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VW MKIV-A4 TDIs (VE and PD) This is a general discussion about A4/MkIV Jetta (99.5-~2005), Golf(99.5-2006), and New Beetle(98-2006). Both VE and PD engines are covered here.

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Old December 1st, 2017, 11:34   #16
ihredneck
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Just had the cat cut out and there was a slight improvement, but only seat of my pants dyno wise.

Still need to do a compression check.
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Old December 1st, 2017, 13:26   #17
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A bit late, but - FYI - I'd heard that one way to tell whether one has a significantly blocked CAT is to get temperatures from the inlet and outlet. Supposedly a blocked CAT would be significantly warmer (than a non-blocked CAT) at the inlet than at the outlet. Not sure if this is an old wives tale, though it does seem like there's some logic in it.
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Old December 1st, 2017, 13:32   #18
ihredneck
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Quote:
Originally Posted by UhOh View Post
A bit late, but - FYI - I'd heard that one way to tell whether one has a significantly blocked CAT is to get temperatures from the inlet and outlet. Supposedly a blocked CAT would be significantly warmer (than a non-blocked CAT) at the inlet than at the outlet. Not sure if this is an old wives tale, though it does seem like there's some logic in it.
There is truth to that.

I personally am glad it is out because I couldn't see daylight through it so it was plugged some.
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Old December 1st, 2017, 13:34   #19
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I'm really leaning towards injectors are worn because on block 13 the injector values are really tight within 0.25 of each other and according to franko6 that is typically of old injectors that are weak.
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Old December 1st, 2017, 16:46   #20
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Quote:
Originally Posted by ihredneck View Post
I'm really leaning towards injectors are worn because on block 13 the injector values are really tight within 0.25 of each other and according to franko6 that is typically of old injectors that are weak.
Are you sure you are interpreting him correctly?

I'm pretty sure I've seen/heard of people having newly refreshed injectors show tight numbers.

Nearly all injectors could be found to profit from some work, but the issue here is whether doing so will resolve your issue of low power. There's a somewhat epic thread here where someone went along with having their injectors redone (and LOTS of other things) and it didn't solve their issue: yes, the injectors needed help, but, again, one needs to be more certain that a change (and $$) is going to resolve the issue at hand; I'd also note that in that situation/thread, even with "crappy" injectors, other than a vibration, which is what the real issue was, the engine seemed to run fairly well. While one cannot go wrong refreshing injectors/nozzles that don't mean they can go right either.
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Old December 1st, 2017, 16:54   #21
ihredneck
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I don't plan on throwing parts at it for sure. I am going to borrow a good set of injectors and also verify if my brother's car has any performance mods we don't know of.

Here is franko6 comment

"The next important information to know about idle balance compensation; if the injectors are old, they will also be weak. That will make them run more equally."
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Old December 5th, 2017, 16:04   #22
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Warm compression test results:

400 to 420 psi on all cylinders.
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Old December 5th, 2017, 17:17   #23
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Quote:
Originally Posted by ihredneck View Post
Warm compression test results:

400 to 420 psi on all cylinders.
Good numbers. A relief to find that out!

Compression good. No apparent air restrictions (intake cleaned). Turbo boost seems to be there.

Can you run a log of Group 008? Actually, running logs on all performance items as specified by Malone (https://malonetuning.com/assets/file...ging_guide.pdf) would be really helpful.

Who did the last TB change?
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Old December 5th, 2017, 19:39   #24
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Yeah not as good as I hoped but it could have been the gauge, it leaked some and is a real old snap-on. I had a scare only getting 100 psi on one cylinder but I didn't have the hose coupled all the way to the adapter.

I'll post a log of all those items here in a day or so.

I did the last belt job and also did a stock cam and lifters replacement maybe 15k after the belt. It was still in time when I did the cam and no performance change after the cam. I could check again, but I'm fairly certain it is right on.
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Old December 6th, 2017, 06:01   #25
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Quote:
Originally Posted by ihredneck View Post
Yeah not as good as I hoped but it could have been the gauge, it leaked some and is a real old snap-on. I had a scare only getting 100 psi on one cylinder but I didn't have the hose coupled all the way to the adapter.

I'll post a log of all those items here in a day or so.

I did the last belt job and also did a stock cam and lifters replacement maybe 15k after the belt. It was still in time when I did the cam and no performance change after the cam. I could check again, but I'm fairly certain it is right on.
Might be worth checking that the cam to crank timing is bang on.
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Old December 6th, 2017, 06:22   #26
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Quote:
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Might be worth checking that the cam to crank timing is bang on.
I'll verify.

Though I would have expected a performance difference after doing the cam had something gotten off.
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Old December 6th, 2017, 12:05   #27
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It has been said to use higher torque values (about 20%? that's what I do) on the cam gear bolt due to experiences with slippage of cam gears. No idea how prevalent this is or has been, but it's something to keep in mind (not like we don't have enough things to be paranoid about!). I would figure that other engines have experienced cam gear slippage, though I have no idea on the likelihood that one can slip just a little bit and then no more (w/o getting into the obvious trashing stage/point).
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Old December 6th, 2017, 16:13   #28
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Data Logs:
Block 001: 903/min, 3.6 mg/str, 1.72-1.76V, 90.0 C
Block 003: 903/min, 275 mg/str, 270-290 mg/str, 79.7-81.7% (EGR looks a bit high)
Block 004: 903/min, 0.4 BTDC, 0.7 BTDC-1.1 BTDC, 2.8%
Block 010: 1275 mg/str, 979.2 mbar, 989.4 mbar, 0% (measured with engine off, key on)

For Blocks 008, 010 & 011 running 1500-redline in 3rd gear WOT look at the Google doc I created with tabs for each of these

https://docs.google.com/spreadsheets...it?usp=sharing
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Old December 6th, 2017, 16:30   #29
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BINGO! Just what I was expecting to see! Your ECU is calling for a lot more fuel than your hardware is delivering. It's like you've got a tune but are running stock nozzles: perhaps the same results if a tune and there's some other restriction.

Others can chime in, but I"m fairly certain I'm reading this correctly. For sure, the fueling request (45 mg/str) is well above what a stock tune's parameters are.
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Old December 7th, 2017, 06:19   #30
ihredneck
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Quote:
Originally Posted by UhOh View Post
BINGO! Just what I was expecting to see! Your ECU is calling for a lot more fuel than your hardware is delivering. It's like you've got a tune but are running stock nozzles: perhaps the same results if a tune and there's some other restriction.

Others can chime in, but I"m fairly certain I'm reading this correctly. For sure, the fueling request (45 mg/str) is well above what a stock tune's parameters are.
I'm no professional, but the 45 mg/str appears at the lower RPM's but at the 3000 RPM mark they are within spec of 40.0-42.0 mg/str.

Though a value that I believe is out of spec on block 008 is the IQ MAF Limit @ 3000 RPM. The log shows 32.8 mg/str and spec shows it should be 36.0-39.0 mg/str. Not sure how to interpret this though.
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