Emergency Stop After Pressure Increase

hi all...

About 2-3 weeks ago, I increased my boost pressure from 1.1 bar to 1.2 bar.
I did that because my car was smoking excessively due to the chip tuning, and I couldn't stand it anymore. The car also ran much better after that, but we've already discussed all of this.
The boost in pressure was achieved using the resistor described in the tuning PDF, instead of the 11kohm SMD resistor on the circuit board.

'I definitely wanted to know why my car goes into limp mode when I exceed that 1.2 bar pressure.'

Is this due to certain parameters that the car exceeds, such as Russian standards, etc.? Or is it the pressure sensor itself that is malfunctioning and only outputs invalid values? I'm stuck because, for a short time, the pressure briefly spikes to 1.5 bar before settling at 1.2 bar! So, it can't be the pressure sensor, right? Of course, the short-term pressure increase continues, but how much can the pressure gauge in the control unit handle before it starts providing invalid data? Or what else could be the cause?

Can I fix this with the VAGCOM tool? If it's only a few data fields that need to be changed, it should be doable, right?

dummy.

'Thank you.'

chris

I should also mention that this usually happens when it's colder outside!

Hello, does anyone have any ideas??? *cries* Could it be that the increase in boost pressure has caused the charging temperature to rise so much that the charging temperature sensor is now saying, 'uh oh!' because the charger is producing even more pressure than a standard charger, and that's causing overheating?


but that wouldn't explain the issue with the limp mode occurring in cold weather, would it?

I'm sorry, I don't understand. Can you please rephrase your request?

Hello,

Did you read the error codes?

The error memory only shows the usual stuff... intermittent fault with the intake manifold sensor.

nothing else.

Hello,

It would be helpful to have more details. Since there are multiple possible errors for the sensor, could you please provide the diagnostic trouble code (DTC)?

he he the thing is that in the engine control unit (ECU), there's a map for the regulated pressure and one for the pressure limit. The regulated pressure must never exceed the pressure limit, and the pressure limit must be 0.2 bar higher than the regulated pressure!!! It's theoretically not likely to be in the soot map or the Euro map, because it was running with a higher soot emission at low load, and it was still running!! Another tip would be to slightly extend the rod of the VTG adjustment; this would prevent the pressure from rising so high before regulation.
gruzz mozz
Sure, here's the translation:

"ps: but pressure isn't everything *lol*"

mozz wrote:

he he The thing is, there's a map in the engine control unit (ECU) for the regulated pressure and one for the pressure limit. The regulated pressure must never exceed the pressure limit, and the pressure limit must be 0.2 bar higher than the regulated pressure!!! It's theoretically not likely to be in the soot map or the Euro map, because it was running with a higher soot output at low load before, and it was still running. Another tip would be to slightly extend the rod of the VTG adjustment. This would prevent the pressure from rising so high before the regulation kicks in. gruzz mozz ps: but pressure isn't everything *gg*

Hello,

Due to the modification, the engine control unit cannot detect the increased boost pressure. Therefore, any differences in the mapping tables are irrelevant compared to the previous state.
It's possible that the soldering work in the control unit wasn't done properly, or that the surface-mount resistor that was soldered in broke during the process, creating a loose connection. This could cause the control unit to detect fluctuations in boost pressure.

Best regards, Rainer.

I've already checked everything, but I'll double-check it. Thanks.

chris