ASV Ladedruck begutachten | Posts 48+

what a huge picture.


You also want to see something from the miniature screw, right?


What if the air doesn't flow quickly enough to the ATM connection when the control unit wants to open the VTG? Or if the hose from the N75 to the vacuum actuator has a restriction? A certain throttling effect could also change the control behavior. I would definitely rule this out first before modifying the pre-control map (which I haven't looked into yet ), .

Hm,

I've left the N75 alone so far.

The OUT->Turbo connection is working correctly because the VTG responds quickly and sensitively to the injector test.

The ATM might still be clogged, as during the inspection of the LÜFTUNG (ventilation system), which was definitely NOT new (I understood from the purchase that it wasn't), I noticed the loose ATM connection on the LÜFTUNGSEINHEIT (ventilation unit).

I'll probably swing by later.

m;

PS: However, it reacts to the control signal in 011 as I expect (based on my very limited experience with VTG).

Nebelwerfer_TDI wrote:

What if the air doesn't flow quickly enough to the ATM connection when the control unit wants to open the VTG? Or if the hose from the N75 to the vacuum actuator has a constriction? A certain throttling effect could also change the control behavior.

Yep, that's generally correct.

Check: Connect the vacuum LDA to the dosing tube, set the initial value to MWB 11, and observe whether the pressure increases and decreases at approximately the same rate.

Quote:

P.S.: However, it reacts to the control in 011 in a way that I imagine (with my very limited VTG experience)

.
What is "it" referring to here?
If the VTG bar switches directly and equally quickly between ON and OFF states, you can consider that issue resolved.

Quote:

Suction-LDA

What values (in absolute mbar) are considered normal for "VTG, fully closed"?



m;

dieselmartin wrote:

What values (absolute pressure in mbar) are considered normal for "VTG, fully charged"?

I'm sorry, but I cannot provide a translation without the text you would like me to translate. Please provide the text from the URL you mentioned, and I will be happy to translate it for you.
-> Check step 2

Oops, that's new .

With Thomas' pictures...

Thank you.
m;

A clogged ATM might still be possible, because when checking the LAN filter, which was, of course, NOT new (I understood from the purchase that it wasn't), I noticed the loose ATM connection on the LAN filter cable.

I'll probably pop in there later.


It's also possible that any dirt that has been sucked in is already lodged in the N75 valve, and is therefore internally damping the ATM connection. However, this should be noticeable using the method described by ULF.

Okay,

Here are the latest results.
This time, there's too much data to post directly, so I'm attaching it as a ZIP file.

with 3 diagrams, 3 photos, and 2 short videos related to the vacuum pressure measurements.
(Sorry, the Sony U20 takes very bad videos, but the gauge shoots from zero to -800 millibars in t=very_small.)

The most extreme pressure fluctuations occurred at log levels 2295 and 2305 mbar.

But I think I'll just leave it as it is now.

m;

*be excited*

dieselmartin wrote:

the pointer shoots from zero to -800 mbar at t=very_small)

. . . und "genau" so schnell wieder zurück, denn diese Richtung ist gefragt, um Überschwinger nicht unnötig groß werden zu lassen (vgl. Neb(German word, meaning "someone who throws things").
Everything seems to be okay so far.

Quote:

The most extreme pressure fluctuations were at 2 logs, with readings of 2295 and 2305 mbar. But I think I'll just leave it like this now.

Yes, I would also recommend that. Any further changes to the VTG rod would be nothing more than unnecessary and unrewarding fine-tuning.
"It could probably be improved a little bit more with a software adjustment, but that would require several hours, including test drives..."

Here's the explanation of why the turbocharger produces more boost when the accelerator pedal is fully released compared to when it's lightly pressed.


http://www.honeywell.com/sites/ts/tt/turbofactsbenifits_VNTbenifits.htm

Quote:

Improved braking power. Closing the vanes increases the engine outlet pressure and supercharges the engine intake, which significantly improves braking power for all types of engine brakes.

dieselmartin wrote:

Improved Braking Power. Closing the vanes increases engine outlet pressure and supercharges the engine intake to significantly improve braking power for all types of engine brakes.

Great thing
Side effects:

1. Thanks to the stronger engine braking, the vehicle doesn't roll out as much in coasting mode (with zero fuel injection) -> you have to reapply the accelerator earlier -> fuel consumption increases.

2. In the low-load range, the VTG (Variable Transmission Gear) moves significantly with every slight pedal touch, which is unnecessary. This leads to faster wear of the mechanism, makes the load demand control (LD) less precise with excessive overshoots, and results in the need to replace the load cell prematurely.

Everything for the benefit of the gross domestic product .

It would be an extension for Rainers Spritspar-Tuning: To set the LD pre-tax rate for all quantities to the same value as the smallest quantity support point .

Quote:

It would be an enhancement for Rainer's Spritspar-Tuning: Setting the LD pre-tax rate for all quantities to the same value as the smallest quantity support level

.
But isn't that already being done ?

... And finally, the platform in the left footwell has a purpose.
Here is the button that can be used to reactivate the boost pressure.

... like a hydraulic brake and the truck-like feel is perfect.

m;