This method is basic and useful when in a bind, but testing the high pressure piezo injectors must be done with special equipment, the main problem is the insulation break down which causes the rpm needle to bounce whilst the keys in the ignition, the obd2 port gives a generic crank sensor fault code like p0341, the engine will run on 3 or even 2 injectors but it won't run on 1, all 4 injectors should be replaced and yes I know they are expensive but so is peace of mind.
Would this be the same for 2.0tdi? I have a 2012 passat 2.0tdi did this resistance test and got 0.7 ohms on all 4 injectors Have codes for open circuit on all injectors don't no if its a wiring issue or if all 4 injectors went bad Hope someone can answer my question Thanks
That looks like a CAY engine. Cylinders 3 and 4 get most of the EGR gasses and consequently they get the dirtiest charge. I've recently had to replace injectors 3 and 4 on my CAYC and I've also done a full cleaning on the intake manifold, cold EGR tube and diffuser, as well as the throttle body and intake runners and valves. Filthy job and the big take home for me was how uneven the soot distribution was. Cylinders 3 and 4 get about 80% of the EGR gasses and sooting, which takes a heavy toll on them.
Hi, please may l ask why you went for cylinders 3+4 ,was this the result of a fuel leak off test ? Or were you showing some fault codes on these two cylinders? More information may help me with my injector diagnosis. best regards,
@@colin5064 I had cold rough running and misfiring. I didn't need a leakdown test because I was seeing high quantity deviations on 3+4. Both were over 2mg/s. Replacing the injectors resolved the rough running and misfiring. Then I went on to EGR delete and following that I did the intake cleaning. Once I had the intake off I could see the soot loading properly and had a good idea why injectors 3+4 were beat up so badly.
@@captainotto Hi, thank you for the most kind update on your method of resolving your problem.Please may l ask did you consider that adapting minimum quantity deviation may have ballenced the injectors. I have tried this with my VCDS,on my 2009 Golf Mk6 1.6 tdi cayc,but it failed to run this test correctly.Just remained at 800rpm with no increase of rpm.
@@colin5064 No prob. Yeah I've run that program a bunch of times. I've also run several of the wrong programs accidentally which caused all sorts of problems for me. Running the adaptation program is pretty straightforward but you need to get the engine up to temperature first. Coolant at 80c minimum. Then you want to run a DPF regen. Once the regen is complete, then idle for about 10sec and shut the car down, remove the key, and wait until about 15s after the interior lights shut off. That indicates that the ECU is now properly shut down. Then start the car, fire up VCDS, enter engine, security access, 27971, and finally basic settings and adaptation injector quantity and run it. Expect to see the engine rev to around 2100rpm for 30sec or so and then begin the rev cycling to around 3000 and back to idle. Beware that you cannot be reading live data or querying any components from the time you start the vehicle to the time you run the adaptation program. Think of it as a single task login and in order to log out you need to shut down the car and wait for the cabin overhead light to go out before you can start again. You cannot query any parameters before or during the running of the adaptation program. And you have to use VCDS to do it. Third party scantools might end up running the wrong program and causing huge deviations, which happened to me several times trying to use my XTOOL device as well as causing the infinite loop problem.
@@captainotto Thank you for that very detailed information much appreciated. I will take onboard all your comments ref this procedure process.Always good to talk with people with personal experience of the problems l am facing with my Golf Mk6 1.6 tdi
This method is basic and useful when in a bind, but testing the high pressure piezo injectors must be done with special equipment, the main problem is the insulation break down which causes the rpm needle to bounce whilst the keys in the ignition, the obd2 port gives a generic crank sensor fault code like p0341, the engine will run on 3 or even 2 injectors but it won't run on 1, all 4 injectors should be replaced and yes I know they are expensive but so is peace of mind.
Would this be the same for 2.0tdi? I have a 2012 passat 2.0tdi did this resistance test and got 0.7 ohms on all 4 injectors
Have codes for open circuit on all injectors don't no if its a wiring issue or if all 4 injectors went bad
Hope someone can answer my question
Thanks
Did you get any code s on ecu when you scan the car?what are the symptoms?
Hi, where is the problem, did you find it ?
That looks like a CAY engine. Cylinders 3 and 4 get most of the EGR gasses and consequently they get the dirtiest charge. I've recently had to replace injectors 3 and 4 on my CAYC and I've also done a full cleaning on the intake manifold, cold EGR tube and diffuser, as well as the throttle body and intake runners and valves. Filthy job and the big take home for me was how uneven the soot distribution was. Cylinders 3 and 4 get about 80% of the EGR gasses and sooting, which takes a heavy toll on them.
Hi, please may l ask why you went for cylinders 3+4 ,was this the result of a fuel leak off test ?
Or were you showing some fault codes on these two cylinders?
More information may help me with my injector diagnosis.
best regards,
@@colin5064 I had cold rough running and misfiring. I didn't need a leakdown test because I was seeing high quantity deviations on 3+4. Both were over 2mg/s. Replacing the injectors resolved the rough running and misfiring. Then I went on to EGR delete and following that I did the intake cleaning. Once I had the intake off I could see the soot loading properly and had a good idea why injectors 3+4 were beat up so badly.
@@captainotto Hi, thank you for the most kind update on your method of resolving your problem.Please may l ask did you consider that adapting minimum quantity deviation may have ballenced the injectors.
I have tried this with my VCDS,on my 2009 Golf Mk6 1.6 tdi cayc,but it failed to run this test correctly.Just remained at 800rpm with no increase of rpm.
@@colin5064 No prob. Yeah I've run that program a bunch of times. I've also run several of the wrong programs accidentally which caused all sorts of problems for me. Running the adaptation program is pretty straightforward but you need to get the engine up to temperature first. Coolant at 80c minimum. Then you want to run a DPF regen. Once the regen is complete, then idle for about 10sec and shut the car down, remove the key, and wait until about 15s after the interior lights shut off. That indicates that the ECU is now properly shut down. Then start the car, fire up VCDS, enter engine, security access, 27971, and finally basic settings and adaptation injector quantity and run it. Expect to see the engine rev to around 2100rpm for 30sec or so and then begin the rev cycling to around 3000 and back to idle. Beware that you cannot be reading live data or querying any components from the time you start the vehicle to the time you run the adaptation program. Think of it as a single task login and in order to log out you need to shut down the car and wait for the cabin overhead light to go out before you can start again. You cannot query any parameters before or during the running of the adaptation program. And you have to use VCDS to do it. Third party scantools might end up running the wrong program and causing huge deviations, which happened to me several times trying to use my XTOOL device as well as causing the infinite loop problem.
@@captainotto Thank you for that very detailed information much appreciated.
I will take onboard all your comments ref this procedure process.Always good to talk with people with personal experience of the problems l am facing with my Golf Mk6 1.6 tdi
It’s 0 to 0.3 mega ohm or 300 kohms