Extreme Russians at ASZ Motor

Good morning!

My 130hp ASZ engine in my Golf (manufactured in December 2001, 60,000 km) has been acting up lately.
I had a front-end collision with the car, but it has been repaired.

Regarding the error:

When I accelerate from lower RPMs, the car makes a very noticeable 'rushting' sound starting from the moment the turbo kicks in, which is roughly around 1800 RPM.
At higher RPMs (approximately 2500 RPM), the engine starts to misfire.
The Russian driver is so aggressive that cars following behind immediately increase the distance and start using their headlights repeatedly.
If I accelerate gently, there's no sputtering.
It almost doesn't make any noise, for example, when running at 2200 RPM or higher. Go all out.
The previous top speed is no longer reached; I am now 15 km/h below that.
The fuel consumption has increased by approximately 0.5 liters, but that could also be due to the winter tires.

The car has been chipped, and the EGR valve has been disabled using a screw.
It has a mushroom air filter, and the diesel filter was replaced 10,000 km ago.


A friend performed a diagnosis using VAG Com and didn't find any errors.
Unfortunately, I cannot provide more specific information at this time, but I can retrieve and post certain data blocks if requested.

I understand that this is not very useful information, but that's all I have for now.
Perhaps the professionals already suspect something?


My friend has the 130 horsepower engine in his Audi A4 (year 2003).
Is the same LMM (mass airflow sensor) installed there as in my car, or can I install one there to test it?


Thank you for your help!

Well...

I would first check the tires and coolant level (due to front-end damage!), and then continue with the chip.

and either reactivate the AGR for troubleshooting or securely shut it down.

CU Gremlin.

Jay_Dee wrote:

The car had a front-end damage, but it has been repaired. When I accelerate from lower RPMs, the car makes a very loud rushing noise starting from the moment the turbocharger noticeably kicks in, which is approximately around 1800 RPM.

Has this been happening since the accident or repair? -> see Gremlins' response.

Or since the chipping? -> Kick the tuner in the ass.

Or, if the mushroom filter has been installed, revert to the original factory settings.

@Gremlin:
We already know that the "sport" setting can reduce the mass airflow (MAF) value by altering the airflow profile.

Do you also think it's possible that the opposite could happen, i.e., a kind of flow accumulation at the sensor plate, which could lead to excessively high readings and, consequently, bypass the soot limit even when the boost pressure is not yet fully reached?

Quote:

My friend drives the 130 horsepower engine in the Audi A4 (year 2003). Is the same LMM (mass airflow sensor) installed there as in my car, or can I install it to test it?

Compare part numbers on the mass airflow sensor!
The LMM (likely referring to a mass airflow sensor) for the 96kW engine is, as far as I know, electrically compatible -> a swap should be possible.

Do you also think that the reverse is possible, i.e., a kind of flow accumulation at the sensor plate, which could lead to excessively high readings and thus bypass the soot limit even before the turbocharger reaches full boost pressure?


Sure.

The LMM measures in the side stream. Both scenarios are possible in that context.

CU Gremlin.

Gremlin wrote:

The LMM measures in the side stream.

Both scenarios are conceivable...
Aha, another argument against the "sports" filter -> I will add this to the expert article.

So, the intercooler system has already been checked for leaks, and it appears to be sealed.
Do you have any tips on how to properly test them?
The bumper will probably need to be removed again soon anyway.

The issue with the Russian [item/product] became apparent to me shortly after the repair.
I have to mention that during the repair, a Supersprint downpipe with a catalytic converter replacement was also installed.
While I've heard this is often due to an increased number of Russian users, it's particularly severe in my case.
When you are approached at a traffic light, the fun stops .

I've also been using the mushroom filter for over a year.
The tuning was also performed a year ago.
He has only shown signs of being upset so far when someone has completely overstepped the mark, but that wasn't really remarkable, as I have often been confirmed (the Russians, of course ).
Around 4000 RPM, it started to make a rattling noise, which was clearly visible on the test bench. From that point on, the performance curve did not continue to increase, but remained constant.


I had a power test done in September, and it showed 180 horsepower and 310 Nm of torque.
Since the test bench and the testing equipment were very new, I assumed that the values might not be accurate (especially the 310 Nm). VAG Com says >410 Nm.
According to the report, the car was traveling on the highway. Speedometer: 245-250 km/h.
Since the repair, it suddenly stops working at 230 km/h.
These values are just guidelines; I know myself that the speedometers are not accurate!


I'll reconnect the AGR (automatic gearbox) right away and will report back this evening after I've driven the 600 kilometers to Bonn.


Oh, so the Russian character also appears in a completely cold state, I tested that just now.



Could it also be related to the VTG adjustment?
Within the speed range I described, there seems to be insufficient boost pressure, or possibly too much diesel being injected (but why would that suddenly change...? Hmm, could it be faulty common rail injectors?).
I have never cleaned the LMM before. The filter isn't exactly good for that device either.
I think I'll probably install the original airbox again.



See you later...

HI,

Leaky charge air cooler!

Carefully examine the length of the hoses to see if you notice any oil stains. The outside of the hoses should be clean; if not, check the area for any leaks. Normally, even at idle, enough air comes out of the small holes to be noticeable. When you give it more gas, it becomes even more apparent (from my own experience...).

Also, please also take a look at the areas where the plastic parts transition into the liquid crystal material. At least with the 6K, it's very fragile and essentially a designed weak point.

Before addressing the issue, I would NOT recommend driving another 600 km on the highway with a heavy load, as you could damage the turbo!

Best regards,

Jan.

Hi,

Okay, so if he develops another Polish model in addition to the Russian one, sell it immediately. Best in the Eastern Bloc .

Okay, putting the jokes aside, based on the information available from expert articles and posts, the probability of a leak in the charge air cooler system is quite high. Your chip will increase the boost pressure, which will significantly stress the piping and the charge air cooler beyond its standard operating level. Furthermore, the entire facial expression had already been excessively strained during the frontal crash.

The ASZ (presumably a service center or similar) is aware that the couplings on the hose between the coolant pressure pipe and the AGR inlet are quite prone to failure. In addition to the locations already mentioned by Jan, be sure to check these as well. Depending on the year of manufacture, there are connector couplings installed that must click audibly into place when they are disconnected and reconnected. It is normal for them to have some play, but they must be tight. VW recommends checking these couplings first if there are complaints about excessive soot, and reattaching them. If necessary, replace the hose if the couplings cannot be sealed properly.

Roger wrote:

According to current findings from expert articles and contributions, the probability of a leak in the charge air system is quite high.

"Half agreement" *gg*

What makes me suspicious is the "selective soot" occurring only between 1800 and 2200 rpm.
-> Why should only so little air be lost through a leak at 2200 rpm that the soot stops ?
The boost pressure is not yet being reduced there (usually).

It seems more plausible to me that the problem is related to the tuning, specifically that the soot reduction is too high, somewhere between 1800 and 2200 rpm.

The resulting soot effect may be further intensified by an increase in the mass airflow rate (MAF) due to the mushroom-shaped component (see above) and/or a leak in the intake manifold/charge air cooler area.

I've also been thinking about those sleeping bags.
They're quite loosely connected.
The hose located directly below the turbo is oil-stained.
Not a small amount, but that was also the case when I bought the car two years ago with 15,000 km on the odometer.
The mechanic who fixed my car said he had to drain almost a cup of oil from the LLK.
I cannot report any remarkable oil consumption. (Less than 0.1 liters per 1000 kilometers).

I don't think it's a good idea to simply replace the hoses based on suspicion, as they are supposedly very expensive.



As Ulf already mentioned, why does it only occur within this specific RPM range?
The tuner said that my VTG (Variable Turbine Geometry) rod might be a bit too long, which means the turbocharger's overboost protection system can't directly intervene.
That's roughly how I understood it.
I don't want to bring anyone into disrepute .


Why would a mole only become noticeable now?
I would have noticed that earlier.
The tuner has also modified other vehicles with the same engine, and neither have the Russians.

Recently, during a test drive, he noticed that the car had very poor acceleration at low speeds, and the turbo then kicked in very noticeably.
I can confirm that; it always delivers a real punch.
I just thought that was normal. You get used to quite a few things .

As I said, it only produces significant power when the turbocharger noticeably builds up boost.
When this pressure builds up, it seems to stop.


What else comes to mind:
A few months ago, the following happened to me twice:
The car wouldn't accelerate on the highway, and the engine speed was slowly decreasing, despite being at full throttle, at approximately 130 km/h.
A restart immediately resolved the issue.
Previously, I had felt about two times a very slight jerk, as if the non-existent ignition were about to momentarily cut out .



If I weren't dependent on the car, I would even find the situation amusing.
It seems to be a rather uncommon error.

Check the connection to the intake manifold for the turbocharger, just before the EGR valve. Mine was installed crooked from the factory, so it was only clipped on one side. The oil leak that was dripping out was always landing directly on the red hose right behind the turbo, which is why my initial search focused on that area. However, when I removed the cover, I saw...

@matthias:

Do you mean the horizontal 90-degree bend in the pressure pipe that directs the flow to the right, into the AGR fitting? Does the connector not only latch on one side (the top)?

@roger

Yes, that part. It's secured with a metal clamp. It's like a U-shaped metal bracket that prevents the hose from slipping out on both sides. It was very noticeable on me, as it was clearly crooked.

Jay_Dee wrote:

What else comes to mind: A few months ago, the following happened to me twice: The car wouldn't accelerate on the highway, and the engine speed was slowly decreasing, despite being at full throttle, at approximately 130 km/h. A restart provided immediate relief.

I experienced something similar with my 1Z a few years ago for a while. I investigated the behavior more closely at that time. It always occurred after more than 7 seconds of full power. The engine then switched to a kind of emergency mode with significantly less power. Again, it would stop around 120 km/h. A short burst of acceleration, meaning briefly releasing the accelerator and then pressing it again, would restore the engine's full power. Over time - during the troubleshooting phase - I developed the habit of briefly releasing the accelerator pedal for 6 seconds and then pressing it again to prevent a loss of power.

Back then, I suspected a faulty wastegate. However, it turned out to be a defective mass airflow sensor that was constantly "telling" the engine control unit that there wasn't enough air in the intake manifold. As a result, the turbocharger generated maximum boost pressure until a safety program prevented it from self-destructing. That's at least how the mechanic explained it to me. After replacing the mass airflow sensor, everything was fine again. By the way, there was also a significant amount of oil in the hose between the turbocharger and the intercooler back then. It also quite surprised the master, but it hardly needs any oil, and otherwise, there are no problems .

Okay, I've arrived safely in Bonn.
He barely used any wax on his skis.

Just a thought.
Would a clogged air filter cause an error like that?

At the moment when the boost pressure is increasing, the amount of fuel injected is also increased.
However, not enough air is getting into the turbocharger because the filter is clogged.
If the boost pressure is very high, the turbocharger 'forces' the air it needs to flow in.

Perhaps a possible solution?

Okay, so let's put the original filter back in and test it.


Greetings from the Rhineland...

I'm 100% sure the problem is with the origin. The file may not appear because the boost pressure is not high enough.
I always test for leaks like this by doing the following:
Remove the drain hose from the charging port, attach a stopper with a valve (like a tire valve), connect a hose to the intake manifold, and seal it. Then inflate with a pressure of approximately 2 bar, and listen carefully to where the air is escaping!
'I had a similar problem a while ago with an Audi S4 that I had chipped. Suddenly, the car performed worse than it did stock. The problem was caused by a hose that had been cut by the hose clamp, and it only became apparent when the boost pressure increased.' With Ori., the car was working perfectly again. However, the problem was still present and was only discovered using the pressure testing method!

Best regards,