Bin langsam am verzweifeln, Fehler 0575 Regeldifferenz | Posts 16+

Hello Malte,

Unfortunately, I can't tell you exactly where the loader is from. It has a nameplate, which I saw earlier. It cost approximately 650 Euros plus taxes. Is there a way to find that information somewhere?

Regards,

Holger.

drewsho wrote:

Hello Malte, Unfortunately, I can't tell you exactly where the loader is from. It has a nameplate, which I saw earlier. It cost approximately 650 Euros plus taxes. Is there a way to find this information somewhere? Regards, Holger

.

Hmm, but you must have bought it. What does the receipt say?

drewsho wrote:

I also disassembled the intake manifold to see if the turbocharger was running smoothly. While it could be turned easily with my finger, it wasn't like giving it a slight push and having it rotate all the way around. I have no idea how freely it should spin.

That sounds okay. A slightly doughy feel due to the oil viscosity is normal.

I don't have time to do the logs today.

@Malte

No, the workshop purchased the charger. The invoice from the workshop only stated "turbocharger." There was no indication whether it was new or refurbished.

@Ulf

"Teigig" is the correct term.

@everyone

I took some photos of the loader with my phone.

http://www.die4drews.de/IMAGE_088.jpg
http://www.die4drews.de/IMAGE_089.jpg
http://www.die4drews.de/IMAGE_090.jpg

Hello.
While I'm not much of a handyman and I might be risking some ridicule, I had something similar happen to me once.
"My car always ran well, but sometimes it would have problems in good weather, often stalling and idling roughly. One day, when I was changing the air filter, I noticed that a hose connected to the air filter housing had broken off; it was only attached to a plastic nipple. I think it's the N75 valve."
Or could it be that the path to the LLK (likely referring to a specific location or object) is leaking, or even the LLK itself?
Normally, at Volkswagen, when there's significant damage to the turbocharger, they replace the engine oil along with it.
Best regards,
Olli.

Schlüter is actually okay. They are selling refurbished loaders. They supply many suppliers/independent trading companies (like Stahlgruber, Matthies, etc.), but even that doesn't protect against faulty parts .

Hi Olli,

I have already checked the issues you described, and they can be ruled out because of the absence of the corresponding symptoms (a leak in the intercooler would cause smoke).

"Nevertheless, thank you for your tips; they're not exactly funny."

mullemaus wrote:

Schlüter is actually okay. They sell refurbished loaders. They supply many suppliers/independent trading companies (Stahlgruber, Matthies, etc.), but even that doesn't protect against faulty parts

.

Now I've also found the thread about the quality of refurbished chargers again, where this bulletin was posted.

http://www.turbolader.com/STL/Bilder/Tech042-Deutsch.pdf

Edit, I just noticed that this is actually from the Schlüter homepage .

They also state that they only supply new parts within the VNT (Variable Nozzle Turbine) range.
They seem to know why.

I was able to take a quick look at the logs.
The air mass to boost pressure ratio of around 0.40 seems okay to me (similar to what's seen in PD engines), but I don't have any reliable "okay" data specifically for AFN engines yet.
However, I'm ruling out the LMM (likely mass air flow meter) as a cause of the slow pressure buildup at the bottom end for now.

You could try disconnecting the "VAC" and "OUT" pneumatic hoses from the LD control valve and connecting them directly with a small tube: this should force the VTG to close while the engine is running (make sure to visually confirm this!).
In order for a full-throttle log to be recorded in the 4th or 5th gear with only 11 MWB, starting at approximately 1100 rpm, and immediately releasing the throttle when the LD (lambda value) exceeds about 1 bar (2 bar absolute)!

Otherwise, drive with a very light touch on the accelerator pedal as long as the intercooler piping is installed! Full throttle above approximately 1500 rpm can otherwise damage the turbocharger.

The log shows how the maximum load is built up, and from this, it may be possible to identify charger defects.
If the log is okay, then the only remaining possibilities would be a faulty LD solenoid valve, resistance issues between the MSG (Manifold Pressure Sensor) and the valve, or corrupted software on the MSG.

A sneaky scenario would be a fluctuating vacuum that intermittently causes the VTG to open wider than desired by the MSG.
To rule this out, you would need to tap into the vacuum before the pressure sensor and monitor it using a vacuum pressure sensor (setpoint with the solenoid valve bridged: approximately -0.8 bar).

Hello Ulf,

First of all, thank you to you and the others who are putting in so much effort and trying to help me.

I'll try it later this afternoon. Otherwise, I agree with you about the further troubleshooting. There aren't many more possibilities left. However, I still suspect a software issue. But that's really just a guess. Yesterday, I recorded a video of the basic settings in the MWB 11. Unfortunately, I haven't found a converter yet that can convert the format to avi or something similar. But it looked very good to me.

Quote:

Yesterday, I recorded a video of the basic setup using the MWB 11. Unfortunately, I haven't found a converter yet that can convert the format to an AVI or similar. However, it looked very good to me.

A drawback of the basic installation in MWB 11 is that it requires more force to move the VTG (Variable Turbine Geometry) under full load. Therefore, even if the VTG moves perfectly freely when idling, this does not guarantee that there are no vacuum deficiencies.

drewsho wrote:

Still, I still suspect it's a software problem.

Could there have been a tuner installed on the MSG at some point?

The software won't change on its own – but if it does, the checksums will no longer match, and the engine won't start at all.

One uncertainty remains. A few years ago, I took my car to a VW workshop because of a similar problem (limp mode in hot weather and under heavy load). Apparently, the turbocharger pressure was too high there. Since no parts were replaced during the repair, but the error was subsequently fixed and the car definitely had less power, they must have adjusted something somewhere. I just don't know where. It's now impossible to determine whether it was a software or hardware modification. If the fault is found and corrected, I will definitely take some logs and graphs of the engine hopefully running well and post them here. It would be a good idea to have a reference point in case of future errors, so you can tell what's wrong if you know how it should look.
I'm planning to leave around 5:00 PM. Around 6:00 PM, I should have the log with the stuck turbo.

Sure, here's the translation:

"Another question:"

Is the boost pressure control valve (N75) the same as the valve that controls the EGR system?
It appears that way, and some of the numbers are also the same. Could I swap those numbers around to see if it's related to the issue?

Okay, it took a little while. Here's the log with the charger fully engaged.

/viewtopic.php?p=114326#114326

I also replaced the EGR control valve and the turbocharger boost valve. However, that didn't improve anything either. I only did that after recording the data logs.

"Before the MSG went into emergency mode, the engine was running really well, just like it used to. I think the turbocharger would be delivering its boost if it were allowed to. But please take a look at the log; this is just my subjective impression."

The last recorded values indicated that the MSG was already in emergency mode, with a control rate of 94.7%.

Hmm, everything seems very strange. With the VTG fully engaged, the turbocharger is already producing pressure. However, there's still a possibility that the basic settings of the VTG are not correct when tested on the flow bench. The MSG controller is designed to ensure that the turbocharger operates within its specified tolerances.

Then it could also be related to the vacuum system, as Ulf already mentioned.

Then there's still the question of whether any modifications were made to the software or calibration maps within the modular slip controller (MSG). As I said, nothing changes on its own.
And a Volkswagen workshop definitely wouldn't perform chip tuning to fix an issue like excessive turbo boost pressure...