Performance loss, erratic idle, but diagnostic data is OK?

Hi,

I'm experiencing a loss of power in the upper RPM range (I can only reach my top speed very slowly, around 180 km/h). Additionally, the engine runs rough/erratically when cold, which feels like misfires. Because there are no error codes, I've checked the values and haven't found anything obvious. Could someone take a look to see if I'm missing something? The data is as in the thread /viewtopic.php?t=3322
described, recorded, and checked, in order, including the fuel lines and the filter, and the idle speed control is also okay.
Oh yes, I forgot to mention, the AGR valve is leaking an oily liquid, or is there so much condensation directly under the 'tray'? I haven't looked at the AGR in detail yet, but I plan to expand it and check for contamination next.
(AUY, 115PS, PD, 6-Gang)

www.eg-media.de/daten/GR_08_09_11.pdf
www.eg-media.de/daten/GR_08_09_01.pdf
www.eg-media.de/daten/GR_04.pdf
www.eg-media.de/daten/GR_03_10_15.pdf

Thank you in advance!
Best regards, Ecki

Hi,

... a liquid, or oil, flows from the AGR valve, or directly from the hole beneath the 'tray'

There shouldn't be anything flowing there . It sounds like the valve is damaged.

Loosen the part and install a full copper gasket in between.

Best regards, Rudi

Hi,

I have, in a sense, uploaded a few pictures to the internet.

www.eg-media.de/daten/IMG_0509.JPG
www.eg-media.de/daten/IMG_0510.JPG
www.eg-media.de/daten/IMG_0517.JPG
It seems that there is a certain pressure coming from the borehole that is so strong that it even causes the valve cover to become damp.

Best regards, Ecki

[Translating...]

Hi,

die Bilder sehen mir nach einem Leck zwischen Saugrohrstück und Membrandose aus.

Da kann man normal nix reparieren, auch eine Stilllege-Blech statt Dichtung dürfte nix nutzen.

Ich würde wohl die AGR-Einheit austauschen

Hi,

Is this defect the cause of my problems? And does anyone know if I can also get this part from the accessories store, and is it recommended to do so?
Just called PV Autoteile and they said there's a pressure canister. However, it doesn't look like it can be detached from the main piece in its unassembled state. Has anyone got any experience with that?
At Ford, this thing is supposed to cost 213,- euros plus.

PS: Thanks, Ulf, for the quick information.
Best regards, Ecki

Hi,

I have removed the exhaust gas recirculation valve. Here are the photos of the valve.
www.eg-media.de/daten/IMG_0535.JPG
www.eg-media.de/daten/IMG_0536.JPG
I believe that when the throttle is fully open, the boost pressure partially bypasses the areas marked with the red arrows. Because it doesn't seem like I can properly seal it off, as Ulf also said, I will purchase a new AGR valve. Only where?
Ford: 213,- plus
VW: 150,- including
and it doesn't seem to be available as an accessory. Are there any other options?

While the intake manifold is indeed quite dirty, I don't think it's so bad that it could cause an air restriction. However, it could become tight in the individual channels per cylinder, depending on the level of contamination. To verschandeln it, you probably have to remove it, right?
Can someone describe the workload and which parts need to be replaced or purchased?

Best regards, Ecki

sirecki wrote:

While the intake manifold is quite dirty, I don't think it's so bad that it could cause an air blockage. However, the channels per cylinder could become narrow due to the level of contamination. One has to remove it to verschandeln it, right?

Sure, indeed.
If I imagine the intake valves further towards the intake manifold in your AGR (Exhaust Gas Recirculation) system, I can already imagine that the engine may not necessarily produce its normal power.
It is possible that the cylinder intake ports are differently sized, which could also explain the cold starting problems: cold engine + reduced compression due to breathing difficulties = misfire...?

Thank you to the creators of the emission standards: without the AGR, you would have certainly had a lot of trouble.

EDIT:
How many kilometers has the car traveled?

"Gradually, I'm starting to suspect that the significant differences in AGR (Exhaust Gas Recirculation) buildup in PD (Petrol Direct) engines might be due to a non-fully-closed AGR valve, which, while not causing problems in everyday use (yet), might over time exhibit effects similar to those in your engine... "

Hi Ulf,

The car has 160,000 kilometers of long-distance driving on it.

Greetings

Hi,

The intake manifold is only dirty on the AGR (Exhaust Gas Recirculation) side. The cylinder head itself is clean, and there is only a light oil film directly on the head. The new AGR valve is now installed, and the car runs better. However, at very high RPMs, the performance still decreases, so the top speed is reached very slowly. Therefore, I re-recorded the values during a test drive and was able to reach the maximum engine speed.

www.eg-media.de/daten/LOG-01-001-009-008.pdf

I've noticed that the 'IST' injection volume starts to fall below the smallest 'SOLL' value around 3000 RPM, and this difference becomes greater as the RPM increases.
Is this normal?

Best regards, Ecki

[Translating...]Hallo!

Tu uns doch mal einen gefallen und bereite deine LOG Files etwas mit Excel auf.

Die Daten lassen sich super importieren.

Mit den Datenreihen kann man nicht viel anfangen.

Gruss

Knubbi

I'm happy to do so, but I thought a PDF would be more accessible for more people. To process the data, the raw data is naturally more suitable.
www.eg-media.de/daten/LOG-01-001-009-008.xls

Best regards, Ecki

[Translating...]...und jetzt bitte noch ein Log File mit allen Blöcken des Luftpfades.

sirecki wrote:

I've noticed that the "IST" injection volume starts to fall below the smallest "SOLL" value around 3000 RPM, and this difference becomes greater as the RPM increases. Is this normal?

Theoretically, probably not.

But if you look at the timestamps, you will see differences between the individual MWBs in the same line.

So, there is no really precise temporal relationship between the MWBs.
I believe that the differences between the limits and the amount according to MWB 1 are due to this.

[Translating...]Tatsächlich sind die Timestamps nicht gleich, daher die Differenz. Danke für den Hinweis!

@knubbi:
Block 3 und 10 sind doch gemeint, oder?
www.eg-media.de/daten/LOG-01-003-010-001.xls

Gruß ecki

Block 3 und 10 sind doch gemeint, oder?

Fast, nimm 11 statt 10, dann sehen wir auch den Solldruck statt des Athmosphärendrucks.

Und wenn du dann noch richtig gut sein möchtest, dann mach aus den Excel-Daten gleich ein bzw mehrere Diagramme. Dann muss es nicht derjenige machen, der dir helfen soll.

Wichtig ist auch immer, daß auch mal einige Etappen Vollgas dabei sind, die etwas länger als 5-7 Messwerte gehen. z.B. 2000-4000U/min Vollgas im 3. oder besser 4. Gang (Achtung hohe Geschwindigkeit, Autobahn empfehlenswert). Auch keine überflüssigen Messblöcke mitloggen, dadurch wird der Samplezyklus länger (weniger Messwerte des wichtigen Blocks pro Zeit)

Gruß
Privat

[Translating...]Genau, bitte!