FANTASTIC feedback folks! YOU PEOPLE ARE WONDERFUL!
I wish I had another day - today's "lost" because of a few key factors like rain coming earlier than forecast and flooding out the work spot. But MAYBE I can get some work in this afternoon or early evening.
You can always find that the farthest section of the vacuum hose and see if ...
Yes, SOLID practical advice, thanks! I DID buy some extra hose - nearly all the stuff on there from before was completely shot, or at least I deemed not trustworthy.
If the advance mechanism in the pump is stuck, possible hitting bumps and knocking crud or loose, the fuel will detonate sooner. Engine will shake and the early combustion will hammer everything that rotates. [...]
It's been rare but I've experienced predetonation in gasoline engines before and know how quickly it can destroy an engine. (I lost a Porsche 912 engine - the one in my camper - ones due to such low octane fuel that the people at the State of Texas who "regulate" octane declared was "below the ability of our equipment to measure", and when asked how low that was, they said, "75 RON." And that's why I'm rebuilding it as a fuel injection engine!)
Your comments give specifics and therefore I can better defend to my friend's wife there's a good reason not to be driving it at all until the status is known.
[...] So, run that simple test to see if the actuator moves upon ignition key on first. Simple test no tool needed and let me know what it does
Thank you again for this, and this time I think I actually understand the test!
So, that's the plan, though I have no helper at the moment. MAYBE later today I can get help. Tomorrow, I get up at 6AM to use a borrowed car to drive into Mississippi to fix my sister's well pump, and maybe help with some other minor issues, so TODAY is the best day to get on it.
At least your buddy has new vacuum lines on his car now, found this diagram but there's some you tube videos of how to push the connector and clip off the sensor
HOLLY COW! THANKS! If I'd found that diagram previously, I'd have been able to do this work so much more confidently and so forth. And, with it I can double-check that I didn't introduce any errors in my work.
Harrowing tale. I'll risk muddying the waters since OP is treading water at this point.
No worries, here, and yes, "harrowing" is a fair description. ... I have a friend here in NOLA who keeps saying, "you're on vacation!" and I have to keep mentioning, "this doesn't feel like any kind of vacation!"
Just FYI the code P1252 is
not recognized by VDCS. Not sure it's accurate.
RTIII I didn't see where you verified proper seating for ALL the boost pipes coming off the turbo cold side (passenger).
I'm talking from the turbo the up to the front through the intercooler, up to the top of the bay to the elbow into the intake manifold.
Thank you for ANOTHER great diagram and the other data it contains - and yes, that looks pretty close to what I've got here.
As for verifying the seating, I've begun that job but haven't finished it yet. ... The parts don't seem to want to move AT ALL! But completing the job is on my list for this afternoon. My bet, though, is that there's no boost happening at all and one of these other issues is the primary cause.
P1252 is known to VCDS, I have seen it a few times accompanied by the OP's symptoms - but it does seem to be missing from the VCDS wiki.
I once fixed this temporarily by running diesel purge in conjunction with the N108 output test, but the symptoms returned after a few hundred km. Ended up replacing the IP with a used one.
I don't yet know about the N108 test, and the distance I need to go is a few thousand km, but it's nice to know there's a relatively reasonable temporary fix available.
...The site is telling me there are more posts, so I'll post this now and then take a look!