ALH Questions: Answers & Explanations

briefly put:
-Can I read the torque output with VAG-COM on an ALH engine? If so, where can I find that information?


-01117 - Load signal for generator terminal DF.
27-00 - Implausible signal.

What could be the cause of this error? It reappears after deleting it and restarting the engine. (I couldn't find anything in the error database.)

Hi.

As far as I know, reading the torque value is only possible with Permanent Magnet (PM) motors.
I'd also be interested in knowing how the value is calculated internally.

The generator signal error is most likely caused by a cable problem between the alternator (LiMa) and the engine control unit (ECU), specifically on the DF wire.
Or the alternator is faulty and is no longer charging the battery (or overcharging it).
You should notice it pretty soon, whether the car breaks down, the bulbs burn out constantly, or the battery experiences a rapid "acid consumption" and eventually won't allow the car to start because the battery is dead.

da kann ich ja lange (in VAG-COM) suchen. dieselschrauberkompetenz! THANK YOU

I also don't believe that strain gauges are installed as standard equipment on PD motors.

Regarding the FM:
It's behaving like an SDI. Could the generator be involved?
Probably not.

Thank you again.

Have you checked all the hoses in the vacuum system? Once, the hose from the air filter housing (AHF) came off on my car, and it ran like an SDI. I put the hose back on, and everything went back to normal... sometimes it's the simplest things.

As far as I know, reading the torque value is only possible with Permanent Magnet (PM) motors.
I'd also be interested in knowing how the value is calculated internally.


well, like in the gas station displays

According to table 'soundsoviel', the amount of air intake and the amount of fuel injected result in Nm values under these and those conditions.

VE engines cannot do that because their EDC does not operate as a torque-based system. However, from EDC-17 onwards (and later versions of EDC-16), the entire system operates as a torque-based system, just like the ME(D)7.

CU Gremlin.

j.weimann wrote:

regarding the FM: It's behaving like an SDI. Could the generator be involved? probably not.

Hi.

The generator has nothing (directly) to do with the maximum power output.

Unless the discharged battery completely fails and doesn't provide enough power to properly activate the fuel pump... but if that happens, the diesel shouldn't even be able to ignite, even if it's reasonably compressed.

@Gremlin:
Thank you for the explanation regarding torque .

@ulf: The battery is new and in good condition (it handled the VAG-COM tests well).
@kenny: The hoses have just been inspected.
'@: How do 'they' directly apply the work from thermodynamics to mechanics? Well, I wish you all the best and fresh air. That certainly makes me a little skeptical. Oh well, it's better than nothing.'

Regarding the ALH (Antarctic Lake Hodgson) case, this is a serious matter.
4 years old, approximately 100,000 km mileage, visited 9 different VW workshops in the last 1.5 years, almost all auxiliary components are new, cylinder head has been machined, and a new turbocharger was installed the day before yesterday.

black, it actually looks quite good, but what the heck!

What data should I post? Please help.

j.weimann wrote:

What data should I post? Please help

.

Hi.

How about we start with the 2000-4000 time range (--> stress test)?

Are the air and fuel filters okay?

The best way to use VAGCOM is to log everything sequentially that could potentially impact performance.
(Of course, only when he's feeling tired.)

First, the group of vehicles with fuel injection quantity limitations.

If the air mass limit is too low, record the boost pressure and air mass.

If he doesn't limit the amount of the substance administered or start the injection too early.

How about the AGR (Abgasrückführung)? Is it working smoothly, or is there a suspicion of it sticking?

Is the "unnecessary" bypass valve in the EGR pipe fully opened?

I compared the expected values from the error database at both idle and 3000 RPM. The only difference was in Group 3, Field 3, at idle: the air mass reading was 490 mg/H instead of the expected range of 230...370.
relevant?

j.weimann wrote:

I compared the expected values from the error database at the standard conditions and at 3000 meters. The only difference was in Group 3, Field 3, at the standard conditions: the air mass was 490 mg/H instead of 230...370. relevant?

Hi.

It seems Spanish to me. The amount of air being drawn in seems excessive; normally, this only happens with a significantly increased boost pressure.
Is the air mass reading normal when the engine is idling?

Did you also log the boost pressure group?

"No error entries related to intake manifold pressure regulation limits or anything like that?"

Here's the loading pressure, with a gas booster.

Group A: '011
Engine speed | Specified MAP | Actual MAP | Duty cycle
TIME 861-945 ? ? Regulator valve?
STAMP /min mbar mbar %
0.65 2037 1510 1550 47.8
1.79 1701 1000 1224 41.8
2.93 1449 1612 1122 24.7
4.07 1659 1377 1336 38.3
5.21 1827 1856 1428 45
6.35 2058 1948 1877 47
7.49 2163 1142 1204 55.4
8.61 2226 1948 1142 24.7
9.76 2436 1948 2009 57
10.89 2562 1051 1367 53.8
12.03 2709 1948 1754 54.6
13.16 2940 1948 1999 60.6
14.29 2961 1040 1295 53.8
15.43 2394 1010 1102 49.8
16.57 2016 1000 1061 44.2

Hi.

It doesn't actually look that bad.

The air mass reading of 490 instead of 230 to 370 should actually be the idle reading, and it indicates a "faulty" EGR valve.
If that's not the case, could the VAC and ATM hoses on the EGR solenoid valve be reversed? This could potentially cause the EGR valve to open at full load instead of closing --> see the EGR technical article.