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Just a small pair of pliers, used gently. There's probably a better tool out there.

Just want to add in a data point here for recrimping connectors. I was getting some strange behavior on my PD for a few years - misfiring when cold, random misfiring when hot, loss of power on hard pulls in certain RPM ranges. No codes. Resealed my injectors and it helped, but the same problem...

Did you figure this one out? Similar issues here

Highly recommend the emulating route. VMware fusion is free for personal use, and they recently made some updates to make install and setup of windows much more user friendly.

I received a BHW engine that has had an injector nozzle swap performed, but don’t have any records as to what the nozzle specs are. Is there any way to identify the nozzles? They have 955 1355 printed on the nozzle barrel. Searching for these numbers yields nothing. I’ve tried searching for...

It’s possible that the front mount mounting bracket needs to be adjusted. That mount isn’t really meant to bear any weight at idle, and if it does, it will increase vibrations like you mentioned.

Hi all, I am trying to discern if an old torque converter can be re-used. It was working well before I pulled it out of a donor powertrain, but it looks like the seal inside that mates against the input shaft might be deformed. Is it supposed to be like that? Little hard to see in the photos...

I had a similar issue after an engine swap before. There are two identical connectors on the harness that go to the turbo area. One is for vnt actuation, one is for some sensor. If you accidentally switch them, the vnt stays fully actuated. Might be your problem

Did you ever pressure test (while hot) higher than 25 psi? In a couple of your graphs it looks like the system holds fine untill you break through 2.25 bar which is 33psi. To my (admittedly untrained) eye, your graphs make it seem like something almost “breaks loose” at higher pressure.

Injector balance is engine measuring block 13. Take a look at the values and search the forum for details if concerned. If you’re under +-1.00 on all 4 injectors, most would consider that to be vaguely indicative of ok engine health.

Rowingfish, would you mind giving an update on this? Did the symptoms come back or are you still cruising along just fine? I am having similar symptoms at 190k.

I used a friends Elsa-win manual to guide me through it. If you’re pretty handy (and careful) you could probably do it without. No other guides that I know of. I have never pursued the reimbursement route, there may be others that can chime in on that.

I agree, better if you or a good independent do the work. That line they give you about it “being the oil cooler” is total bs without proof of fluid contamination. It’s just the main coolant component in that area that isn’t covered by the diesel gate warranty. As for getting a look in there...

I agree, sounds like its still got the chain.

QuickTD, you bring up a great point about the adjustment of the snub mount contributing to more cabin vibration. I have found this to be true as well. It is apparent that VW spent considerable effort improving the main engine mounts to help dampen the vibration of these diesels. When the snub...

I just fixed my leaking issues a few months ago. 2013 Toureg engine CRNB. Went through the typical dealer diagnosis, they replaced oil cooler and of course it still leaked. Had a couple inches of coolant in the “v”. I read around on the Touareg specific sites and found that there is a coolant...

Interesting. Can you give an estimate of total cranking time required? I need to replace my injectors soon as well... 530k on the original cam (?) is impressive.