soveltunee.
Siellä keskusteluissa väitetään että siihen tyhjäkäynnin humppaamiseen paras apu olisi pumpun yläkannen siiirto, joka vaikuttaa suoraan ruiskutusmäärään:
http://www.dieselschrauber.de/ alla käännös guuggelilla. Onko kukaan kokeillut tätä, asiasta on ollut juttua aiemminkin.:
Warning
During wrong execution the engine does not jump possibly any longer on (without first damages develop).
A too strong correction of this error or a shift of the signal tower directly in the wrong direction it can to it lead that the engine directly after a starting up without acceleration lightning-like into harmful speed ranges (well over 4.000 RPM) winds, how possibly principal damage develop can (collision of valves and piston, piston rod outlines etc..)!
First absolutely the position of the pump upper section (with the cable connection) on the pump body by drawing pin o.a. mark.
Without the marking (approximate) the starting position is practically no longer reproducible after to strong adjustment!
Subsequently, with engine switched off the triangular screw at the pump cover and 3 tieferliegenden(!) Torx screws crosswise first only 1/8 revolution continue to solve, then still approx. 1/4 revolution.
Then pump upper section minimum toward toothed belts shift (order of magnitude: about 1/20 1/10 mm, that are hardly visible on the marking!). Unfortunately the rubber seal in the upper section makes a precise attitude more difficult by its inclination to springing back.
The screws again gradually tighten, the engine start and with the described gas impact test with pointed ears to the behavior of the engine respect. If it runs somewhat more quietly (and more briskly) on the idling speed down, the adjustment was in principle successful.
Afterwards if the power loss in driving turns out as too strong, one should focus an intermediate value during a further attitude.
Do not verzagen, if it after that 3. Approach is not yet perfect. If necessary a magnifying glass to assistance take, in order to recognize the adjustment better.
Who has VAGCOM handy, the result can to be controlled as above described on the basis the indicated no-load operation injection amount quite exactly. If approx. 4 - 4.5 mg to be indicated, the pump is so adjusted that no disturbing Ruckeln will normally arise more.
The pump bears some attitudes without leakages or overturned threads, as long as one does not proceed feelingless.
To the SDI: if also the such problems should have, the remedy described here would have to be also applicable.
By a reduction of the injection amount (all the same whether mechanically or by VAGCOM) can evtl. Starting problems arise.
A remedy is possible in principle only with VAGCOM: again with 12233 log in and in channel 5 higher values (at 5-digit values in approx. 30's steps, at 3-digit values in ér steps) store, until launch characteristics are as used again.
--------------------------------------------------------------------------------
Hello,
today I used Ulfs suggestion. The jerky no-load operation can actual be repaired when rolling between 1 and 30km/h of my AHF by shifting the pump upper section completely.
With idling speed of 900min-1 an injection amount of approx. 2.2 mg/stroke was measured before over the diagnose interface (climate out, no light, engine at operating temperature).
With measured values starting from 6mg/Hub the Ruckeln disappeared completely, starting from 3mg/Hub arose still another clear improvement.
Since at the higher values absolutely no more Ruckeln was to be provoked, in addition, the achievement development clearly more toughly , I had adjusted now 3.2 mg/stroke.
Thus only easy no-load operation fluctuations are noticeable when rolling with switched off air conditioning system.
Result: Ulfs tip is applicable also with the jerky no-load operation of the AHF.
Greetings, Rainer
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