deezul

I betcha it's a lack of spark lol!

The 5 cylinder 2.0L diesel came in the Audi 200/ 5000. It came in either turbo or non turbo. The 5 cylinder 2.4l diesel came in the VW Eurovan, I think only in Canada though. Thanks for pointing out that site Bruce! I was able to locate a handful of 2.0L n/a. The only downfall is the closest one is 450kms away

This is a long shot but I am trying to hunt down a 5 cylinder Audi/VW diesel engine, preferably the 2.0L. I've been searching and scrounging everywhere (all vw/audi based forums as well) but have come up with no leads at all. If anyone could even help me out with a lead, that would be great. Thanks!

My buddy's dad was telling me about this site. I just laughed and rolled my eyes. I love the internet and I love how easy it is to access any kind of information but I already have customers who find every tsb that pertains to their vehicle and insists that their vehicle needs all the tsb's performed (even when they don't apply!). I think this site is just another way of undermining the technician. Who likes it when customers diagnose the issue themselves when they have not a clue in their head (a customer who insists on turbo replacement when the heat shield around it was rattling). Will this replace the technician? Should you start working at McYaks? Don't see that happening. With all the Joe's out there now wrenching away maybe this will create more business for the shops and technicians. "Errr, I was trying to do my own tune-up on my f150 and broke every plug off, now it's coming in on the hook". AutoMD uses an "intuitive question tree" diagnostic process for accurate troubleshooting. I wonder if at the end of the flow chart is says "Replace PCM"? Perhaps maybe "Unit is ephed, take to dealership"? Just my two cents.

Has anyone else been having FEAD issues with the 6.4's lately? I've had three this week and two last week with grenaded tensioners and destroyed belts (primary belt, not a/c). Have also had quite a number of "chirps when cold soaked" (tsb 09-09-08)....Funny how things come in waves, not funny trying to unwind all the strands of belt braided around the clutch fan...

It's good to see you back Aaron! I was wondering what had happened to you... The N.T. were just another pipe dream of mine in search of how to make more of that elusive coin... I've been doing more research and you pretty much have to be a die hard to live/work there. My expectations compared to the actual reality weren't even close to what was in my mind. I guess the best bet is just to continue to apply at the power plant. The money is almost the same lol.

I've been in those shoes before, it's funny how things turn out though. A couple of years back I was looking at switching into heavy truck and coach to gain more diesel experience as I was one of among four diesel techs at my dealership. I had two job offers but still nothing felt quite right and I didn't want to leave until I knew one hundred percent without any doubt that the change was what I wanted. As I was still toying with the idea of leaving, two of the diesel techs quit and the other became a service manager. Now I'm getting more than enough experience, training and everything is alot better. I guess what I'm trying to say is that the grass isn't always greener on the other side. Even when I go back into the one "truck shop" that I applied to I'm still happy that I never took that job. Sometimes good things come to those who wait. Sometimes you feel like you're being rushed into the position just because they are desperate. The shops that I applied at seemed to have a hard time finding anyone interested in wrenching on the big stuff. Once I inquired they pretty much wanted an answer right away....that's just from my experience though.

I haven't really had much to do with the 6.4's yet (after the six liter our dealership hasn't really been able to move many diesels) but it sounds like the UVC harness is very problematic, good thing to remember for the future. More times then not it's the harness not the injector (electrically?)?

It tossed that block like it was nothing.....expensive repair lol.

I would drop the pan and see if anything is blocking the pickup or even if the pickup was there. Borescope in through the drain plug.

Possibly similar story? A local shop replaced the low pressure pump because of scoring and no base oil pressure. They were able to achieve base pressure but said they could never get the pump to prime. They had an oil pressure gauge in the ICP port ('06 engine). I put shop air to the high pressure oil system and the STC fitting was blown out. What damaged the low pressure/high pressure pump was the steel c-clip from inside the STC fitting. I replaced the STC fitting but unfortunately had to replace the high pressure pump as well. Any idea what base oil pressure is?

Is that the only mark on the pump? I've never seen those "triangle" like shapes before...doesn't look like the steel c-clip from an exploded stc fitting. Curious.

Injectors aren't the most fun on the e-series sickohs...

I've broken the plastic retainers off of the injectors once or twice before and yes, I think it was an Econoline. With the aid of a video borescope I was able to retrieve all the "bits & pieces". I would recommend finding those plastic bits, extra junk floating around in the oil cant be good news for anything or any part. Would hate to see that piece get caught between the valve and seat or something along those lines. I wouldn't say it's as detrimental as if you lost a bolt but I would still take some time and try to find as many pieces as possible.

Results of power balance and relative compression? Does it hydrolock when you leave it sit?

I know that at the community college in our area there is night courses for welding. It's usually every wednesday night for 6 or 8 weeks and it lasts from 6pm - 10pm so it doesn't really have any effect on work. Check into it.

The file works at home but not at the shop. Our shop also has alot of blocked sites and the internet moves at the speed of snail. I'll too blame the shops internet for being unable to open the 4.5 CTB.

I also had issues yesterday and was unable to get the 4.5L book to open...

TDI with a million miles with worn out valve seals. Ran away after the oil was changed. I guess they were bad enough to allow the new oil to bleed passed the seal(s) and into the cylinders, it wasn't as bad as I thought, nothing catastrophic. When I first started in the trade at an Independent, a fellow tech decided to remove the oil residue from the cac boots by spraying copious amounts of brake clean into the cac. The RPM went pretty high for a short burst, but that's all.

I'm "usually" quick to respond but your original post was on Jan 4, the day I had surgery...... No worries Bruce, just glad everything went well with your operation! It makes me laugh that not one "hotline helper" had suggested that the "switchback" on the oscilliscope was possibly due to the fact of weak batteries...next time using the oscilliscope I will have the battery cart hooked up to the truck. This was the first time seing this truck and we have no history on it. No oil change sticker in the window and the oil looked like crap. It sure had some stiction issues when left out in the cold last night.

Thank you so very much Bruce for the information, kinda wish I had that a bit earlier though Thanks to everyone else as well (especially Mike), this truck was a battle but now that I have a good grasp on SYNC and FICM_SYNC I hope this battle won't happen again.

Signal from the PCM to the FICM should be good (assuming PCM is good, was never able to obtain an early model PCM), the harness is new. According to those silly scope patterns I graphed and posted, tech line believes that there is an issue with the pick up on the CAM sensor (the peak of the cam signal had a slight "switch back" and the intensity isn't quite where it should be) according to tech line... I was finally able to obtain a borescope thin enough to inspect the pick up on the CAM. The peg was covered in a coating of sludgey almost tar like oil. Lots of "coking" around the peg with this substance. I blasted some brake clean into the hole and had to stab away at the peg with a coat hanger, finally was able to get it cleaned up. Haven't had a no start issue since. Lack of maintenance. I'm very skeptical this is the actual fix.......

All our snow melted away over the xmas/new years holiday. Not quite enough to go sledding again, here's hoping some of that snow will come back to Canada...

http://deezul.imgur.com/sync_issues So the cam bearing idea was pretty far fetched and now that I had an oppurtunity to use the silly scope again I grabed these six patterns. My dvom doesnt have a fast enough sampling rate for the cam sensor hence why I wasnt getting any frequency reading. If RFI was an issue would my patterns look like this? I would expect to see more of an erratic signal. From the CAM sensor pattern the peak sometimes looks wonky (only the peak) leading me to think issue with pick up on CAM not an RFI issue...

Donny the banks system has been completely eliminated.... That was pretty much something I eliminated right off the bat. I have had three previous trucks where elimination of the chip resolves all sync issues.