Technical specifications ARL engine, 150 hp

Hello.

I am looking for the technical specifications of the ARL engine, such as... B.

Boost pressure (max/min), etc.

and practical experience regarding how much further it can be improved.

Thank you everyone.

Pilot Stefan.

Okay, then.
Here in the forum, you can find tables that list all known engine specifications, including those for the ARL and all other models.
There is also an overview of the GKB.
So, please search first; maybe that will answer your questions and familiarize you with the forum!

@MatthiasTDI96:

If I've looked correctly, the ARL is not in the table of target values...

Hello Mathias,

Unfortunately, I've already done all of that. The ARL is not included in the tables.


You can be sure that I already checked that beforehand.

If anything 'should be there,' I'm sure you'll help me with a link.

Thank you.

Pilot Stefan.

Oops, that's what you get... it doesn't actually say that.

I am ashamed.

Hopefully, the embarrassment is just the beginning.

Getting the data would be the final step!

Hello,

If you have VAG-COM, you can see the target values for things like boost pressure, injection timing, etc.

Best regards, Rainer.

Hello Rainer,

Thank you for the information.

VAG-COM shareware available.

I understand that the target values are mostly displayed by VAG-COM.
I also want to know what else can be 'extracted' or 'gained' from that.

With the installation of a P-BOX, there is now a development that I want to prevent by providing 'more headroom.'

That's why my question is about the boost pressure.

Could the boost pressure be slightly increased by potentially modifying the pressure sensor (e.g., with a resistor) without causing any immediate issues, and would the rest of the drivetrain (engine, all-wheel drive) be able to handle a further increase in power?

When logging data with VAG-Com, it's noticeable that the turbocharger boost pressure is reduced starting around 3800 RPM.

Drehz: Speed
Soll: Target/Setpoint
ist: Actual/Current
Tastverh.: Button function/Control via buttons
3738 2499 2457.0 79.3
3759 2499 2468.7 79.3
3801 2489 2480.4 80.1
3822 2489 2480.4 80.1
3864 2479 2480.4 80.1
3885 2468 2480.4 80.5
3927 2468 2480.4 81.3
3969 2458 2480.4 81.3
3990 2448 2480.4 82.1
4011 2448 2480.4 82.5
4053 2438 2480.4 82.5
4074 2428 2468.7 83.7
4116 2387 2468.7 87.3




This likely happens through the duty cycle.

Therefore, I assume that the charger is not yet experiencing any issues with overheating.

Thank you for your support.


Stefan.

Fliegerstefan wrote:

When logging data with VAG-Com, it is observed that the boost pressure is reduced starting at approximately 3800 RPM. Bitte gib den Text an, den du übersetzt haben möchtest. Therefore, I assume that there is currently no sign of the charger overheating.

That's right: ultimately, it's the decreasing target value that matters.

Yes, that's why I'm asking.

Is it possible to increase the boost pressure, for example, by 100 mbar, so that this additional 100 mbar is still present even at high engine speeds?

Or are 1.6 bar of pressure below 3800 RPM perhaps too much?

Stefan.

Fliegerstefan wrote:

Is it possible to increase the boost pressure, for example, by 100 mbar, so that even at high engine speeds, these additional 100 mbar are still present?

It's probably possible, and likely already achievable with a 10c tuning.

Quote:

Or are the 1.6 bar below 3800 RPM perhaps too much?

I don't believe the ARL charger has such limited reserves.
It's just a rough estimate...

Hello Ulf,

It's not just about the charger.

What's the point if the loader itself is durable, but the engine, the transmission, or the (Haldex clutch) fail?

Supposedly, the engine with the turbocharger already produces 175 horsepower and 370 Nm of torque.

Perhaps there's some experience to be shared regarding this. B. that the all-wheel drive can handle it.

Definitely, I don't have any slippage anywhere now, neither in the clutch nor in the wheels.

Fliegerstefan wrote:

It's not just about the charger. What's the point if the charger lasts, but the engine, the transmission, or the (Haldex (clutch)) fails.

I wouldn't be afraid of that:
Increasing boost pressure alone generally does not provide any additional power when tuning a turbocharged engine.

Thank you, Ulf.

Since you're probably the ultimate expert on C++, could you perhaps give me a little guidance regarding... Increase boost pressure.

I know where the sensor is located (likely with 4 connections, probably for temperature and pressure).

Stefan.

Fliegerstefan wrote:

Since you're probably the absolute 10 C specialist, maybe you could give me a little guidance regarding... Increase boost pressure. I know where the sensor is located (it probably has 4 connections, likely for temperature and pressure)

.
Disclaimer:
Measure the veins.
1 is likely the mass, 2 is probably the temperature signal, 3 is the pressure signal, and 4 is the 5-volt power supply.
(Please post if you know a better translation!)

2. If that's correct, connect a diode like a 1N4148 in series with the cable, with the cathode (banded end) pointing away from the sensor.

3. Connect the (temporary) LDA and perform a cautious test drive, observing the boost pressure. If everything is normal, adjust to the maximum. Feeling for pressure.

4. In case of emergency or other problems, please post again with detailed symptoms and measurements.

Hello Ulf,

is it a diode or a resistor?

How does that increase the boost pressure? Can it be influenced? Other diodes, etc.?

Regards,

Stefan.