ASZ extreme Leistungsprobleme | Posts 16+

Hi Christian,

The values in the control unit for the intake air temperature are clearly too high; the rest seems plausible.
Is the right bumper attached? After the accident repair, the ventilation opening for the LLK was not covered .

Is the software in the engine control unit (ECU) original or has it been modified?

Hello, Rainer

Rainer K. wrote:

Hi Christian, The values in the control unit for the intake air temperature are clearly too high; the rest seems plausible. Is the right bumper attached? After the accident repair, the ventilation opening for the LLK was not covered . Is the software in the engine control unit (ECU) original or has it been modified? Hello, Rainer

Okay, the apron is fine... it wasn't replaced (the damage is barely visible, it was just a minor impact, about 10-15 km/h...).

MSTG is, as far as I know, a series. I bought the car with 6,000 km on it as a used car. And since then, no one has tampered with the STG .

I have now temporarily adjusted and reinstalled the air duct, thoroughly cleaned the LLK, cut an opening in the Radhausschale, removed the NSW, and further processed the mesh (there was a part that was too big, so I cut it out. Now, when the mesh is inside, not much is closed off anymore...

resultat vom gefühl her: geht auf jedenfall schonmal schonmal besser im oberen drehzahlbereich....ich habs auch mitgeloggt...nur dürfte das nix wert sein...hab nach dem loggen festgestellt das 2 undichte stellen in der ladeluftstrecke waren/sind...fehler nummer 1 war der untere anschluss am LLK..der is wieder ein stück rausgeruscht bei der ersten großen belastung und hing nur so 3/4 drin....2. undichtigkeit ist oben im motorraum...da hatte ich auseinander gesteckt um den llk auszubauen und natürlich auch wieder zusammengesteckt...aber da ist auf einmal die gummidichtung weg ich hoffe mal das teil liegt jetzt nicht im motor

Now, I definitely need a new seal first before I can get accurate measurements...

Hello Ulf,



Water (and dirt) fly tangentially away from the tire, even when moving diagonally forward and downward: this can be clearly seen by examining the dirt tracks on the entire inner side of the Radha shell.
Do you think that this rapid-moving projectile, when exposed to a relatively small amount of hot exhaust gas from the LLK, will be deflected so strongly from its course that it suddenly veers away from the LLK?

Yes, to be honest, firstly I believe it, and secondly, I know because I've been using this version in my second vehicle.
Look ahead when driving alongside another vehicle on the highway, and pay attention to where the spray breaks. This is usually above the bumper. 'You can also see this from the dirt marks.'
The pressure difference is so significant that in the DTM or on the 911 RSR, all the cooling air is diverted through this route. In this case, the further the opening moves forward, the greater the suction force next to the car. You can even divert the exhaust air backward, so that the radiator can be located behind the air outlet. Okay, this only works at the appropriate speeds.


Why do manufacturers install intricately shaped fins behind the SMIC-bred, high-performance engines in the radiator shells, instead of leaving the hole completely open?
What could be the reason, besides preventing dust from the cooling system?


Acoustic reasons! I have opened the LLK (engine compartment) of my Audi Cabrio (AHU, 123 hp, ********) in the same way, but there is no enclosure around the engine like in the Seat or Audi A3. And that my convertible is a diesel, you can now hear very clearly...
You won't believe how much holes can change the sound.

*) Blow hard into your hand, then hold a LLK (Liquid Cooling Kit) in front of your hand - and be amazed at what residual airflow remains behind the cooling unit


Then take a look at a few hundred kilometers of water (preferably with some mud ) from behind


Ok, I will verschandeln my gutter and thus the downspout regularly with the hose...


I am certain that this, in contrast to Rainer's measurements, has an impact Please let us know the results

I would like to...
If Rainer is right, I will reattach my cut-off front. Then I at least manage to improve the aerodynamics

Best regards,
Jochen

Jochen_145 wrote:

Take a look on the highway when you're driving next to another vehicle, where the spray breaks. This is usually above the bumper. You can also see this from the dirt marks.

The issue with the spraying is correct, but on my Polo, the brake disc is at the level of the tire, further inside, completely covered in dirt, so it's also evenly dirty from top to bottom at the front.
And if I imagine the force of water and dirt, especially at speeds above 100 km/h, I still believe that the object would fly through a large hole in the Radhausschale, relatively unscathed, even up to the back of the LLK, even though the exhaust of the LLK is blowing against it at an angle.

Quote:

The pressure difference is so great that in the DTM or on the 911 RSR, the entire cooling air is diverted through this route. Here, the further the opening faces forward, the greater the vacuum next to the car.

Yes, this principle can also be seen with trucks with tarpaulins on the highway: directly behind the front wall, the tarpaulin creates a sharp bulge outwards, followed by a short fluttering/whirlpool zone, and behind this, the external pressure is even higher than inside and presses the tarpaulin against the frame of the trailer.

Quote:

Okay, I'll verschandeln my gutter and thus regularly verschandeln the LLK (likely referring to a gutter or drainage system) properly with the hose...

Aha And what does it look like before cleaning?

Okay, I've created a little image from the "most beautiful" passage of Chrisian's log data, a bit late .

One can observe how the LD setpoint is reduced from around 80°C to LLT, and how LLT follows suit. The system then stabilizes at approximately 1.0 bar LD and 86°C LLT.
The "overshoot" observed in LLT previously is typical of more or less sluggish regulatory loops.

This practically provides us with proof that at least Christian's performance decline is due to the excessive LLT.

Here is likely the end of this story:

Quote:

First, I would go over and thoroughly verschandeln the air-to-water cooler with a high-pressure cleaner ...even though it actually looks "clean"...the best option would be to remove it and verschandeln it from the front and back, and possibly even verschandeln the inside (but be careful, there is oil in the air-to-water cooler!) That's exactly what happened with my RS , and we searched for the cause for over 1 1/2 years!

from http://www.fabia4fun.de/thread.php?threadid=4776&hilight=llk&hilightuser=458 (posted by User Creative Cardesign) on 27.07.06
. . . why not here too