AGR und Nachruest-DPF | Posts 16+

Quote:

is usually just the smoke restriction/opacity is active

Therefore, the main operating principle is always to limit the flow based on turbidity. Therefore, air is never wasted. Okay, great.

Also, it also means that the acceleration and feel of the kart can vary depending on the weather and geographical location. How can one possibly create such a mess...?

Quote:

Also, depending on the weather and geographical location, the car will always accelerate and feel different. How can one possibly build such a mess...?

For that, it's cheap. Software that doesn't waste energy costs less than an LLM. That the invoice makes sense can be seen in the fact that various car buyers complain about how expensive German cars are.

In our area, a common saying among various parts and specialist dealers is: There will always be someone who can do something a little worse and sell it for a little cheaper, and those who only focus on price will end up being victims of such schemes



[where high price doesn't necessarily mean high quality].

christians wrote:

Regarding my car, I have also been monitoring the exhaust pressure between the turbocharger and the catalytic converter/DPF since the summer, but I cannot read any changes on my small gauge, and it is definitely something that the MSG (Motor Control System) needs to adjust.

What is the pressure range of the manometer? 0- 0.1 bar?
Do you use a differential pressure gauge between the upstream and downstream sides of the DPF?

It's at 2.5 bar, so I'm not providing any specific numbers. However, 0.5 bar at full load with a free filter is a significant value. I am measuring absolutely, and after the filter, there isn't much resistance left, which then remains constant.

Hi,

...in order to also write this in this thread... the noticeable effect of the interaction between AGR and DPF (tested by temporarily disabling the AGR and taking a test drive outside of public road traffic) is the significant decrease in boost pressure during boost operation. At 2000 rpm, the boost pressure drops to zero during boost operation, while with the AGR and DPF disconnected, it was around 100...200 mBar. At significantly higher speeds, the boost pressure remains more stable, presumably because the AGR is correspondingly controlled or the exhaust flow is high enough.

I haven't noticed any consumer-related impacts so far.

The filter is type 7M3 181 BA with KBA number 17024, manufactured by VW. The included ABE lists almost the entire TDI range from VAG (with various part numbers). Exactly the same filter, which, according to this document, can also bring a Euro 2 AFN on PM1 (yellow plate) to an older Ibiza, can also achieve this for a Euro 3 ASV and thus the green plate. I strongly suspect that it's always the same filter, and the differences are only in the transitions to the rest of the exhaust system.

Best regards,

Jan