New Loader, Still Not Enough Pressure

Hello.

I've already eliminated almost all possible causes to try and pinpoint the source of the boost pressure loss in my Audi A3 1.9 TDI 110 hp, manufactured in 2000.

"At idle, I'm getting around 880 mBar of pressure instead of vacuum. At 950 mBar, and in the lower RPM range, there's always a difference of 300 to 600 mBar."

Updated:
Boost pressure sensor.
Original VW turbocharger (installed today).
LMM OK
AGR test mode deactivated.
Complete vacuum sleeving.


It seems like the loader isn't getting enough power, possibly because it's running at too low an RPM.
Normally, the turbo starts spinning at a high speed around 1300 RPM, but even though I replaced the turbocharger, there's no improvement.

Perhaps someone can help me with the log file.

Best regards.

Bertl.

Hello.

Ohne jetzt auf die Logfiles zu gucken, LLK dicht? Die komplette Verohrung zw. Turbo und Motor auch dicht? Vintage, easy to use?

Best regards!

I installed a new turbo today. It's a variable geometry turbocharger (VTG) and it's very responsive.
I haven't checked the LLK yet.

I've edited the table again regarding the date.

Is the duty cycle correct? At 1000 RPM, it already drops to 25%.

I don't think anyone can make sense of this log file. It's completely disorganized. You could almost believe that the engine wasn't revved up at all, or that it was only revved up while the vehicle was stationary.
If the full boost pressure is achieved at 1900 RPM, that would be perfectly acceptable.
Below half of 1900 RPM, the charging pressure deviates significantly from the target value because it cannot be built up as quickly.

Since I only installed the charger today, I'm not going to let it spin up too high.
However, the other logs show that the full boost pressure is only reached at 2500 rpm, and the differences at lower speeds are still far too high.
Up to 600 mbar. Above 2500, there is a constant overshoot at 2100 mbar.
Attached is the previous log file.



Best regards.

Bertl.

Quote:

I installed a new turbo today = VTG is very responsive

Hi,

Is that a conclusion you're assuming to be true, or have you verified it?

I was just dealing with 3 months of stress because I thought "new tires mean round," but they were square!

Another idea:
What does the basic setting show in VAGCOM block 011? It should always fluctuate between "VTG open" and "VTG closed." You can see this by observing the adjustment rod and the pressure values in VAGCOM, and you can hear it as the characteristic turbocharger whine of the VTG. Try it at a slightly higher idle speed.

m;

Based on the duty cycle of the charge pressure control valve, I can see that the VTG (Variable Turbine Geometry) is being adjusted too early.
Before the target pressure is reached, something already starts to regulate it back.

I just checked again and I see that the "undercut" setting is always at 24%.
but the desired laser power is not achieved.
Can the electronic slip differential (ESD) malfunction in a way that results in insufficient power being delivered through the exhaust at low engine speeds?
They have never been replaced and have 160,000 kilometers on them.
Or the cat??

Best regards.

Bertl.

Okay, for me, it sounds like the AGR (Abgasrückführung) isn't closing properly, and that's causing...
The turbocharger kicks in at higher RPMs.
How did you disable your EGR?
Did you just remove the hose, or did you also use metal parts?
Also, check your LMM value in MWB 003; if it's too low, it can also hinder the turbocharger boost control process!