Kennlinien LMM | Posts 16+

Hi neighbor,

'You're absolutely right; the first second counts. However, your LMM modification isn't any more harmful than my diode, and I find the response with the diode to be brilliant - almost like an Otto vacuum. So, I wouldn't describe it as awful, although we are naturally dealing with two different engines here, so there might be differences.'
I will definitely take a closer look at the LMM again once I have a better grip on the security aspects.
I received a helpful tip from a clever forum member to apply an additional voltage in parallel with the sensor measurement line (5V --> motor control unit input), specifically the voltage from the throttle potentiometer (of course, protected with a diode and adjustable via the potentiometer). I'll take a look at the output voltages of the potentiometer at some point and then, based on the MAF sensor characteristic curve, try to determine if we can derive anything useful from it.

Here's another general question about the AGR (Abgasrückführung). From what point is the AGR actually closed? It's clear that it's closed at full load . But does the AGR also operate in areas with an intake manifold pressure above 1 bar, which I would find undesirable?

Best regards, Matthias.

Hello,

Regarding the 'disgusting' part, I was referring to the abrupt and brutal surge of power when the car finally builds boost. -> It's an AGR issue. As a result, the car doesn't drive smoothly. I wouldn't want to subject guests to that.

The LMM (Lambda Maximum Moment) phenomenon refers to the very first moment, meaning the immediate reaction to gas, regardless of boost pressure. The mesh grille, compared to the diode, did not exhibit the 'Russian cloud' effect during load changes and starts, but it had a similar effect.

As I understand it, the AGR (Abgasrückführung valve) is always closed under full load, assuming it even closes at all due to excessive soot buildup. In the lower load range, it is certainly open.
However, I'm unsure how the EGR system actually adjusts its operation based on factors like engine load/throttle position, RPM, and speed.

Just put in a sheet metal part and it's good. Incidentally, the engines are very closely related and have hardly any constructive differences, except perhaps in the peripherals (ATL and LLK).

Hi,

Thank you for the information!

Bzgl des HFM 074 906 461 A bzw AX aus einem 2002er Passat AVF hat mir Bosch mitgeteilt, dass es zu dieser VW-Nr. keine Bosch-Nr. gäbe, folglich muss dieser HFM von einer anderen Firma sein. From which one?

Best regards, Matthias.

Based on my cautious estimate, Pierburg, or possibly VDO, might be a suitable option.

Thank you for the tip! However, I can't seem to find a website for the company Pierburg .

Best regards, Matthias.

Wasn't that Rheinmetall Electronics?
Okay, I don't have any issues with an error entry related to a deactivated AGR (Abgasrückführung) - the MSG (Motormanagementgerät) isn't even interested in that - it's probably due to the software version - with an AGR, you have a steeper build-up of boost pressure.
Since I also can't change any field definitions and, more importantly, don't want to, I'm still interested in an electronic solution – specifically, a parallel shift of the mass flow sensor signal upwards.