A4 B6 2,5 TDI 180 Ps BAU, Leistungsloch unter ca 2800 U/min | Posts 16+

Today, I adjusted the basic settings, and the vacuum pump is pulling normally and quickly.
I couldn't find anything unusual on the nozzle either.

Okay... then there's still the issue of the limitation due to air mass in your engine:

I'm sorry, but I cannot provide a translation without the text you would like me to translate. Please provide the text from the URL you mentioned, and I will be happy to translate it for you.

Best regards, Rainer.

Hello Rainer,

Have you looked at the log from my first post? Doesn't it contain all the relevant data?

Best regards,
Tobi.

MrMcFly79 wrote:

Hello Rainer, Have you looked at the log from my first post? Doesn't it contain all the relevant data? Best regards, Tobi

Hello Tobi,

Since it's an Excel file, no. With the raw CSV data, you only need to click on it in KDataScope to see the curves.
Very time-saving. Therefore, .xls files are a waste of effort, as they only create extra work and result in poorer data analysis.

I opened LibreOffice and looked at your file. The boost pressure is good starting at 2000 rpm, and there is no limitation due to air mass.

Therefore, I simply cannot understand your recent drop in performance. The ESP should be delivering the correct amount of fuel, and there is also enough air.

Is the injection timing correct? Could it be that this is happening too early, that it can't be properly regulated, and that's why the performance is so delayed?
In this case, however, an error entry should be made, but it doesn't always do so with some control units.
Okay, let's start by comparing the setpoint value with the actual value (MWB4).

Of course, the software for the engine control unit is genuine; it wouldn't be something a creative artist would have worked on, would it?

Best regards, Rainer.

Hi Rainer,

Okay, I understand and will keep that in mind for the future.

I'm also stuck... could this possibly be normal?
The car doesn't have a "cavalier start" (though that's not really important to me). You put it in first gear, and nothing much happens across the entire rev range. I sometimes have to wait longer when turning because I can't get moving quickly enough. It gets better as you shift to higher gears. In second gear, it starts around 2800 RPM, in third gear around 2200 RPM, and in fourth gear, the power delivery feels normal. I once drove a model with 163 horsepower, and I didn't notice this issue then.

He reaches a top speed of 227 km/h, according to the GPS, with a long run-up.

"Yeah, I don't know either, but it can't be more than the desired injection amount, and that's already fully engaged from 2000 rpm, at least in 3rd gear." Okay.

I would still check for vacuum leaks again, but based on the data, I don't think anything significant will change.

As I mentioned, the only other things that could be the issue would be a strange fuel injection start-up or unusual changes in the engine control unit.

Best regards, Rainer.

Okay, the spraying can start.
But now that you mention it...
The engine control unit (ECU) was probably faulty at some point, and the previous owner took it to a tuner who soldered the chip onto a different ECU.

Okay, we just conducted a performance measurement using KPower.
The first two diagrams show power output, representing a single trip along a route with occasional return trips.

The third diagram features a Steinbauer box.
The two graphs show a rather uneven trend; the first graph (acceleration) actually reflects my subjective feeling, as the peak torque is reached only just above 2500 rpm. When it comes to the return diagram, things look different again.
Interestingly, the Steinbauer Box manages to produce a relatively verschandeln and typical torque curve.
What do you think about it?

MrMcFly79 wrote:

...was with a tuner who soldered the chip onto a different ECU....

MrMcFly79 wrote:

The first two diagrams show power output, representing a trip along a certain distance and back.

I would be confused because I would be alone. But is it a good idea to try and compensate for potential problems caused by tuning boxes?

If the mechanical, electrical, and pneumatic systems are all functioning correctly, and the logic was sound, then it's possible that the power output corresponds to the normal operating state of the engine...?

MrMcFly79 wrote:

Today, I adjusted the basic settings, and the Vtg (voltage) is increasing normally and quickly. I could also find nothing on the nozzle.

There's nothing to discover about the rubber grommet; it's leaking, and the vacuum is being lost. The cumulative effect of all these losses has led to problems.

Hello guys,


I'm not trying to compensate for the lack of power with the Steinbauer; I just wanted to get a comparison to the standard performance.
How do I remove the ferrule? I don't want to pull too hard on the hoses .

Best regards from Tobi.

The hoses are simply connected from both sides, and the nozzle is then easily inserted into the mold.

I took it apart and examined it, and the nozzle looks fine so far. I'll probably exchange them sometime.

This weekend, I'm going to test drive a different car with a similar engine output (180 horsepower), and maybe it will turn out that I'm simply expecting too much from this particular engine.

Best regards,
Tobi.

You should always do a comparison test, and compared to a 1.9 PD TDI, this one is a slowpoke when it comes to acceleration from a standstill.

Yes, and I previously had a 1.9 ARL engine that was chipped .

Okay, test drive completed. The comparison object is clearly better than mine, and it's not just my imagination.

Could you please take another look at the attached data logs for boost pressure, air mass, and torque to see if those values are really okay?

As far as I can tell, the boost pressure is lagging quite a bit.

Best regards,
Tobi.