Leistungsverlust A6 C4 2,5 TDi (AEL) Logfiles deutung.. (14-08-2006, 9:43) | Posts 16+

Ather wrote:

Now I'm really surprised... I thought the AEL was only available with Westgate chargers, or am I wrong? Does that mean I have to check which one was installed...?

Not necessarily - I just don't know what type of charger it is.
If someone else, for example, says "AEL has a wastegate turbocharger," then everything is clear .

Hi there...
Ulf,
If that's a wastegate turbocharger, what about the other one? Nothing is clear to me...
I'm surprised by the MWB 003 reading; doesn't it already indicate the duty cycle of the AGR valve?
What does the type of turbocharger reveal? When I look at the hose diagrams for wastegate and variable geometry (VTG) turbos, there are differences in the exhaust gas recirculation (EGR) valve, which is not present on wastegate turbos.
Can I automatically conclude from the MWB 003 that my case falls under VTG loading rules?

Best regards,

Ather wrote:

if that's a wastegate turbocharger, what is clear then??

That you don't have a VTG .
If the gate on the waste container gets stuck open, I don't know how much load the loader should generate at full throttle (4000 rpm).
Then it might be that the ~70 mbar are still within the normal range, but in my opinion, they are not normal for a VTG loader.

I'm curious about the MWB 003; does the duty cycle of the EGR valve not already indicate something about the type of turbocharger?
Can I automatically conclude from the MWB 003 form that a VTG loader is required in my case?

Quote:

As far as I know.

When I look at the piping diagrams for the wastegate and VTG turbocharger, there are differences, including the EGR valve, which is not present on the wastegate system.

Quote:

Incorrect: The EGR valve is simply not shown in the wastegate hose diagram because there are no connection points between the two components. VTG and AGR, for example, share the same vacuum source.

I did some reading and I'm just speculating here:
From what I'm reading in this forum, you have a wastegate. However, there are also some with aftermarket-installed variable geometry turbines (VTGs), according to what people here are saying. There's no mention of AEL models coming with VTGs from the factory...

According to Ulf, a stuck "gate" might also be a possible cause. It would definitely be quicker to check. However, the turbocharger debris shouldn't be removed, as it still rotates.

Mr. Antje,
I've also read about this in other forums, and it seems that the AEL machine has a wastegate turbocharger.
Well, the turbo whistling sound isn't happening for me; I don't hear any whistling.

Should it then switch to emergency mode at a maximum of 3000 RPM, with an appropriate error message being logged (e.g., "limit exceeded"), or is this not monitored?

@bastion
"It seems like it's getting stuck and not closing properly. In this case (see logs), it either stays open or the loader doesn't spin at all, because there's no charging pressure. Therefore, it's more likely that the "undershot" message is relevant. Apparently, the AEL (Automatic Emergency Lock) doesn't care about that..."

A gate that's supposed to swing open freely would have to be really stuck for the spring to be that strong.

Is the wastegate rod actually movable? Could it be that the pressure hose has a tear somewhere? He says he only took a quick look at the hoses. Maybe just replace the pressure hose going to the wastegate as a precaution.

Could it be that the solenoid valve is stuck open and constantly applying full pressure to the gate? Perhaps you could try swapping it with the one from the EGR system, if that's possible with your AEL engine.

Hi there,
even if there's a suspicion that I might be completely wrong:
Have you checked the connection hose to the boost pressure sensor?
It comes from the pressure hose located behind the turbocharger and is routed close to the EGR valve, all the way to the injection nozzle (behind the rear camshaft).
Sometimes, the hose connection to the intake manifold "fails," which can cause it to come into contact with the EGR pipe, which may not be completely cool.

Best regards from Berlin.
Olli.

Hello everyone,
I took a closer look at the Schleuche today, based on your recommendation.
I found a tear in the bellows near the suction nozzle, about 1-1.5 cm in size.

I temporarily sealed it with tape and then put it on the track, under the load of the loader.
It still hasn't reached the target, but the pressure has increased to a maximum of 1640 mbar.
The pressure still hasn't reached the target value, but it is present.
The duty cycle has only changed twice: once from 5.1 to 10, and once to 6.3.
Can I conclude that the regulation is effective?

I will upload the log file tomorrow.

Best regards, Ather.

I have uploaded the log file from yesterday.
Okay, I'm ready. Please provide the German text you want me to translate into English.

I patched the tear with duct tape, but I need to go to my friendly local hardware store today to get a pressure hose. Does anyone know how much those usually cost?

Greetings, Ather.

Then you should check the entire charge air ducting system for leaks. There might be other similar spots.

Can I remove it while it's installed, or do I need to disassemble everything?

Here's a translation:

"If you were to search for something here, you might find this. In short: Disconnect the charge air hose after the turbo and before the intake manifold. Buy drain pipe fittings, roughen them up (with sandpaper), and degrease the hoses (so they don't become projectiles). Install a bicycle valve in one of them and inflate the charging circuit. I believe you need to achieve and maintain approximately 1.5 bar. Usually, no pressure buildup is achieved if there's a leak."

Mr. Antje,
THANK YOU VERY MUCH!!
But in order for me to fully understand, I probably need to see the car and how you're describing it.
Disconnect the hose end from the charging port (outlet to the suction nozzle) and also disconnect the hose from the suction nozzle. Then insert short pieces of drain pipe into both ends. Install a bicycle valve in one of them. Now, does the drain pipe need to be reconnected to both the charging port and the suction nozzle? And then pump it up? Could this pressurize the entire line, or will something be lost through the charger, sensors, solenoid valves, and suction nozzle?

Ather wrote:

Okay, now we have to reconnect the drain pipe to the loader and suction port again, right? And then pump... Wouldn't that allow us to pressure test the entire line? Or could something be lost through the loader, sensors, solenoid valves, and suction port?

You are checking the airtightness of a specific part of the respiratory system, where all its components must be completely connected.
From the lambda sensor to the intake manifold, it could potentially be done in one piece, but this would likely result in pressure loss "backwards" into the crankcase ventilation system (PCV) -> therefore, the PCV connection also needs to be sealed.
Furthermore, there could be problems with hoses or similar components slipping loose during transport by air, as this area is not designed to withstand overpressure.
In all other areas, no pressure should be lost; at most, a minimal amount can be released above the loading wave.