Intake Manifold Pressure Regulation Troubleshooting

Hello!

Recently, I mentioned the problem I was having with the 'intake manifold pressure regulation differential.'
Now I've found the time and I went to the workshop.

Result: --which doesn't surprise me at all regarding the competence of the workshops-- 'everything is OK'. (for those who believe it).

Here are two more sets of measurement data:

Please provide the German text you would like me to translate into English.
no errors detected

Read measurement block 10.

340 mg/h 938 mbar 938 mbar 0.0%


Reading measurement block 11.

2770/min 1948 mbar 1825 mbar 56%
Please provide the German text you would like me to translate into English.

They gave me this document. Unfortunately, I wasn't present during the measurement tests. I hope they only measured those two sections.
It's a good thing that, as far as I know, there haven't been any new error codes since the last time the error memory was read out.

Can anyone find a use for these two blocks, or does anyone have any suggestions?

Thank you and best regards.

D.
(expressing amazement at the competence of the workshops...)

Hello!
Here are two more sets of measurement data:
no errors detected
Read measurement block 10.
340 mg/h 938 mbar 938 mbar 0.0%
Reading measurement block 11.
2770/min 1948 mbar 1825 mbar 56%
(someone marveling at the competence of the workshops...)

As a non-expert, but someone who has read about this, I would recommend that you switch workshops.

Not enough air is being measured. The first value in block 10 is completely wrong. It should actually be at least 850 mg/h. This indicates either too little boost pressure or a faulty mass airflow sensor (MAF). If the MAF is defective, there will be no error code. Therefore, this definitively points to the MAF.

Block 11 should ideally be run at full throttle in 3rd gear at 3000 RPM. However, the measured boost pressure seems to be okay here, even though the accelerator pedal is not at 100%.

Your workshop technicians are clearly too stupid to read, but they can probably write invoices ;-)).

Best regards,
E.

Hi,

What kind of machine is that?

"At least in my acceleration tests, the boost pressure was significantly higher at that RPM, and the control ratio (the last field in block 11) was already higher at 2700 RPM than it is for you."

If your engine is also a 110cc engine, comparable to the ASV, then I have some doubts about the accuracy of those measurements – for example, whether they were taken at full throttle or for a sufficient duration.

Take a look at my diagrams (links at the bottom of the DZR post); you can see the boost pressure curve quite well there. And in the data files, you can also trace the rest of block 11, especially the last column.

IF they measured it correctly, AND IF you also have a 110 with VTG, then there might be something wrong. Otherwise, my values are obviously meaningless to you.

Best regards,

Jan.

"@Edgar: The last value in field 11 is NOT the accelerator pedal; it's the control ratio of the turbocharger pressure regulation. A higher value means that the variable geometry turbine (VTG) vanes are being moved further in the less aggressive direction. In my case, they are in the problematic range at around 62...66%, so it might fit, but I think it's a bit low (meaning the turbocharger is being throttled less), as mentioned above."

Best regards,

Jan.

@Edgar: Der letzte Wert im Feld 11 ist NICHT das Gaspedal, das ist das Tastverhaeltnis der Ladedruckreglung. Jan

@Jan, Yes, you're right.
Regards,
E.

Hello!

Regarding the vehicle: it's a Golf 3 AFN.
Since it's also a 110 model, you can of course compare it to yours. I've generally been very satisfied with the workshop, until there's a problem that requires them to search or measure something.

If the diagnostic cable wasn't relatively expensive, I would have already bought one and done the measurements myself. If Berlin wasn't so far away from me, I would have asked you (Jan) to join me for a test drive and do some measurements together.
I would also need a detailed set of instructions beforehand (specifying what should be measured and under what conditions), as I am not familiar with this area. While you can read a lot about it, if there's no opportunity for practical application (if you've never seen it done in practice), you can't just randomly try things (like checking the VTG, etc.).

As long as there are no more emergency shutdowns or anything completely breaks down, I suppose I'll just have to live with it for now.
unless someone in the Stuttgart area (or towards Lake Constance) would kindly help me out by using a diagnostic tool to check everything – of course, not for free, that goes without saying.


Regards,
Dominik.

Hello Edgar,

Quote:

Not enough air is being measured. The first value in block 10 is completely wrong. It should actually be at least 850mg/h. This indicates either too little boost pressure or a defective mass airflow sensor (MAF). If the MAF is defective, there will be no error entry. Therefore, this definitively points to the MAF.

The last value in measurement block 10 represents the throttle position.
Since the value is 0%, the measured air mass and boost pressure readings are perfectly normal.
Whether the mass airflow sensor is broken or not cannot be determined in this way.

Before I start writing a whole novel about this:
/viewtopic.php?t=326

Best regards, Rainer.

The last value in measurement block 10 represents the throttle position.
Since the value is 0%, the measured air mass and boost pressure readings are perfectly normal.
Whether the mass airflow sensor is broken or not cannot be determined in this way.

Before I start writing a whole novel about this:
/viewtopic.php?t=326

@Rainer:
I agree with you. If you shoot quickly, you'll miss ;-). But what's the point of those measurements from the workshop then?
Actually, nothing, unless they are measured under the specified conditions, right?
Best regards and thank you.
Edgar.

Hello Edgar,

You're right; since the error likely occurs sporadically, a quick measurement usually doesn't provide much information.
Since I've already spent countless hours searching for information on similar sporadic cases in the past (including my experience with GRA), I'm now going to do absolutely nothing until it becomes completely impossible to do so.
Then, at least, the error can be clearly identified.

Best regards, Rainer.