LMM am BMR | Posts 16+

Regarding the attachment from July 7th, 9:08 AM:
The actual pressure follows every fluctuation of the desired pressure, but is shifted downwards by approximately 150 mbar.
That shows me that he doesn't WANT to adjust the target pressure, because if he did, the control system would be at its limit, and the actual pressure would form a smoother line.

Matthias,

"exactly" like that?
So, everything was well-regulated, and then suddenly, this kind of malfunction?

Then I need to go get vaccinated.

Where exactly was your acquaintance leaking?


EDIT: I'm going to try logging in with 011 043 074 today.


greetings
m;

Very similar, but certainly not identical.

The membrane inside the VTG can was likely the cause of the leak. When the syringe was used, the rod extended briefly and then retracted. Unfortunately, he had it repaired at a workshop by replacing the VTG can. I don't know if he took the old part with him.

... aaaa

That wouldn't be nice.

Because, unlike the constantly leaky Borg-Warner turbocharger in the CBAB engine, to the best of my knowledge, there are no individual wastegates available for my Garrett turbocharger.

m;

EDIT:
Damn, 1950 rpm wasn't the 140 km/h speed... it was probably the construction site speed, closer to 100 km/h.
EDIT2: No, it was GRA 109 km/h.

Okay.

The vacuum and VTG membrane appear to be okay.
At the very least, there was NO change whatsoever for several seconds.

I tested it directly at the VTG and observed MWB 043.
Unfortunately, I only managed to achieve 20-40% of the desired 043.2 result with just two 50ml syringes.

As observed via "vacuum supply through the throttle valve" and then through 043 reactions.

m;

After driving 150 km and spending 1.5 hours logging data, I'm a little wiser.

HE DOESN'T WANT TO - even though he could.

The permanent set is lower than the actual position, and this occurs with a 7% deviation from the target value, which represents the measured displacement.

Why isn't the tractor engaging the VTG (variable transmission) if it can't reach the target pressure?
What's the point of setting a target if he doesn't even *want* to achieve it?

"Even with acceleration tests (from 100 to 140 km/h in 6th gear)." While adjusting the pressure , he very, very carefully approaches the target pressure, and in the process, he's messing with the smoke threshold.

I just think it's badly applied.
Either Garrett's instruction at the time was "Let's just make sure our new product (the VC turbocharger) works," or the boost pressure control system was designed by a team of first-year apprentices.
The VTG brake is also not applied.

"Also, my injectors are clogged again - the Lambda reading is 1.3 at 3500-3800 RPM in the 4th gear."

Log and image to follow...

dieselmartin wrote:

... and fiddles with the smoke limit

. Thermal protection, really just to build up the boost pressure that is absolutely necessary.

Thermal protection?

At 100 km/h and an outside temperature of 20 degrees Celsius, with an empty car, on a flat country road with a slight incline... OK (surprised)

m;

How are there 20°C now?
"Further up, it mentions a temperature of 36-38°C?!"

Yes, that's hilarious.

On Sunday, it was 36-38 degrees... that's when I noticed it.

Today, with a temperature of 20 degrees, driving the route in the opposite direction... again, that fear of overboost.
This time, I didn't just log the PWM signal from the N75 (011), but also the actual position of the VTG (043).

The position of the VTG can vary from 15% to 85%.
In this process, the full range, which represents 85%, is constantly (?) stored as a voltage value by the sensor. It fluctuated between 3.591 and 3.612 volts over a distance of 150 km.

Okay, if the VTG (Variable Turbine Geometry) goes into "Max. Boost Pressure" mode, but the maximum boost pressure isn't reached, I suspect...
- Leak in the boost pressure system (is there any hissing or whistling sound?). Have you ever driven past a concrete wall with open windows and a truck parked alongside it?
- Clogged DPF/exhaust system... what does the differential pressure across the DPF indicate?

What are the ambient air pressure and boost pressure readings when the engine is stationary (turned off)?

Best regards, Rainer.

HI

The VTG is not being tightened COMPLETELY, which surprises me.
85% would be the actual value, but the STG keeps it fluctuating around 78-82%.



Leak:
I've recently heard and repaired two rattles in a BRU Touran.
That's definitely not what he sounds like.
At most, I hear a rushing sound, which can be normal given the 1.5 bar overpressure in the system.
Leak test pending.

It's strange, though, because he usually adjusts the pressure and manages to get it right.
When accelerating, be extremely gentle (never allow any overshooting), and while maintaining a constant speed, occasionally accept slightly lower pressure (though this is rare).


Stuffing:
According to MSTG, the DPF should contain 46 grams of material.
403 mbar @ 4000 rpm (Damn... Loading unknown

Please provide the text you would like me to translate from German to English.
Fit when stationary.


Today, I climbed the hill again, the same one where I "got stuck" last Sunday at 36 degrees Celsius, but this time it was a much more pleasant 20 degrees.

Does the basic setting mode for the control unit appear in measurement block 10 or 11?
The entire valve travel gear (VTG) opens and closes completely, and you can check to see if the adjustment rod is functioning as it should.

Best regards, Rainer.

The basic settings work, and the rod moves.
Unfortunately, I can't see the MWB 043 value, which represents the value of the transmitting device.

However, in other situations, he sets the N75 to 85%, and in those cases, it definitely results in 85% of the material being diverted to VTG.

It detaches quite easily at approximately 72% N75 strain.

If I knew how much of human behavior is governed by rules and how much by taxes, I would say that trying to rotate the dial 1-2 clicks shorter is worth a shot.
At ASV, I had experimented with that enough at the time... but it wasn't as widely used as the BMR.

To me, it all seems like extremely cautious tuning, with the motto "don't overdo it." Other TDIs close the VTG (variable turbine geometry) to prevent overboost; if it's not enough, you can always open it again.

m;

EDIT: My colleague at the BMR location in Frankfurt just bricked his VCDS tablet with Windows 10 ; otherwise, I could do more comparisons, even though it has a DSG.

Quote:

Basic settings work and the rod moves.

Yes, but you can press the adjustment lever with your finger and see if the adjustment actually reaches the limit. The loader doesn't bite.

There's nothing stopping you from directly applying vacuum to the calibration chamber or from simply looking with your finger to see what the sensor in the measurement block 43 is displaying.

During operation, depending on the operating point and load conditions, the duty cycle does not necessarily have to go to its limits (immediately); this can vary significantly.

Best regards, Rainer.

[Translating...]

Da war doch mal was: https://community.dieselschrauber.org/en/viewtopic.php?t=26423&highlight=bmr