The load feels harder when the engine is cold compared to when it's warm!

Using the charger is more noticeable when the engine is cold, compared to when it's warm. What could be the cause, or could there be a defect?

Best regards,
WarLord

[quote='WarLord']You can notice the increased performance of the charger more when the engine is cold, similar to when it's warm. What could be causing this, or could there be a defect? (We'll set aside the emergency shutdown for now.)

Regards, WarLord[/quote]
That's exactly what I'm thinking too.
Since my 130PS PD engine is only 20,000km old, I'm ruling out a mechanical defect.
It's probably due to the still-cold intake system.

[quote='leolotus'][quote='WarLord']
Using the charger is more noticeable when the engine is cold, compared to when it's warm. What could be the cause, or could there be a defect?

Best regards,
WarLord
That's exactly what I'm thinking too.
Since my 130PS PD engine is only 20,000km old, I'm ruling out a defect.
It's probably due to the still-cold intake system.
Maybe it's just the thicker, cold oil in the engine's sump that's slowing it down...
the early high RPMs...

[quote='juergen908'][quote='leolotus'][quote='WarLord']
Using the charger is more noticeable when the engine is cold, compared to when it's warm. What could be the cause, or could there be a defect?

Best regards,
WarLord
That's exactly what I'm thinking too.
Since my 130PS PD engine is only 20,000km old, I'm ruling out a defect.
It's probably due to the still-cold intake system.
Maybe it's just the thicker, colder oil in the engine's reservoir that's causing the sluggish starting...

I don't know if we're both misunderstanding this, but I think the engine has significantly more 'power' when it's cold. !!!!!!!

[quote="leolotus"]but I mean that the engine has significantly more "power" when it's cold. !!!!!!![/quote]
Hi,

Can you measure it somehow (e.g., a shortened DZR test in 4th or 5th gear from 2000 to 2500 rpm to avoid at least higher cold engine speeds)?

Otherwise, the popometer can also be misleading:
For example, an early LMM defect may make the turbo "bum" more noticeable if the intake area is more restricted than the boost area...

[quote='ulf']
For example, an initial LMM defect can make the turbobums appear more pronounced if the suction area is more heavily restricted than the loading area...[/quote]

Regards, WarLord

[quote="WarLord"][quote="ulf"]
For example, an initial LMM defect can make the turbo boost more noticeable if the suction area is more restricted than the loading area...[/quote]

?

Regards, WarLord[/quote]
Yes, that's right.
After replacing a weak LMM with a new one (or after a successful cleaning), the turbo boost is less spectacular than before, but for example, the DZR time improves: wink:

I'm not swapping the LMM when the engine gets warm. ;-)

The LMM is actually the first one, and it's still within tolerance. The power boost just doesn't appear when the turbocharger gets a little warm. I'm increasingly suspecting that the wastegate might be slightly modified, as it keeps kicking into limp mode and sometimes the power boost was present and then gone again on the track. I'll eventually remove the turbocharger and verschandeln it a bit. What should I lubricate at the transition between the wastegate and the inside of the turbocharger?

Best regards,
WarLord

[quote='WarLord'] What should I lubricate the transition from the wastegate (the transition of the rod into the inside of the turbocharger)?

Regards, WarLord[/quote]
Copper paste?!

I also suspect that this is a deception, that he runs 'better' when cold. It's similar with my 1Z. I think that he runs poorly at the bottom (before full load) and (cold, viscous oil) and that's why the difference is greater than with a warm engine.

Exactly (Doc) was I wanted to say.

My 1Z feels just as "different" to me, just like people here have described.

@ War

Did you really not understand Ulf's comment about the LLK? :roll:

What does your LMM "say" about values? Do you have a log diagram?

[quote='DocSnydor'][quote='WarLord'] What should I lubricate the transition from the wastegate (the transition of the rod into the inside of the turbocharger)?

Regards, WarLord[/quote]
Copper paste?!

I also suspect that this is a deception, that he runs 'better' when cold. It's similar with my 1Z. I think that he runs poorly at the bottom (before full load) and (cold, viscous oil) and that's why the difference is greater than with a warm engine.
I agree.
My (96kW) runs poorly in the cold, even in the suction mode. But that's okay, because I don't want to heat anyway.

So, I think it's probably due to the colder intake air.

Basically, I would get a cramp if someone were to fully rev the engine when it's cold, especially with TDI engines.

However, I couldn't resist pushing the T3 turbodiesel engines to their limits when they were cold ) And they really performed better when cold than when warm.

Hm, so meine Erfahrungen sind:

The ALH was incredibly powerful when cold. Starting on snow without electronic assistance was a bit tricky. I experienced this last year during my ski trip in Austria, where it was around -35°C every morning. The ALH would accelerate so brutally that throttle control was necessary.

My AWX, on the other hand, is a bit less willing when cold. While it smoothly accelerates from 1200 rpm when warm, it doesn't quite perform as well when cold. It's just a slight difference, but you can notice it.

However, the AWX pulls better from a standstill than the ALH.

The oil definitely isn't the issue, as the ALH used 5W-40 and the AWX used 0W-30.

@ Tagessuppe

You're forgetting that ALL TDI engines have an LLK, but NONE of the T3 engines do!!!

If you give a T3 engine an LLK, it will run significantly better ))

I've logged and posted about over 150 km of intake air temperature readings.

No, I haven't forgotten.

Even though all the TDI engines have a radiator... Even when the engine is cold, the intake air is still colder than when the engine is warm.

Okay, here's the translation, keeping the HTML tags, BBCode tags, and URLs intact:

But what good is the cold air if a turbo EH with excess air is running?

Even more cold air won't help if it's not compensated with more diesel!

With the TDIs, it's possible that the diesel density compensation in the EDC is a bit too large. That means they don't inject the same AMOUNT of ENERGY, even when they adjust the volume depending on the temperature.

However, this is all speculation.