2.0 TDI (BNM) engine sounding rough AFTER injector swap.

Sorry to read your tale of woe Max. Hope it all gets resolved. I notice on one post you say you had the timing belt replaced. Did they set the injector timing using VCD? I had rough idle and harsh sounding/feel to the engine. This was improved withthe injector/loom replacement - but totally cured when I got them to reset this timing - which was out and had not been touched by the Non Audi garage that replaced it before purchase! Interesting artcle here: How to adjust rough idle and camshaft timing on VW and Audi TDI pumpe duse engine


Car now smooth as you like and loads of grunt - even before my remap & DPF removal (now I get wheelspin in 4th!)
 
Sorry to read your tale of woe Max. Hope it all gets resolved. I notice on one post you say you had the timing belt replaced. Did they set the injector timing using VCD? I had rough idle and harsh sounding/feel to the engine. This was improved withthe injector/loom replacement - but totally cured when I got them to reset this timing - which was out and had not been touched by the Non Audi garage that replaced it before purchase! Interesting artcle here: How to adjust rough idle and camshaft timing on VW and Audi TDI pumpe duse engine


Car now smooth as you like and loads of grunt - even before my remap & DPF removal (now I get wheelspin in 4th!)

I have seen that before & when I checked (before it went back again) the crank angle was 0.74, which was the same as before the belt swap. Only problem is I'm not 100% what it's meant to be set at! While its said it should be set at 0.0 there is a fair bit of discussion saying the engines actually runs better at around 0.5, but I'm yet to find a definitive answer to this.
 
The article says somewhere between 0-0.5 is about right but all engines differ a little. Did you check yours with VCDS? And what about the Idle Stablisation values? Remember your old belt will have stretched over time, so a good timing setting for it on the pulleys will not necessarily equate to perfect synchronising of the injector cam for a new belt. This is why it has to be checked with VCDS - also why the article recommends rechecking this about half way through the life of the belt.
 
Well got the car back & within 5 miles the DPF was back on despite being 'regened' by the garage, its now got a lumpy idle again and the horrible vibration is back at 3500rpm despite being ok before going back in!

Checked the settings in VCDS and with a new belt its at 0.39 so in target range, however the car still feels well underpowered so I did a bit of logging in with VCDS with a 4th gear run from approx 1800rpm to the redline & low & behold the turbo is underboosting at low revs (see 2nd graph below - Orange = ECU requested boost, red + blue lines = actual boost read from groups 10 & 11) no fault codes showing, absolutely sick of this now...

http://i64.photobucket.com/albums/h177/max69vk/Screenshot2012-05-19at195936-1.png

Screenshot2012-05-19at195936-1.png
 
There has been some discussion that the duff injectors can fubar the DPF. If its trying to actively regenerate the EGR will close, extra boost will be requested, additional diesel injected just after combustion. This could all be throwing off the readings you are logging and possibly causing other problems as well.

There must be something wrong with the DPF if regen light keeps coming on. You thought about having it deleted?
 
Thats what I'd heard as well, Im hoping Kolash will post his service note up showing they replaced the DPF after he had the same problems from the injector swap. The garage has loaded the new ECU update which is meant to deal with the car constantly going into regen, it obviously hasn't worked. All the graphs were done after the DPF light went out so they are true readings & not affected by the regen process.

My current worry is that if the turbo seals have been damaged due to everything that has happened so far then the any smoking/ash from the oil leaking through the seals will be causing additional crap to be caught in the DPF which could be causing it to regen so often. What with the turbo logging showing it being under pressure across most of the range, worst case they've screwed the turbo & DPF, I'll have to do more logging in VCDS to confirm this though.

Personally I'd love to ditch the DPF & get a remap, but all the while the car isn't running right as standard, I wont be confident in doing any tuning on it for fear of destroying the engine :(
 
Actual figures for the above...

Group A:
'003
Engine Speed
Exhaust Gas
Exhaust Gas
Exhaust Gas
TIME
(G28)
Recirculat. (spec.)
Recirculat. (actual)
Recirc. Duty Cycle
STAMP
/min
mg/str
mg/str
%
0.13
1461
518.1
518
0
0.54
1449
508.7
524.2
18
0.97
1468
641.4
641.4
0
1.41
1488
729.8
729.8
0
1.85
1509
835.9
835.9
0
2.27
1544
949
949
0
2.71
1581
1065.6
1065.6
0
3.15
1623
1113.9
1113.9
0
3.59
1663
1073
1073
0
4.01
1703
1092.7
1092.7
0
4.45
1767
1127.7
1127.7
0
4.88
1801
1144.6
1141.9
0
5.32
1858
1122.4
1125
0
5.74
1912
1134.8
1136.8
0
6.18
1963
1140
1141.7
0
6.62
2014
1131.7
1149.2
0
7.06
2059
1158.8
1167.7
0
7.48
2117
1188.3
1190.4
0
7.92
2168
1203.1
1188.3
0
8.36
2215
1228.2
1224
0
8.79
2271
1211.3
1211.3
0
9.22
2318
1195.4
1205
0
9.65
2368
1196.5
1196.5
0
10.09
2410
1200
1200
0
10.53
2470
1195.2
1195.2
0
10.95
2513
1188.3
1188.3
0
11.39
2566
1179.4
1179.4
0
11.83
2598
1181.1
1181.1
0
12.27
2663
1187.5
1187.5
0
12.69
2691
1185.1
1185.1
0
13.11
2740
1202.7
1206
0
13.55
2782
1196
1196
0
14
2835
1182.8
1182.4
0
14.41
2869
1189
1199
0
14.85
2915
1184.6
1189.1
0
15.29
2962
1174.9
1181.3
0
15.73
3000
1176.3
1171.2
0
16.15
3034
1185.8
1190.8
0
16.59
3082
1166.2
1183.2
0
17.02
3118
1173.4
1173.4
0
17.46
3163
1181.6
1181.6
0
17.88
3188
1200.6
1200.6
0
18.32
3233
1185.1
1185.1
0
18.76
3279
1171.5
1171.5
0
19.2
3317
1191.8
1191.8
0
19.62
3341
1176.8
1176.8
0
20.06
3376
1160.3
1160.3
0
20.5
3406
1160.9
1160.9
0
20.94
3441
1167.3
1167.3
0
21.36
3473
1176.8
1176.8
0
21.79
3507
1186.5
1190.7
0
22.23
3534
1217.1
1219.4
0
22.67
3555
1172.3
1171.6
0
23.09
3602
1163.3
1165.1
0
23.53
3628
1152.6
1156.4
0
23.97
3646
1139.5
1143.9
0
24.41
3686
1138.8
1140.3
0
24.82
3705
1140.7
1146.4
0
25.27
3729
1152.9
1153.1
0
25.7
3757
1145
1145
0
26.14
3784
1135.9
1135.9
0
26.58
3801
1145
1145
0
27.01
3825
1143.5
1143.5
0
27.44
3851
1146.4
1142.6
0
27.89
3877
1148.9
1148.9
0
28.31
3888
1137.3
1137.3
0
28.74
3918
1143
1141.9
0
29.18
3946
1141.7
1150.5
0
29.62
3959
1140.3
1144.3
0
30.04
3986
1141.9
1133
0
30.48
4010
1128.9
1130.6
0
30.92
4028
1114.8
1122.9
0
31.36
4046
1136.3
1126.1
0
31.78
4071
1114.4
1122.4
0
32.21
4088
1118
1118
0
32.65
4106
1115
1115
0
33.09
4127
1116
1116
0
33.51
4138
1123.6
1123.6
0

Group B:
'010




Mass Air Flow
Atmospheric
Boost Pressure
Accel. Pedal Pos.
TIME
(actual)
Pressure
(actual)
Sensor 1 (G79)
STAMP
mg/str
mbar
mbar
%
0.27
525.1
1007.2
1104.5
0
0.7
500.2
1007.2
1114.4
99.9
1.12
671.7
1007.2
1258.6
99.9
1.55
756
1007.2
1428.7
99.9
1.99
880
1007.2
1633.9
99.9
2.43
996.8
1007.2
1884.8
99.9
2.85
1110.7
1007.2
2120.8
99.9
3.29
1092
1007.2
2275.8
99.9
3.73
1067.2
1007.2
2280
99.9
4.17
1106.9
1007.2
2310.7
99.9
4.58
1129.1
1006
2356.2
99.9
5.02
1126.9
1007.2
2386.8
99.9
5.46
1120.9
1007.2
2391.2
99.9
5.9
1130.5
1007.2
2399.6
99.9
6.32
1123.5
1007.2
2407.2
99.9
6.76
1177.1
1007.2
2430.5
99.9
7.2
1164.2
1007.2
2448.6
99.9
7.64
1200
1007.2
2478.6
99.9
8.06
1198.5
1007.2
2500
99.9
8.5
1229.1
1007.2
2539.8
99.9
8.93
1216.8
1007.2
2540.2
99.9
9.37
1205.8
1007.2
2530.1
99.9
9.79
1195.6
1007.2
2510
99.9
10.23
1187.5
1007.2
2499
99.9
10.67
1166.6
1007.2
2480
99.9
11.11
1186.5
1007.2
2478.6
99.9
11.53
1176.3
1007.2
2478.6
99.9
11.97
1177.3
1007.2
2490
99.9
12.41
1189.7
1007.2
2490
99.9
12.84
1192.6
1007.2
2499
99.9
13.26
1194.4
1007.2
2500
99.9
13.69
1203.1
1007.2
2500
99.9
14.13
1183.9
1007.2
2500
99.9
14.57
1195.4
1007.2
2500
99.9
15
1169.1
1007.2
2509.2
99.9
15.43
1179.1
1007.2
2509.2
99.9
15.87
1167.9
1007.2
2500
99.9
16.31
1188.3
1007.2
2509.2
99.9
16.73
1191.8
1007.2
2509.2
99.9
17.17
1204
1007.2
2520
99.9
17.6
1182.1
1007.2
2530.1
99.9
18.04
1181.7
1007.2
2539.8
99.9
18.46
1178.1
1007.2
2529.6
99.9
18.9
1176
1007.2
2519.4
99.9
19.34
1172.3
1007.2
2510
99.9
19.78
1183.4
1007.2
2509.5
99.9
20.2
1169.6
1007.2
2509.2
99.9
20.64
1158.3
1007.2
2509.2
99.9
21.07
1161.3
1007.2
2509.2
99.9
21.51
1165.8
1007.2
2509.5
99.9
21.93
1211.3
1007.2
2590.8
99.9
22.37
1194.1
1007.2
2601
99.9
22.81
1184.1
1007.2
2550.2
99.9
23.25
1152
1007.2
2519.4
99.9
23.67
1159
1007.2
2500
99.9
24.11
1138.5
1007.2
2490
99.9
24.55
1141.7
1007.2
2488.8
99.9
24.98
1138.2
1006
2490
99.9
25.41
1146
1006
2490
99.9
25.85
1134
1007.2
2490
99.9
26.28
1144.8
1007.2
2490
99.9
26.73
1142.6
1007.2
2490
99.9
27.15
1137.4
1007.2
2499
99.9
27.59
1148
1007.2
2499.8
99.9
28.02
1135.3
1007.2
2499.4
99.9
28.46
1132.6
1007.2
2500
99.9
28.88
1138.2
1007.2
2499
99.9
29.32
1145.7
1008
2499
99.9
29.76
1149.8
1007.2
2499
99.9
30.2
1130.1
1007.2
2500
99.9
30.62
1118.2
1007.2
2490
99.9
31.06
1123.3
1007.2
2479.9
99.9
31.5
1123.2
1007.2
2470
99.9
31.93
1115.5
1007.2
2478.6
99.9
32.36
1122
1007.2
2479
99.9
32.79
1122.4
1007.2
2480
99.9
33.23
1127.1
1007.2
2480
99.9
33.67
1110
1007.2
2480
99.9

Group C:
'011



Engine Speed
Boost Pressure
Boost Pressure
Charge Pressure

TIME
(G28)
(specified)
(actual)
Control Duty Cycle
STAMP
/min
mbar
mbar
%
0.41
1454
1103.8
1103.5
61.9
0.84
1478
2149.7
1165.3
85
1.28
1473
1953.6
1312.5
78.1
1.69
1492
1998
1492.4
60.1
2.13
1523
2047.7
1706.4
60.8
2.57
1566
2119
1964.6
63.8
3.01
1601
2173.6
2190.2
54.3
3.43
1645
2246.8
2290
64.2
3.87
1691
2304
2284.5
64.6
4.31
1754
2341.1
2321.8
60.7
4.74
1797
2381.4
2370
59.7
5.17
1843
2417.4
2390.7
58.7
5.6
1884
2448.6
2397
58.5
6.04
1937
2478.6
2400.4
59
6.48
1997
2499.4
2417.4
57.5
6.9
2046
2500
2437.8
57.1
7.34
2096
2500
2450.2
57.3
7.78
2147
2500
2488.8
56.6
8.22
2204
2500
2519.4
55.7
8.64
2257
2500
2539.8
55.6
9.07
2302
2500
2540.2
52.5
9.51
2342
2500
2529.6
52.5
9.95
2401
2500
2509.2
51.4
10.37
2444
2500
2490
50.3
10.81
2498
2500
2479.7
49.2
11.25
2552
2500
2478.6
49.5
11.69
2591
2500
2480
48.8
12.11
2638
2500
2490
49.1
12.55
2679
2500
2499
48.2
12.98
2734
2500
2499
47.3
13.41
2775
2500
2500
47.5
13.83
2815
2500
2500
47.3
14.27
2862
2500
2509.2
45.3
14.71
2909
2500
2509.2
45
15.15
2937
2500
2509.8
43.8
15.57
2990
2500
2500
46
16.01
3033
2500
2509.2
46.2
16.44
3067
2500
2509.2
42.5
16.89
3105
2500
2510
45.9
17.31
3143
2500
2529.6
42.3
17.74
3180
2500
2530.1
43.7
18.18
3216
2500
2530.1
43.5
18.62
3261
2500
2529.6
43.4
19.04
3293
2500
2519.4
42.9
19.48
3329
2500
2509.2
39.9
19.92
3370
2500
2509.2
39.8
20.36
3395
2500
2509.2
42.4
20.78
3429
2500
2509.8
42.6
21.21
3461
2500
2509.2
40
21.65
3495
2500
2509.2
44.1
22.09
3517
2500
2601
34.8
22.51
3557
2500
2580.6
40.4
22.95
3589
2500
2539.8
40.4
23.39
3617
2500
2510
41.2
23.83
3640
2500
2499.8
40.8
24.25
3674
2500
2488.8
41
24.69
3694
2500
2488.8
41.6
25.12
3717
2500
2490
41.2
25.57
3749
2500
2490
40.9
25.99
3774
2500
2490
41.4
26.43
3797
2500
2490
42.7
26.87
3822
2500
2499
43.7
27.31
3840
2500
2499
43.7
27.73
3862
2500
2499.4
42.4
28.16
3881
2500
2499.6
41.9
28.6
3910
2500
2499.6
40.3
29.04
3935
2500
2499
43
29.46
3955
2500
2499
42
29.9
3979
2500
2499
42.2
30.34
4002
2500
2500
41.1
30.78
4019
2500
2489.5
40.2
31.2
4045
2499
2470.1
43.4
31.64
4066
2499
2478.6
41.6
32.07
4075
2499
2478.6
41.6
32.51
4095
2490
2478.6
42
32.93
4116
2490
2480
42.7
33.37
4132
2489.2
2480
40.9
33.81
4155
2488.8
2478.6
42.9
 
Latest update & it's not good news...

To be 100% clear on this, the car is still does not run right & sounds terrible. The top end still sounds unbelievably rattley, especially under light throttle, the oil is still overfilled & apparently contaminated (I was told it had been changed & even had the book stamped by the garage). When driving the car tonight I've noticed that to be able to pull away without stalling the engine or it spluttering it needs to be revved to around 1500rpm, where-as before I could easily pull away on engine tick-over (820rpm), yet another confirmation that the car has lost power.

My main concern however is a serious issue that occurred while I had my partner & godchildren in the car.

I was pulling onto the local A-road & had to accelerate, as per my previous complaint unless the pedal is physically floored it wont get moving, & even then there is a 2 second delay before anything begins to happen. As we were the only car on the road we could clearly hear all the noises the car was making & as I was accelerating we could hear a massive continuous hissing noise coming from the engine when the turbo should of be kicking in (indicative of a boost leak) which was then accompanied by an immense cloud of white/blue smoke that blew out from the exhaust. After seeing the smoke I went to pull off at the next junction only for the brake pedal to go rock solid on me again (I have complained of this before with Drift Bridge & was told no fault found!), thankfully I was on a long clear road which allowed me to coast to a lower speed where-by the brakes worked again! Below 40mph the brakes work, above that they need considerably more effort to get them to bite & on occasion as in this instance they don't work full stop! After pulling the car over & turning the engine off I opened the bonnet to check what had happened but nothing was apparently obvious that I could see. I then got my partner to start the engine while I looked under the bonnet & the engine was now idling even rougher & louder than before along with a strong burning oil smell. I've managed to get the car back home but I'm pretty convinced the turbo is now about to fail at any moment.


I've now got to a stage where it looks like the car will need to be taken into a garage for yet another major repair as a direct result of what was meant to be a relatively simple injection swap at Drift Bridge. In the space of owning the car 6 weeks its gone from running immaculately to sounding & running like its going to self destruct at any moment, not what you would expect from car that has only ever been worked on by Audi approved garages & as stated before was 100% perfect before the injector swap.
Here's the kicker... Scanning the car with VCDS brings up no fault codes :wtf:

 
Last edited:
More VCDS logging & got the result below, looks like cylinder 3 has an issue now! Also noticed that they've managed to throw the cam timing out even further since fitting the new head & cambelt (shows as tosion value on the new readings & steering angle on the old)!

Does anyone know where I may stand on this legally? As at present my car has effectively been trashed :(

Latest readings (cyl 3 being compensated by all the other cylinders)
injdev-faults.jpg


Previous readings when (cyl 4 was leaking)


4e59032b.jpg
 
Provided ur somewhere nearby is there any chance u could run similar tests on my car? Same engine, very similar issues.
 
Provided ur somewhere nearby is there any chance u could run similar tests on my car? Same engine, very similar issues.

Not a problem. Drop me a PM & we'll sort something out :)

My car goes back to the dealer tomorrow morning, only this time AUDI UK have sent me to a different one! Even they've got to a stage of 'enough is enough' with the original garage they want a fresh set of mechanics to look at the car. I've already spoken to the new dealer & the master-tech & they were pretty much gob-smacked by the amount of technical info I'd collected from the car & after more investigation on the car it looks like the turbo & DPF are fubar. Has anyone heard of boost leaking from the actual turbo itself?

Neeeeeeeed moooooooooooore booooooooost.....

Screenshot2012-05-24at201036.png


Orange line = Rpm
Light blue = Specified (ECU requested) boost
Pink & Green = Actual boost (about .75bar below spec at best)
 
i have similar probelms to you car broke down in dangerous place local garage recovered me founld faulty injector and replaced it no probelms car going great found out about recall so booked it in and injectors replaced dealer said car under powered but no other faults 5 miles down motorway dpf come on [never done this before as lots of motorway drivig ] back to main dealer dpf over 90 p cent full [didnt say that before must have blocked in all the 5 miles on motorway] 2500 to change bought one myself fitted it set it up all ok 30 miles light back friend of a friend works for vw plugs car in car will not respond to laptop and willnot regen car go like lightening and enormous amount of torque steer on accelaration sounds lovely [driven by vw tech very impressed with car ]soot content just keeps building booked back into dealer again on tuesday i also think about legal action if not sorted this time as nothing wrong with car when it went for recall i am hgv diesel mechanic so not innosent joe blos
 
Well the 2nd garage have now contacted me to say they cant find any wrong after their preliminary testing, no leaks in the boost or vacuum lines & they reckon the boost pressure looks fine... I referred them to the logs I'd previously sent them & pointed out that the boost was fine over 2.5k rpm, its the lack of boost & response up to 2.5k thats the issue!

They did say that they'd drained 1 litre of oil from the car as it was overfilled & they reckon that this was burning off & then clogging the DPF, I doubt that very much but we'll see in time I guess.
 
car still at audi lots of excuses but none valid been to seek legal advice told to quote sale of goods and services act 1982 waiting for reply looks like it wont be tonight now
 
Think I might have to do the same as you, I've been reading up things & there are claims that the software 'update' actually reduces the engine output from 170 to 155 to spare the DPF! If thats the case the car isnt fit for purpose!

Still a bit concerned about the lack of exhaust flow from the exhaust, I could basically cap the tailpipes with my hands & sit there for ages without it affecting the car, no pressure build up or anything, I tried doing it on the hire car & lasted a couple of seconds! I'm fairly sure that something in the exhaust is blocked, slow turbo spool, lack of engine response & no exhaust pressure... Im certain somethings been blocked!
 
Think I might have to do the same as you, I've been reading up things & there are claims that the software 'update' actually reduces the engine output from 170 to 155 to spare the DPF! If thats the case the car isnt fit for purpose!

The power of the internet lol

I had my injectors replaced last August. I then ran my car on a RR and it made 174bhp with the standard map. When I re-applied the remap it made 199.1, which was up from 195bhp prior to the injector swap.

DPF issues are normally caused by faulty sensors. These fail and regens don't occur. Although saying that I know a bloke who was told his DPF was kaput, he had it removed and you could eat your dinner off the inside of the DPF, it was that clean.......

Sounds like an injector is not seated properly. A mate of mine had his injectors done and they drained 14 litres of fluid from the engine as they hadn't seated an injector properly
 
The power of the internet lol

I had my injectors replaced last August. I then ran my car on a RR and it made 174bhp with the standard map. When I re-applied the remap it made 199.1, which was up from 195bhp prior to the injector swap.

DPF issues are normally caused by faulty sensors. These fail and regens don't occur. Although saying that I know a bloke who was told his DPF was kaput, he had it removed and you could eat your dinner off the inside of the DPF, it was that clean.......

Sounds like an injector is not seated properly. A mate of mine had his injectors done and they drained 14 litres of fluid from the engine as they hadn't seated an injector properly

I've already been there with the leaking injector after the recall, which then lead to them replacing the injectors again & fitting a complete new top end. The car sounds still sounds ropey & it has no low-end torque like it used to (before the new cylinder head). The over-filling of the oil is an insult on top of everything else & theres a damn good chance it's stuffed the DPF & cat in the process, trained mechanics my ****!
 
I've already been there with the leaking injector after the recall, which then lead to them replacing the injectors again & fitting a complete new top end. The car sounds still sounds ropey & it has no low-end torque like it used to (before the new cylinder head). The over-filling of the oil is an insult on top of everything else & theres a damn good chance it's stuffed the DPF & cat in the process, trained mechanics my ****!

Oops missed that part of your story!! I wouldn't trust them to change a wheel sadly; on my invoice for the injectors it says your technician was APPRENTICE :faint: I'm amazed my car is still running lol And when it went in for a service they didn't reset the service indicator :banghead:
 
Im at the stage now where I think I'll need to find someone with a bog standard 2.0 TDI 170 (like mine) who'll take me for a spin & let me log their data on VCDS just so I can cross reference the results from a car thats running correctly against the results from mine, that way I can prove without doubt its not right.

At present I can drive the car with the ESP off without fear of ever 'lighting the tyres' its so wimpy on the power front :(
 
I thought I would check my car as I have had all injectors replaced, does it look like I have a problem as well?

VCDS.JPG
 
car still at audi said car needs software update £138 so told them to do it apparently didnt need it its all up to date try to say dpf was not new it had been cleaned questioned me about it at least half a dozen times then said because it was a after market dpf it might not be right for the car i phoned supplier who assured me it was and gave me a direct number for audi to phone him todays latest story is perhaps its not fitted and set up properly i told them fitting instructions still in car read them as i did and ecu was reset by a vw technician so more excuses spoke to technician[ who done this for me after work ]and he has been in contact with them and seems they were reluctant to work oncar as didnt fit audi dpf told service guy again car was fine when went for recall injectors after 5 miles on motorway dpf light on his reply was it was just a coincidence [and then block a new one] spoke to audi uk this afternoon going to see if they can speak to service manager in morning this is the final straw tomorrow i am going to start legal proceedings under the supply of goods and services act 1982 fingers crossed car is then going in for dpf removal
 
I thought I would check my car as I have had all injectors replaced, does it look like I have a problem as well?

VCDS.JPG

That doesn't neccesarily mean there's an injector issue, cylinder 1 & 2 are balancing each other out, & so are 3 & 4, have you tried a WOT run on the car in 4th or 5th & logged the data?
 
Well the car is back from the new garage, still not 100%.

Below 2000rpm the response is cack or pretty much non existant, I can floor the pedal & release it before the engine even responds to the initial pedal flooring (even the master-tech acknowledged that).

However, once the turbo finally spools up it's ferocious up to 4000rpm where it then levels out. Idle is still rough (better than it was though), so the garage are desperately trying to find a PD170 to do a direct comparison against, unfortunately they only had a PD140 but even that responded like an F1 car in comparison to mine...

So if you live in Surrey area & fancy helping someone out for a bit of fault scanning/coding in return, give me a shout!
 
going to collect car after waiting 16 hours for them to phone me' service manager said he didnt know he was suspost to i which by the way i gave him so explained to him that was the message given to me by audi uk point blank refuses todo any thing about it insists new dpf was not fitted as per intructions which by the way i gave to them so i am now either an idiot who cant read or a liar booked into indy garage now told them if they find anything wrong that they have done i will be back he seemed very sheepish
 
Use measuring blocks (003, 010 & 011) in VCDS, press the 'Log' button at the bottom of the screen, a start button will then appear at the bottom. Its best to do the next bit with a passenger to press the buttons; Go onto a motorway or major A-road (when its clear) & stick the car in 4th (or 5th) & cruise at around 1200rpm, then press 'Start' button & then floor the car (pedal to metal) hold the car in that gear round to 4500rpm & get the passenger to hit the 'Stop' button, now make sure you save the file (saves to a Log folder in VCDS).Take that data and drop it into Excel to plot a graph which will show rpm, boost (spec & actual), MAF flow (spec & actual), & EGR flow (spec & actual)... If you havent got Excel or dont know how to do this, host the file online & post the link here so I can download it & chart it for you.

The graphs will look like the ones I've posted & will let us check that everything else is working ok :)
 
Well I'm monitoring my Soot levels on the DPF at the moment, the previous monkeys had overfilled the oil by .75litres which was causing so much crankcase pressure & emmisions it was choking the engine & clogging the DPF (apparently), I'll see how it goes. In the meantime it may be worth checking your levels as these cars seem quite sensitive!
 
car still at audi said car needs software update £138 so told them to do it apparently didnt need it its all up to date try to say dpf was not new it had been cleaned questioned me about it at least half a dozen times then said because it was a after market dpf it might not be right for the car i phoned supplier who assured me it was and gave me a direct number for audi to phone him todays latest story is perhaps its not fitted and set up properly i told them fitting instructions still in car read them as i did and ecu was reset by a vw technician so more excuses spoke to technician[ who done this for me after work ]and he has been in contact with them and seems they were reluctant to work oncar as didnt fit audi dpf told service guy again car was fine when went for recall injectors after 5 miles on motorway dpf light on his reply was it was just a coincidence [and then block a new one] spoke to audi uk this afternoon going to see if they can speak to service manager in morning this is the final straw tomorrow i am going to start legal proceedings under the supply of goods and services act 1982 fingers crossed car is then going in for dpf removal

The software update should definitely be FOC!!! Call Audi and ask them to get you a refund!
 
The car seems to be behaving itself, soot levels in the DPF aren't building like they were before, I've managed to sort the rough idle by dropping the idle speed by about 10-15rpm with VCDS which has made it run smooth as silk. The engine response under 2k is still lacking so I've looked into the the injection timing (cam to crank physical) which is out from 0.3 to 0.8 degrees since the new head & cambelt. Problem is the pulleys appear to be set to their maximum adjustment which is making me wonder if the belt has been fitted 1 tooth out? :(​

Also noticed in 'adaption' within VCDS that there is a setting for new injectors which should be set to '0' to calibrate new injectors, mine is set to '1' , I was pretty sure that these type of units don't need calibrating, but if that was the case I don't know why VCDS would even be presenting it as an option to adapt? Can any VCDS gurus shed any light on this as Googling & searching the Ross-Tech Wiki brings up no info at all?

 
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Finally got the KW (crank angle - injection timing) to exactly 0 degrees, car is running very smooth but doesn't have the PD 'punch' that Im used to when the turbo comes on, which still seems to come on later than usual. Next step maybe to swap the N75 as although its working & operating the VNT ok I cant be sure its not releasing too much initial boost even though the duty cycle appears ok (see below)... The quest continues!
chargepressure.png
 
Well guess what. Less than 100 miles out of the garage & the car is in regen... again. So it gets taken for a blast & the DPF light clears... 8 miles later the DPF light is back on! Absolute joke!!!

Everything has been tested (apparently) apart from the turbo, which according to what I've logged appears to have a slow spool up but holds boost pressure perfectly. Any one had experiences of the turbo oil 'seals' leaking & dropping oil out the exhaust side? Seems to be the only thing left to investigate. :(
 
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Not too shabby for a standard car with a turbo that's leaking oil into the exhaust, even the tuning guy from AMD who was down there was pretty gobsmacked!...

efa18072.jpg
 
Well despite all appearing ok with the engine output things still arent 100%, just had to send this to AUDI UK & dealer thats trying to rectify the issues...

Hi J*****,

Guess what? The DPF light is on yet again (see pic)! This means that since leaving Drift Bridge garage for the final time, the DPF light has come on at:

58,279 miles
58,398
58,524
58,664
58,721

The above mileages are documented with photo proof & do not include the 3 previous times the DPF light came on since the initial work was done at Drift Bridge - At each time the DPF has been cleared down to 0% soot level, & the light turned off.

Clearly something still isn’t right with the car, & now as well as us already having our suspicions regarding the turbo, it now looks like the DPF has been irreparably damaged following work carried out & the subsequent oil overfill issue.

Since the injector re-call the car has been constantly going into either passive or active re-gen & I’ve been lucky to get 350 miles to a tank of diesel (the last was less than 280), & at present I might get 350 again – That’s only 29MPG at best on mainly motorway runs! I’d be expecting at least 450 miles (37mpg) based on what was achieved before the injector swap & the subsequent issues.

Again, I just want to stress that I know you are not responsible for the issues with the car, & that the blame lies entirely with Drift Bridge servicing. I’m keeping you in the loop so that we can attempt to find a way to rectify this as soon as possible with the minimum of fuss.

Regards,

Bl**dy joke really. I'm already looking into making Small claim to get back all of my expenses incurred buying various equipment to prove that Drift Bridge damaged the car (which lead to the cylinder head being replaced), & to get the paintwork repaired where it got damaged when in their care, but now I'm half tempted to add the cost of all the excessive fuel thats being used!
 
Not too shabby for a standard car with a turbo that's leaking oil into the exhaust, even the tuning guy from AMD who was down there was pretty gobsmacked!...

efa18072.jpg

On a scale of 1 to 10 how smokey is ur car on:

Cold start up
Warm start up
Full throttle acceleration
 
On a scale of 1 to 10 how smokey is ur car on:

Cold start up
Warm start up
Full throttle acceleration

Honestly?..

0
0
0 (except for the occasions it plumes a huge white cloud - (due to supspected oil leaking in the turbo on the exhaust side)

It's a very clean emmision, but then again, thats what the DPF is there for.
 
Latest update...

The car went back in yesterday & I'm now rolling in an A6 3.0 Quattro. Monster of a car! Anyhoo....

They've come back to me & apparently the software update that I informed the previous dealer about, that I was told had been applied (even though I queried it afterwards) hadn't been applied! They also found a leak on the exhaust side manifold as well as at the exhaust side of the turbo, which might explain the lack of initial punch. On top of that they've decided to replace most of the sensors on the intake, exhaust & DPF as updated versions were available for all of them + they want to rule them out as being contributary in any way (result I guess), just need to wait for the new turbo & hopefully it will all be sorted, finally.

Then I can get cracking with fitting the RNSE, Bluetooth, S3 mirrors, Fat fives, LED rear lights, New suspension..... The list goes on! :arco:
 

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