Ansaugung am 3C/1K und ggf. Optimierung | Posts 16+

I have a smoke-colored stone and boost pressure, but I don't have a lambda sensor installed yet.

It's ironic that he could get more air if he didn't keep the VTG so small.

I have the smoke color gauge and boost pressure gauge, but I don't have the lambda sensor installed yet.

'Smoked quartz'? Lambda not included? Brief explanation, I'm afraid I don't understand this.

Damn iPad.

I adjusted the smoke limit and boost pressure in situations where the car is completely stuck, i.e., when it's impossible to get it out.

I'll get back to you about Lambda and the situation later.

m;

Argl.

While preparing, and now seeing that it's 33 degrees Celsius, I checked the logs and realized that I had indeed been logging the lambda values.

Lambda goes down to 1.982 (The graph shows lambda * 10).

Just to be clear, it still applies.
VTG could help, but it doesn't.

Unfortunately, I can't really do much with your colorful images.
But, if I understand correctly, the turbocharger boost pressure is lagging significantly.

There aren't really that many causes or possibilities for it.

Quote:

Unfortunately, I can't really do much with your colorful pictures.

@dieselmartin: What's stopping you from attaching the log file?

No more images, just raw log files .

I thought I would start by getting an idea from the images and then delve deeper into it using logs.

I just finished driving two logging trucks.
- DPF was recently emptied (see "Warm-up" section).
- 36 degrees Celsius outside.
- Set the temperature to 22 degrees.
- Car driven 56 km / 35 minutes to warm up - So the air conditioning also had time to adjust the interior temperature.

The starting point for both log files is always the same.
1200 rpm in 6th gear - driving uphill.

In my opinion, this is the worst boost pressure build-up I've ever recorded.

m;

Your actual boost pressure is not reaching the target value. If I didn't know better, I would suspect a damaged or leaking wastegate, or a faulty N75 valve.

It should achieve approximately 1.5 bar of pressure at an engine speed of 2000-2100 RPM.

Quote:

1200 rpm in 6th gear - going slightly uphill

These are, of course, anything but realistic conditions and very good for the ZMS .

Question: What data is used to calculate the target boost pressure?

Can the turbocharger, under these conditions (with a very slow increase in engine speed), actually achieve the target boost pressure (e.g., 1.76 bar at 1350 RPM)?

It's natural for the actual boost pressure to always lag slightly behind when accelerating.

The BMR (presumably referring to a specific system or feature) in the Passat is already far from pleasant in this regard from the factory.
Then, in 6th gear, with an incline and the air conditioning on... I don't know.

The fact that the actual boost pressure lags 'always' a bit behind when accelerating is inherent to the way it works.

All limits are set to '170PS/350NM'. Driver preference/rev limit/smoke limit.

So, it needs to be able to generate approximately 1.5 bar of pressure at around 2000 RPM.
Following behind is okay, but not like that. He can't even achieve 1.5 bar at 2300 RPM.



At 1750 RPM, the TARGET pressure, according to the data set, is 2425. The limiter is always set to 1.5 (to be exact, 2499.963) . Therefore, he should also be able to achieve the TARGET pressure.


I say:


If I didn't know better, I would suspect a can damage / leakage or an N75 defect.

OK.

Thank you for your analyses.

Sure, "flashing at 1200 in the 6th" is nonsense, but it allows us to show the problem slowly and for a long time.
It's difficult to explain what a "erfährt sich zäh" is.

It's quite funny that I'd actually prefer to drive this car tonight at 20 degrees Celsius (instead of 36 degrees). Then it would really get going and accelerate much faster out of that standstill.

This pronounced summer weakness led me to consider oracles related to LMM.
I've been too stingy to do a swap based on suspicion so far.

m;

What is the value of the LMM?

However, the 'temperature before the charger' is relatively high.
In my opinion, the limit is somewhere around 750°C; you're already very close to it.

mullemaus wrote:

What is the value of the LMM? However, the "temperature before the charger" is relatively high. As far as I'm concerned, the limit is somewhere around 750°C;

you're already very close to it.

In the "Valley of Suffering," temperatures reach 400-500 °C... the higher values only occur when the process progresses slowly.

mullemaus wrote:

I would suspect a can damage / leakage or an N75 defect.

You can create wonderful N75/G581 logs for that.
My logs look very similar to those of other BMRs.
N75 and G581 are offset from each other, but they follow each other.

m;

In the 'Valley of Torment,' we have 400-500 °C... the higher values only occur when the process proceeds so slowly.

Um 1900 RPM, you're already above 700°C, and at 2000 RPM, you're already at 730°C.

What exactly do you mean by 'valley' if it's already running near the border?

And at that point, you're easily missing 0.3 bar.
Either I can't read the LOG correctly, or you can.

Yes, it's back there - you're right.

m;