Ladedrucküberschwinger 1905mbar / 1911 rpm bei ASZ (19-04-2008, 18:34) | Posts 16+

vagtuning wrote:

038 906 019 FT is already correct... Hat der Konzern gestrichen, und wurde 038 998 019, wegen diversen Problemen.

According to AKTE, this change took effect on October 1, 2003.

"As of today, the turn signal is no longer working. You can also barely hear the relay clicking, maybe for just 1-2 seconds. Additionally, the interior light has been flickering on and off intermittently while driving."
I'm starting to lose it. Could this also indicate a problem with the data set? It can't be that my system has been malfunctioning like this all along!
I was able to delete the occasional errors in memory that occurred after reverting to the standard dataset, and they haven't reappeared since.

Can the friendly person please load a new dataset with ID 038 998 019?

Thank you in advance for the answers so far!

No, there is no update that enables this, at least not for merchants.

The turn signal, however, has nothing to do with the MSG .

Hello,

Since I still had a used car warranty, I took my Audi A3 to the workshop to have the cause of the problem investigated. Eventually, they confirmed that the issue was with the VTG (variable turbo geometry).

I'm getting a new turbo tomorrow for a 10% surcharge.

Thank you very much for your help!

Hello Ulf,

Quote:

I still suspect a software problem: either an incorrect original file (I can't find a MSG 019FT anywhere in the entire record!?), or a data state that is too high. This occasionally happens as well. It's conceivable, but in my opinion rather unlikely, that there could be a selective VTG (hot) clamping mechanism within the closed range of the VTG: this could explain the large overshoots by delaying the opening, but then, in the partially open VTG range, the control system would operate normally. This can be determined with a "pulsing test": does the (warmed-up!) variable geometry turbine react sensitively to changes in control pressure even near the closed position, or only jerkily and abruptly? If so, it would mean disassembling the turbocharger, cleaning the VGT, and possibly grinding down any areas that are prone to sticking. Oder doch einen neuen Lader einbauen . . .

Seit gestern habe ich einen neuen Lader incl. VTG
A logging run of the MWB 11 at full load in 4th gear, starting around 1500 rpm, still showed the highest LD overshoot precisely at 1950 rpm. Why always exactly at 1950 rpm? This was also the case with the modified chip. I have to assume that if this problem exists with my modified chip and now also with the standard chip, it must be due to a mechanical issue?

Die Mechanik ist jedoch überprüft sowie Turbo incl. VTG and LMM are new.

OK, the overshoot is not as pronounced as it was before the turbocharger replacement. This time, it's 1.6 bar actual pressure versus a target of 1.35 bar. Can we assume that this remaining, short-lived overshoot of 0.25 bar is normal during a full-load acceleration from 1500 rpm?

What are your typical lateral dynamic (LD) overshoot values for the automatic sharpening unit (ASU) during acceleration from 1500 rpm? What is considered to be within the normal range?

PS: I have uploaded the log file for project MWB 11!

Greetings.

ASZ-Fahrer wrote:

OK, the over-boost is not as strong as it was before the turbocharger replacement; this time it's 1.6 bar ACT to 1.35 bar. Can we assume that this remaining, short over-boost of 0.25 bar is normal during a full-load acceleration from 1500 rpm?

Well, when my Polo's engine software was still new, I never saw any over-boost > 1.5 bar on the LDA, if I recall correctly.
Has the solenoid valve (which could be another potential source of mechanical jamming) already been replaced?

Quote:

Wurde das LD-Magnetventil (= potentielle weitere mechanische Klemmer-Quelle) schon getauscht?

It was checked by a technician and ruled out as the source of the problem. I can't say anything more about it!

ASZ-Fahrer wrote:

It was checked at the friendly place and ruled out as a source of error

[Mocking mode]Then that thing is definitely the cause of your problems [/Mocking mode]
It could also be due to your "outdated" MSG data ( response from vagtuning) ...

ulf wrote:

ASZ-Fahrer wrote: It was checked at the friendly place, and ruled out as a source of error [Sarcastic mode]Then that thing is definitely the cause of your problems [/Sarcastic mode]

Hello Ulf,

After the amount of work and money I had already invested, I stopped caring about the LD-MV and exchanged it. Of course, I immediately did a new logging run with the result of 1.68 bar at 1970 RPM .
I mean that all mechanical causes must now definitively be ruled out.

Quote:

Es könnte aber auch an Deinem "überholten" MSG-Datenstand liegen ( Antwort von vagtuning) . . .

How can that be if under- and over-swinging occurs with both modified and stock data sets ? I don't understand it . I'm really close to losing it ...and my wife too }.

This time, I've also included an MWB11 log with partial and full load data, where the overvoltage and undervoltage issues are not as severe as they were at full load from 1500 RPM.



I've added the new logs and graphical analysis here.
Okay, I understand. Please provide the German text you want me to translate into English. I will only provide the translation.

ASZ-Fahrer wrote:

I believe that all mechanical causes must now be definitively ruled out.

If the LD solenoid valve receives reduced external pressure due to faults in the pneumatic tubing (bends, foreign objects, etc.), the overshoots will also increase. However, this would be a rather unusual type of failure.

Quote:

Quote: Es könnte aber auch an Deinem "überholten" MSG-Datenstand liegen ( Antwort von vagtuning) . . . How can this be the case when under- and overshoots occur with both modified and stock data

? Because most (TDI) tuners don't care about the boost pressure control parameters: This means that an original tendency towards strong overshoots is simply adopted into the tuning software without modification - and is even amplified by the higher boost pressure.

...today, while replacing the LD-MV, I checked all the hoses again... unfortunately, I didn't find any kinks or anything like that.

I'm not familiar with tuning, but my tuner only needed about 5 minutes to upload a "suitable" data set for me. I assume he uses this data set for many customers, regardless of the exact original data set that came with my car.
Given the 5-minute timeframe, I find it hard to believe that he precisely modified my original dataset in a way that would have caused the problem to persist and even worsen.

I'm sure I'll misunderstand something there!
Ultimately, it can be nothing else.
It would be nice to be able to test a different MSG.

ASZ-Fahrer wrote:

My tuner took exactly 5 minutes back then to upload a "suitable" dataset. I assume that it uses this for many users, regardless of the exact dataset that I have as standard.

This doesn't necessarily have to be a low-quality feature:
Anyone who writes good tuning software with a sensible margin of safety and has already tuned a data set XY can, of course, "immediately" install that file on a new customer with the same data set – and the result will still be ten times better than if an amateur tuner fiddles around with boost pressure, timing advance, etc., for a long time, just to satisfy the performance-hungry desires of the customer.

Quote:

It would be nice to be able to test a different MSG.

With WFS customization, that would require more effort than simply flashing an improved production data state...

...I am already in the process of trying to find a suitable appointment with the "host" .

...unfortunately, not until June .

ulf wrote:

ASZ-Fahrer wrote: It was checked at the friendly store and ruled out as a source of error [Mocking mode]Then that thing is definitely the cause of your problems [/Mocking mode] Es könnte aber auch an Deinem "überholten" MSG-Datenstand liegen ( Antwort von vagtuning) . . .

...after a long break... I checked the chip tuning forum regarding my 1527 data and learned that the newer 1577 version doesn't have any engine-specific parameter changes. I even drove to a member of the forum, and we overlaid the parameter maps graphically on a computer. Also, the dataset I have is completely original!
I can now rule out the suspicion related to the dataset, and another explanation doesn't make sense either.
There must be something "hardware-related" going on!
Since I only performed a "visual inspection" of my vacuum hoses, I have now also replaced them...without success .

Despite completely replacing the hose, I'm still getting a low-pressure differential pressure overshoot of 0.2-0.3 bar.
P.S.: By the way, at "Freundlichen," 3 meters of fabric-covered 3.5mm tubing costs €50 . At the car parts store XY, it's €10 }.

What else could be possible? Please provide some suggestions.

Could it possibly be that my vacuum pump/tandem pump, check valve, vacuum reservoir, or damper is causing the problem?

Surely, there must be somewhere to find the "evil" thing.
Suspect a leak in the vacuum system of the aforementioned components?

ASZ-Fahrer wrote:

Since I only visually inspected my vacuum hoses, I also replaced them now... without success . Despite completely replacing the hose, I'm still getting a low-pressure differential pressure overshoot of 0.2-0.3 bar. What else might be possible? Please provide some tips.

Recent hardware problems can often be resolved "simply" by observing the switching speed of the VTG mechanism in the MWB11 Basic Set (or actuator diagnostics):
Does it travel from one end to the other (in both directions) in approximately 0.5 seconds?
If the process takes significantly longer when moving towards a closed state, you should look for a bottleneck or restriction in the pressure path leading to the solenoid valve.

Lastly (besides chip tuning), the only remaining option is to manually adjust the factory settings: lengthen the VGT rod, starting with a half-turn. This reliably reduces overshoot.

ulf wrote:

Last hardware problems can be resolved relatively "simply" by observing the switching speed of the VTG mechanism in the MWB11 Basic Set (or actuator diagnostics): Does it travel from one end to the other (in both directions) in approximately 0.5 seconds? Dauert es in Richtung "geschlossen" eindeutig länger, dann müßtest Du z.B. nach einem Engpaß im Außendruckweg zum Magnetventil suchen.

Hello @Ulf,
It took a little while, but I've now logged the MWB actuator diagnostics (log file attached).

...significantly faster than 0.5 seconds in both directions!

...from one measurement to the next, and by that I mean from the lowest to the highest LD value and vice versa, for example, with "LD on," I recorded values of 0.421 seconds and 0.374 seconds. In the other direction, with "LD off," I recorded values of 0.225 seconds and 0.247 seconds.

That means it will likely take a bit longer to reach a final agreement.
Please review my log .

...if that's the case, I hope I'm a little closer to finding the error!