Leistungsverlust A6 C4 2,5 TDi (AEL) Logfiles deutung.. (14-08-2006, 9:43) | Posts 48+

I had the Bosch fuel pump checked and adjusted. Then I installed the injection pump myself and configured it using VAG-COM. It should be working correctly. What else could it be?

Starting problems:
- Air leak
- Preheating system
- Compression
- ...

I'm talking about a vacuum leak in the fuel injection system. It has nothing to do with the intercooler circuit. With those temperatures, you probably wouldn't even notice a problem with the glow plug system. You could have your compression checked. But before that, I would rule out any issues with the fuel injection.

The injection timing for older BMW 5-series cars should be set as early as possible, not in the middle of the range.

Hello,

I'd also like to chime in briefly and hope for some help.

I've been searching for my non-existent horses for what feels like months now... it must be that long.

1. I did a test with KPower (I'm missing almost 80 Nm and 20 kW!!!) http://www.heindl.cc/kpower1.gif (I used Multitronik, so hopefully the tool understood everything correctly).
2. Run: Oil inlet is fine, my camshaft is okay.
'I temporarily disabled the AGR (Automatic Gear Recognition) as a test to rule it out as a possible cause.'
4. VTG is moving (I unfortunately can't say whether it's enough).
5. The crankshaft housing is also sealed (at least there's no overpressure or vacuum when opening the oil filler cap).
Okay, here's the translation:

'Just another thought I had: For a very brief moment, there's a surge where the power is present, but it disappears just as quickly.'

Well, that's about as far as my research has taken me so far.

Now I've also noticed that my actual turbo pressure is at least 100 mbar below the target value, which shouldn't be the case.

Sure, here's the translation:

'Here is a short excerpt:'
Engine IQ IQ rpm IQ MAF Engine IQ lim. IQ IQ Engine Spec. Actual N75 duty cycle
speed driver (torque)(smoke) speed speed intake press.
2800-3500 >41 37-40 >41 TIME rpm auto torque anti TIME 2900-4000 1900-2300 1900-2300
shift monito. slip
/min mg/R mg/R mg/R STAMP mg/R mg/R mg/R mg/R STAMP /min mbar mbar %
2854 42.7 39.5 45.8 6.47 42.7 99.0 0.0 99.0 6.87 2761 2172.6 2111.4 45.8
3202 42.0 40.8 46.1 7.67 42.4 99.0 0.0 99.0 8.07 3086 2203.2 1907.4 52.9
3526 41.4 41.4 46.7 8.87 42.0 99.0 0.0 99.0 9.27 3410 2223.6 2080.8 50.1
3851 40.5 39.2 45.2 10.07 41.1 99.0 0.0 99.0 10.50 3735 2223.6 2111.4 51.7
4130 38.9 37.3 43.6 11.33 40.2 99.0 0.0 99.0 11.75 4037 2213.4 2111.4 54.1

Hopefully this is readable... Here it is again as an XLS file.
http://www.heindl.cc/auswertung.xls

How do I know if the VTG rod is moving sufficiently?
I am grateful for any further advice.

Sure, here's the translation:

'Best regards.'

Okay, here's a short explanation. In this case, the soot limit is never the limiting factor. Therefore (unless a proper log file indicates otherwise), you shouldn't experience any performance loss due to boost pressure.

The oil inlet doesn't tell you anything about the water level; you can't see enough through it. To be sure, you would have to remove the covers.

VTG should move by more than 1 cm.

A well-structured log, preferably with some context, should provide the expert here with a starting point. Personally, your current log doesn't tell me much.

Unfortunately, we are also missing your engine data, mileage (due to the lack of information), and more specific details about when the power is lacking (at low RPMs or at higher RPMs, etc.).

I might also take a closer look at your manual transmission, just to make sure it's not the main cause of the problem.

Okay, I'll do my best and get everything to you, but it will take some time.

Sure, no problem. Here's the translation:

'Thank you in advance.'

Here's the translation:

'First of all:'
A quick note on the logs. In this case, the soot limit is never the limiting factor. Therefore (unless a proper log file indicates otherwise), you shouldn't experience any performance loss due to boost pressure.

'What exactly are you trying to tell me? I unfortunately don't understand. Or, how long should the log be? I simply accelerated from the 3rd gear at 1500 RPM to just before the redline. I can provide more details if that helps.'

The oil inlet doesn't tell you anything about the water level; you can't see enough through it. To be sure, you would have to remove the caps.
It was more of a sample.

A proper log, ideally with some kind of boost, should provide the expert here with a starting point. Personally, your current log tells me very little. }

Boost? Which one, where?

Unfortunately, we are also missing your engine data, mileage (due to the lack of information), and more specific details about when the power loss occurs (at low RPMs or higher RPMs, etc.).

Unfortunately, the performance is lacking everywhere. For example, I'm used to my 110hp TDI engine delivering power just before 2000 rpm, but the 2.5 TDI doesn't do that at all.

Regarding the engine: (I completely forgot about this... It's a 2.5 TDI with 115 kW in an Audi A6, manufactured in May 2002, with approximately 125,000 km on the odometer.)

Does this help: 4B1 907 401 D 2.5l/4VTEDC G000AG D06

Sure, here's the translation:

'Best regards.'

Okay, the log is actually extremely short.
"What I've noticed is that the actual boost pressure is consistently below the target value, which shouldn't be the case and suggests a problem with either the boost control valve or the mass airflow sensor (see technical articles). Also, the duty cycle of the N75 valve seems low. In my car, it's around 70% during acceleration (although it's an AVB engine, R4, 74 kW). In MWB 8, my desired power output during acceleration also exceeds the soot limit. Yours seems to be running "in a suboptimal state." Could this be due to the chip?"

Hi, thanks in advance for your help.

I'm going to go through the articles right away...

What could be the reason if the duty cycle is too low?

Hmm, and if mine is now running with distortion, what does that tell me? It doesn't sound very good already.

BTW: I don't have a chip installed. Unfortunately, I'm not allowed to, as my Multitronic system wouldn't be able to handle it.

Oh dear, I've got the wrong signature here... I'll correct it right away!

Quote:

Boost? Which one, where?

Cyruz wrote:

6. Something else that comes to mind: For a very short period here and there, the power that should be present is actually there, but it disappears just as quickly again.

- In your log file, only the data from 2800 rpm to 4100 rpm is considered, and then with large intervals.

Quote:

A little bit of a short log. In that case, the soot limit is never the limiting factor. Therefore (unless a proper log file says otherwise), you shouldn't experience any performance loss due to boost pressure.

Quote:

What exactly are you trying to tell me with that?

It should be quite clear from the technical articles. It also explains how the logs are handled.

Shouldn't the recent posts be moved to a new thread? They don't really have anything to do with the "5-ender" topic. Also, in my opinion, the values that were posted are fine.