1.6 fsi P0300 p0301p0303

sharks said:
Same codes back straight away time to look at those injectors busy day ahead
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Good luck. At least you'll be able to see a change in the engine off pressure and Quantity Valve %, readings, when it's fixed. So you'll know you've fixed it.
You might see evidence of a leak around the injectors, which would be a positive sign too.
Mac.
 
Good Afternoon,

This is a real quandary. At least the 3.6,is back to what it should be but now the actual rail pressure has gone way out of sync with the setpoint and the quantity value is its usual bizarre self.

Looking more and more like the quantity valve, you will see it when you remove the lower input manifold.

You have a lot of work to do today just to get it off, keep going.

Andy
 
Andrew said:
Good Afternoon,

This is a real quandary. At least the 3.6,is back to what it should be but now the actual rail pressure has gone way out of sync with the setpoint and the quantity value is its usual bizarre self.

Looking more and more like the quantity valve, you will see it when you remove the lower input manifold.

You have a lot of work to do today just to get it off, keep going.

Andy
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Andy, you are talking about the N276, (what I called the Pressure Regulating Valve, because that's what it does), on the fuel rail?
I think it's OK, as once the engine is running, pressure is OK, status is OK, (so the ECU is happy), and the N276 is only closed 18%, which looking at a few logs from different cars I have, is on the the low, (in a good way), side of typical.
Edit: I suspect the difference between Setpoint and Actual is because at the moment the screenshot was taken, the N276 was active, adjusting to correct that difference. The Status would not be OK otherwise.
Your theory about injector seals appeals to me.
Mac.
 
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PlasticMac said:
Andy, you are talking about the N276, (what I called the Pressure Regulating Valve, because that's what it does), on the fuel rail?
I think it's OK, as once the engine is running, pressure is OK, status is OK, (so the ECU is happy), and the N276 is only closed 18%, which looking at a few logs from different cars I have, is on the the low, (in a good way), side of typical.
Edit: I suspect the difference between Setpoint and Actual is because at the moment the screenshot was taken, the N276 was active, adjusting to correct that difference. The Status would not be OK otherwise.
Your theory about injector seals appeals to me.
Mac.
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Good Afternoon Mac,

Yes, N276. I was using the word 'quantity' because that's is used in the measuring block description, but 'pressure regulating valve' is just as good as in effect it does both.

Had a a quick look for a new N276 and not good, quite rare and expensive (£250ish), let's hope the usual suspects have a large stock of used!

More critical is the source of the strong smell of petrol.

Andy
 
Andrew said:
Good Afternoon Mac,

Yes, N276. I was using the word 'quantity' because that's is used in the measuring block description, but 'pressure regulating valve' is just as good as in effect it does both.

Had a a quick look for a new N276 and not good, quite rare and expensive (£250ish), let's hope the usual suspects have a large stock of used!

More critical is the source of the strong smell of petrol.

Andy
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Yes, the petrol smelt worries me a lot, both from a safety point, and as a fault location.

I don't really see the word "Quantity Valve" as appropriate for the N276. "Flow Valve" would be more descriptive, I think. That what it's doing, controlling the flow of fuel from the high pressure in the fuel rail back to the tank, to reduce the very high pressure produced by the HPFP to the slightly lower pressure required by the injectors.
The injector pressure, set by the ECU varies depending on engine load and speed, but should always be less than the HPFP pressure, so the "Close Angle" figure should never be close to 100%. If it was, the HPFP would be suspect. That's how i see it, anyway.
The O ring seal between the injector body and the manifold counter bore, given the mileage, is worth a look.
It'd be good if @sharks finds a leak there, so fingers crossed.
Mac.
 
All out and taken to be serviced there was a leak on no 3 i think stains on manifold
20240904_212337.jpg
20240904_212312.jpg
 
The operation of the flaps in the inlet manifold is a common failure point. The area around the flaps can suffer a build up of "crud" typically this is a mix of soot via the EGR, and oil mist from the PCV system. Depends on fuel used, (FSI must run on 98/99 octane Super Unleaded E5), and quality of oil used, and how often it's changed.
So, well worth a look, and a clean, if significant "crud" is present. Check the linkage between the flap spindle, it's bell crank, and the vacuum actuator which drives it.
Make sure the flaps move freely, and the linkage is in good nick.
Should look like this:
The "suck test" is a good way to see how they work. Average lung capacity is all that's required.
Credit to Iain Cowie for the video,
Mac.
 
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sharks said:
All clean now looks like new they do work very freely . Any other things to check behind here before I reassemble
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I can't think of anything else.
Maybe others can?
You'll need to run Basic Settings, Adaptation on the flaps, once you get it back together.
You seem pretty handy with the spanners ... I'm impressed.
Who's refurbishing the injectors?
Mac
 
sharks said:
All clean now looks like new they do work very freely . Any other things to check behind here before I reassemble
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How cruddy, or gummed up was the manifold and flaps? You had no fault code relating to the flaps, so all was working correctly. Many would expect, at your high mileage, there to be very high accumulation, indeed the fact that there is no fault, and that you don't think the manifold has been off before is quite a surprise.
Mac.
 
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