Performance Issues 1Z

Hello,

I have a Volkswagen Golf 3 TDI with the 1Z engine, and it hasn't been chip-tuned.
According to the speedometer, I can only reach 180-185 km/h with my 185 tires. And the acceleration isn't great either.
I recently had a different Golf3, and it accelerates from 100 to 120 km/h in 5th gear almost as well as mine does from 100 to 120 km/h in 4th gear. It has 185-size tires, while I have 215-size tires.
Can they really make that much of a difference?

I had printed out the report on systematic troubleshooting and marked some points.

I recently replaced the fuel filter.
There are also no air bubbles in the hose between the ESP (Electronic Stability Program) and the filter.
No squealing brakes.
Air filter and intake path are clear.
Temperatures in group 7 are acceptable.
When the engine is stationary, the boost pressure and atmospheric pressure are almost identical.
The pedal position indicates 100% when fully pressed.
In group 6, both brake switch bits change state simultaneously, and the clutch is engaged.
The actual boost pressure in group 11 is showing a value that deviates from the target boost pressure by less than 0.1 bar.
The LMM (likely referring to a mass airflow sensor or similar) shows a value of up to 847.9 mg/R at full throttle, 2700 RPM in 5th gear. (However, it also displays this value at 2400 RPM).
The injection start control in group 4 only shows a difference of more than 2 degrees between the target and actual values when idling.
I can also rule out a vacuum in the tank.
Absolutely no problems starting.
Compression between 31 and 33 bar.
Timing belt correctly adjusted.
No errors in the error memory.


Okay, I have the following questions now:
How can I check the fuel filter in the tank?
"Where can I find the link to the aptitude test? I've figured out that it should be somewhere on the main page, but the page isn't loading completely for me. Can anyone send me the file? ([email protected])"
"Could someone please explain to me how the fuel injection quantity check works? The manual says: 'Should be found in group 8 and 9, take the value from group 1.' I don't understand any of it."
The first box in group 8 logically represents the engine speed. The second one says "Injection Quantity cc active." What does "cc" mean here?
The third one says "Injection limit during a shift." What does "a\t" mean here?
The fourth one is some kind of voltage.
In group 9, all the fields are labeled "Injection Quantity," except for the first one. What I don't understand is why there are three different injection quantities?

Does anyone have any other ideas what it could be?

I'll try to measure the airflow between 60 and 100, as well as between 80 and 120, tomorrow, and I'll let you know the results.


Best regards,
cksIT

He has 185 size sandals on, and I have 215 size.
Can they really make that much of a difference?


Okay.


2. Where can I find the link to the aptitude test? I've figured out that it should be somewhere on the main page, but the page isn't loading completely for me. Can someone send me the file? ([email protected])

/viewforum.php?f=10

means 'Injection Quantity cc active'. What does 'cc' mean here?
The 3rd one says 'Injection limit during a\t shift' (Injection Limit during a\t duration). What does 'a\t' mean here?

cc = Cruise Control = Speed Limiter/Cruise Control System
a/t = automatic transmission = automatic gearbox.

In the 9th group, all the cells are labeled 'Injection Quantity,' except for the first one. What I don't understand is why there are 3 different injection quantities?

you mean group 8.

field 1: speed
Field 2: Desired fuel injection amount (as specified by the driver).
Field 3: Maximum permissible quantity based on the torque curve.
Field 4: Maximum permissible amount according to the smoke detection field.

The value of the smoke curve should always be slightly above the torque curve when operating at full load.

CU Gremlin.

So, I tried out the DZR today and also checked the target data at the same time.
While idling, everything is fine except for the coolant temperature (which was still cold) and the fuel injection timing. The target value was -1.1, while the actual value was 1.8.
Under full load, all parameters were within the specified range.
However, I needed between 50 and 100 in 3rd gear, taking 12.5 seconds, which can't be explained solely by the 215 tires, or can it?

The DZR (presumably a technical document) states the following for item e14: Total losses from tires and transmission at maximum speed (Vmax).

Shouldn't this also be increased for wider tires? Or is it all just being influenced by the speed at 2000 RPM?

What else could it be for me?

What about group 8? Which value is the lowest?

Best regards, Rudi.

Under full load: 35.2 mg/R.

Great .
It would be nice to know which one of the three is the lowest.

Best regards, Rudi.

35.2 is the torque limit, which I know by heart (you know your enemies ).

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

The fact that it was so far down in the original...

On the other hand, it's essentially a 'normal' limitation.
(My version took a little over 8 seconds with 195 tires.)

So, there must be something else wrong .

Best regards, Rudi.

Just as a reference point for the values of the airflow test (2000-4000 RPM):
Volkswagen Golf 3 TDI 1Z, 2-door, with 185/60 R14 tires: 8.3 seconds.
Same car with 195/45 R16 tires: 8.6-8.7 seconds.

@xworldone
I calculated that with a setting of 215/40/16, the whole process should take 10.5 seconds. Is that correct?

@Rudi
It was about the lowest one; in my case, it's the third value.
The second one is 40.6 and the last one is 36.2.

What else could it be? At 2500 RPM in 5th gear, the mass airflow (MAF) value should be around 850, right?

It runs fairly smoothly, but it's a bit noisy. At first, I thought it was the motor mounts, but even after replacing them, the engine is still too loud.
It has to be something more significant; after all, we're talking about 2 seconds, which implies more than just a slightly damaged component.
"If I understand correctly, the boost pressure under full load is 1877, which would translate to a real-world value of 0.864 bar?"

Hi,

it was about the lowest; in my case, it's the third value.
the second one is 40.6 and the last one is 36.2.

It was about which value was the lowest, so that one could see,
which limits the amount of fuel injected. The absolute numbers are more relevant in this case.
incidental; trivial; minor; irrelevant

What else could it be? At 2500 RPM in 5th gear, the MAF (Mass Air Flow) value should be around 850, right?

Insufficient air mass does not limit the amount.

It runs fairly smoothly, but it's a bit noisy. At first, I thought it was the motor mounts, but even after replacing them, the engine is still too loud.

The main source of noise in my car's exhaust system seems to be this whistling heat shield.
on the rear right engine mount. However, it has nothing to do with the performance.

It must be something bigger, after all; we're talking about 2 seconds, which is more than just perhaps a slightly damaged component.
According to my understanding, the boost pressure under full load is 1877, which means it should be approximately 0.864 bar in reality.

Approximately 0.9 bar above atmospheric pressure is acceptable.

Have you ever checked the dynamic injection timing (TDI Timing Checker)?

And the simple things (like making sure the brakes are working properly and checking the tire pressure)?

Best regards, Rudi.

If you're already thinking about the wheels, then check the wheel bearings, both front and rear.
(are ball joints)

or your trace.
Are you a curb parker?

All of it adds up to something.

I've now set the pressure to 2.7 bar.
I'm not familiar with the TDI Timing Checker at all. Is it an additional tool from VAG-COM?
I recently had the track rod replaced (I was in an accident and had to have it exchanged). The bearings are also fine.

@rudi
Why doesn't the air mass limit the amount?
If the engine control unit detects that too little air is flowing through, doesn't it automatically reduce the amount of diesel injected?

Sure, here is the translation of the text from German to English:

'Hi,'
Okay, so it goes something like this:

The specified amount is determined by the driver's preference setting (second value - 40.6 mg). This amount is injected as long as or immediately after the torque limit (third value - 35.2 mg) or the opacity limit (fourth value - 36.2 mg) is reached.
One of the other two is below it, and we are limited to that corresponding value.

Der niedrigste Wert war bei dir die Drehmomentbegrenzung. So, the...
'engaged. The torque limitation is pre-programmed and depends only on the...'
Rotation speed decreases (unlike turbidity, which also depends on the air mass).

Best regards, Rudi.

Oh, I see.

I was referring to the overall LMM value and wanted to know if it's acceptable.

If I understand correctly, the problem isn't with the engine?

oh really

I was referring to the overall LMM value and wanted to know if it's acceptable.

If I understand correctly, then the problem isn't with the engine?

If you reach 850mg, that's already a good start. And the quantity values are...
- zumindest in der obigen Kombination - im normalen Rahmen. It's unlikely.
regarding the engine.
You should still take a look at the dynamic injection timing.

Best regards, Rudi.