A5 2.7TDI schlechte Leistung bzw. Beschleunigung LMM /AGR? | Posts 16+

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Quantity/momentary limit also again from "10010000"

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Where do you see a quantity limitation there?

It is either expressed in mg/H or Nm as the unit of measurement.

Customer account: Because you simply aren't reading correctly... As you can see in your Screenshot below, it is not your "dieselschrauber" username. You have simply created a new, empty account with a different email address.

Last time, it looked like this:
Lambda sensor electronics Bit0 = 11001000

Label file.
xxxxxxx1 - Full-load control: on/off.
xxxxxx1x - Full load.
xxxxx1xx - Regelabweichung negativ,d.h. Mixture is too fatty.
xxxx1xxx - System error.
xxx1xxxx - Oxygen sensor signal invalid or no correction achieved through lambda sensor adaptation.
xx1xxxxx - Motor in starting condition.
x1xxxxxx - Instantaneous limit or quantity limit active
1xxxxxxx - Exhaust gas aftertreatment regeneration.

However, this bit is only relevant for specific operating or error states. A limitation, for example, based on the torque of the transmission, always takes place.

I'm going to check the limits in the advanced diagnostic blocks for a 2.0 CR TDI engine. While this might not be a perfect match for your specific engine, the names of the individual parameters will likely be quite similar.

Okay, thank you.

I've also looked again, and I have the following options to choose from:

- Accelerator pedal limiter.
- Limit smoke.
- Torque limitation.
- Clutch protection limiting moment.
- Limiting moment for gearbox control.
- Limiting factor
-GRA limit moment
- Torque limitation

The thing about the account now makes sense, thank you.

I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.

When logging data in the advanced measurement blocks, not only use the "Turbo" button, but also check the box next to "Group". This will significantly increase the sampling rate.

Okay, you've already found some values above. You don't need to log static values; also, check if there are any limitations due to exhaust temperature or something similar.

Best regards, Rainer.

What do you actually think about the value of 842 degrees before the turbocharger, considering that there isn't even a temperature sensor for that area on this engine?
Shouldn't that value be programmed out?

To be honest, I can hardly imagine why there wouldn't be a temperature sensor in this location... it would be worth checking. In any case, the BRE and CFFB engines have this temperature sensor, although they are also 2.0 TDI models.

"Incidentally, at temperatures around 820°C, the BRE already reduces the moment. What does the corresponding multiplication factor in the extended measurement blocks indicate? A value of 1.0 is acceptable; values less than 1.0 reduce the corresponding moments."

The CGKA really doesn't have a temperature sensor!
I had already gotten a new one because I thought the sensor was defective.
"Unlike the 3.0 version, there isn't a threaded hole where it's supposed to be screwed in; the spot is actually present, but it's completely filled with material."
I'm surprised that the maximum value is still being displayed.

Here are 3 new log files with proper grouping and reasonable timestamps.
I can only see that the boost pressure and air mass are still significantly below the target values.
I just tried a lambda sensor from a 2.0 engine as well = similar values and performance...

CGKA = 400 Nm in the range of 1400 rpm to 3250 rpm.
Until approximately 1700 rpm, the smoke limitation slightly restricts the torque output. Beyond that point, values of up to 450 Nm can be achieved.
The turbocharger pressure lags behind until approximately 2000 RPM.
The air mass measurement is strange; it's always showing a value of 1200 mg/hub. Did you perhaps get an incorrect reading? Also, the target value should change, at least where the engine speed is being reduced.
Check if you can find a channel that displays the setpoint value there.
hg
Herbert.

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Die Luftmassenmessung ist merkwürdig, immer 1200 mg/Hub Soll. Hast Du da den falschen Meßwert erwischt? Auch der Sollwert müßte sich verändern, zumindest da wo die Drehzahl zurückgenommen wird.

Hello Herbert,
"It's this specific air mass that's causing my problem; the control unit is outputting the maximum value of 1200 mg, and there's no proper regulation happening under full load."

I had the engine running at full power and with excellent torque for a whole two weeks after the last adjustment.
On Friday, it was still working perfectly, but then the car sat idle over the weekend, and on Monday, the problem reappeared.
The channel is definitely the right one; there are only two options!


Ich weiß auch nicht mehr weiter...

Is there still any point in logging anything to help narrow down the problem?

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und es findet unter Volllast keine richtige Regelung statt.

"Under full load, no adjustment occurs. I am not aware of any current VAG TDI engine where this would be the case at this point in time. Block 311 - Field 0, actual air mass (mg/stroke = mg/H) seems realistic."

As long as there is no obstruction due to air mass or smoke, the engine receives enough combustion air.

According to your logs, there is no significant performance degradation caused by a limiting factor, and the average injection quantities confirm this as well.

If the engine is not performing as expected ("190PS"), log the lambda value under full load. The following value should be approximately: λ = (Actual air mass (mg/H) at full load / Average fuel injection amount (mg/H) at full load) / 14.5.
Perhaps your fuel injectors are clogged with carbon deposits, as is common in many 2.0 TDI engines equipped with Siemens/Continental PPD injection systems. However, if that were the case, the vehicle would always exhibit a noticeable loss of power.

Best regards, Rainer.

Hi there,

When it was still running properly, the air mass would regulate itself under full load.
Should be between 1100 and 1200 mg.
Sometimes the target value was higher, then it would revert to the actual value, and so on...
I've only experienced this with diesel engines, whether they are 2.0 or 2.7 liters.

I just removed the air filter and intake manifold, and while I was at it, I also gave a wiggle to the compressor wheel (shaft) of the turbocharger.
Okay, so I think there's already a suspicious amount of play in the shaft for a new turbocharger, and you can also see some slight signs of wear, but the blades still look okay.

The injectors are mostly showing negative values; the measurement range 1 shows a maximum of -27 ms, and range 2 shows a maximum of -9 ms.

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I've only experienced this with diesel engines, whether it's a 2.0 or a 2.7

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Well, if you don't know any better, but here in countless topics you are told the opposite and I even wrote it myself... I suggest a little more critical thinking and self-reflection. Uncritical parroting may be the EU zeitgeist and very "in," but you don't have to go along with every piece of nonsense.

Unfortunately, you did not address the parameters I mentioned or the lambda value, which leads me to suspect that you are either bored or need someone to talk to.

"As mentioned in the previous post, logging air mass, average fuel injection volume, and lambda has already been discussed. I'm putting it out there, perhaps provocatively, that you haven't done this because you already know what the results will be, namely that everything is fine."

I am open to reasonable arguments and real problems. Do something with this information, or feel free to talk to yourself in the future.

Hello?

What kind of statements are these?
Have I done something to you?

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Ja mei, wenn Du es nicht besser weisst Dir aber hier in zahllosen Themen das Gegenteil erzählt wird und ich es auch noch extra schrieb... rate zu etwas mehr kritischem Nachdenken und Selbstrefllektion. Unreflektiertes Nachplappern ist zwar EU-Zeitgeist und stark "in", aber man muss ja nicht jeden Müll mitmachen.

I'm only going to recount what I personally witnessed; I won't parrot anything else.

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Auf die von mir genannten Parameter und den Lambdamesswertwert bist Du leider nicht eingegangen, so dass sich für mich der Verdacht aufdrängt, Dir ist langweilig oder Du benötigst jemanden zum Reden.

I'll do that as soon as the box is reassembled.
I certainly won't be bored, and I can think of much better things to do than constantly dealing with this.

"As mentioned in the previous post, logging air mass, average fuel injection volume, and lambda has already been discussed. I'm putting it out there, perhaps provocatively, that you haven't done this because you already know what the results will be, namely that everything is fine."

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I am open to reasonable arguments and real problems. Do something with it, or have conversations with yourself in the future.

The sentence says it all; just stay out of my problem if I'm bothering you.

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Der Satz sagt alles, halt dich doch einfach raus aus meinem Problem, wenn ich dich nerve...

Perhaps you didn't understand my statement: If you provide reasonable arguments and logs related to a real problem, I am happy to help.

I don't need your permission to exclude you from certain topics. You need my permission to be able to write here. I won't allow my forum to be filled with meaningless chatter, and there is no one here who is a "jester" for people who are bored.

This is the final request for the log mentioned above.

And if your engine is already disassembled, please send me some pictures of the exhaust manifold.