LMM am BMR | Posts 16+

Regarding the attachment from July 7th, 9:08 AM:
The actual pressure follows every change in 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?

I need to go get my shots.

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 would extend briefly and then retract. Unfortunately, he had it repaired at a workshop by replacing the VTG can. I don't know if they kept the old part.

... 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, please provide the text you would like me to translate from German to English.

The vacuum and VTG membrane appear to be functioning correctly.
At the very least, there was absolutely no change visible for several seconds.

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

As well as through "vacuum supply via 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 doesn't the tractor engage the VTG (variable transmission gearbox) if it cannot achieve the target pressure?
What's the point of setting a goal if he doesn't even *want* to achieve it?

Even during elasticity tests (100->140 km/h in 6th gear), he very carefully approaches the target pressure... and fiddles with the smoke limit while doing so .

Just poorly applied, I think.
Either Garrett's instruction at the time was "Let's just make sure our new product (the VC charger) works," or a team of first-year apprentices was responsible for the boost pressure control.
The VTG brake is also not applied.

"Also, my injectors are clogged again - the lambda value 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?

Bei 100 km/h und 20 Grad aussen, leerem Auto, auf ebener Landstrasse mit folgend leichter Steigung ... OK (surprised)

m;

How are there 20°C right now?
Above, it is mentioned that the temperature is 36-38°C?!

Yes, that's hilarious.

On Sunday, the temperature 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 from the sensor. This value fluctuated between 3.591 and 3.612 volts over a distance of 150 km.

Okay, if the VTG (Variable Turbine Geometry) goes into "Maximum Boost" mode, but the maximum boost pressure is not reached, I suspect...
- Leak in the turbocharger boost system (is there any hissing or whistling? Have you already driven past a concrete wall with open windows and a load?)
- Clogging in the DPF/exhaust system... what does the differential pressure at the DPF indicate?

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

Best regards, Rainer.

HI.

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



Leak:
I've recently heard and fixed two rattles in a VW Touran.
That's definitely not what he sounds like.
At most, I hear a rushing sound, which could be due to the 1.5 bar overpressure in the system.
Leak test pending.

It's strange that he usually adjusts the pressure and manages to do it.
When accelerating, be very, very gentle (avoid oversteering at all costs), and while driving at 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... Load unknown

Please provide the text you would like me to translate from German to English.
Fit while 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. That's perfectly fine.

Does the control unit have a basic setting mode in measurement block 10 or 11?
The entire VTG (Variable Turbine Geometry) opens and closes, allowing you to observe whether 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 sender.

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 the 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 shorten the rotation by 1-2 turns would be 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 seems like an extremely cautious approach, like "don't overdo it." Other TDIs close the VTG (variable turbine geometry) when there's good pressure; you can always open it again if needed.

m;

EDIT My colleague at BMR in Frankfurt just bricked his VCDS tablet with win10 ; otherwise, I could compare more, even though it has a DSG.

Quote:

The basic settings work and the rod moves.

Yes, but you can press the adjustment lever with your finger and see if the adjustment actually goes all the way to the stop. The loader won't get stuck.

There's nothing stopping you from directly applying vacuum to the calibration chamber or from simply looking inside 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), and this can vary considerably.

Best regards, Rainer.

There was something about that: https://community.dieselschrauber.org/en/viewtopic.php?t=26423&highlight=bmr