Vag-Check ersetzt Analog-LDA? | Posts 16+

@bertil

Did you install a multi-factor authentication (MFA)?

I want to build a digital LADA there. I don't have an MFA, so there should be enough space! And in terms of appearance and readability, I think it would be ideal there!

Hi Joerg,

joergs wrote:

Did you install an MFA (Multi-Factor Authentication) device?

... that's how it is! Even though I have (almost) the simplest basic equipment, the MFA series is a special model.

garth.brooks wrote:

I've heard, through rumors, that a loader of the size of a VNT15 requires approximately 20 horsepower in normal operation. (Has anyone actually calculated that?)

Hello,

I'll try a rough estimate.
The increase in temperature of the intake air (before the intercooler) reflects the amount of work that the turbocharger has performed.

According to a description from the industrial TDI AFD, the air between the turbocharger and the engine's lubrication system is approximately 130°C hot at a pressure of 0.9 bar.

Assuming an intake air temperature of 20°C and an air mass flow rate of 320 kg/h at 3400 rpm, these 320 kg per hour, or 89 grams per second, are heated by approximately 90°C.

According to an ancient table, the specific heat capacity of air is 0.84 J / (g x K).
According to this, 89 grams of air require approximately 75 joules to heat up by 1°C; therefore, 6750 joules are needed to heat it to 90°C.

All of this, happening every second, results in a "heating power" of almost 6.75 kW for the AFD charger.

Extrapolating for the 81 kW TDIs with 4000 rpm and slightly more air mass due to the increased boost pressure, the "heat output of the turbocharger" is approximately 8.5 kW, which is equivalent to 11.6 horsepower.
With a charger efficiency of 75%, approximately 15.5 horsepower is required as input power.

Now, the question is whether the increase in temperature of the intake air during the warm-up phase already reflects all of the power delivered by the charger, or whether the compression process also needs to be taken into account (I suspect not).
and whether my considerations are even correct .

... that's how it is! Although I have (almost) the simplest basic equipment, the MFA series (is just a special thing).

You're so lucky!

I have plenty of space for it. I already have all the parts lying around at home. I just need to find a quiet moment to solder everything together and install it. I think it's possible to do it neatly and achieve a clean solution! The sampling frequency of the LCD module is approximately 3 measurements per second. This should provide a fairly accurate display of the boost pressure for monitoring overshoots.
To measure the boost pressure, I will use a second pressure sensor to measure the atmospheric pressure and connect it to the LCD via a differential amplifier and a voltage divider. Let's see how and when it will work!

joergs wrote:

To measure the boost pressure, I will use a second pressure sensor to measure the atmospheric pressure, and I will connect it to the LCD via a differential amplifier and a voltage divider! Let's see how and when it will be done!

Hi Jörg,

You can tell it's the work of a digital artist .
A mechanical LDA would be much simpler to implement – perhaps not as perfectly designed, but statistically more reliable and easier to read.

But digital is, in principle, better because it's digital. Or have I misunderstood something ?

Hi,

ulf wrote:

But digital is, in principle, better because it's digital. Or have I misunderstood something

?

... I also prefer an old-fashioned pointer.

I always get frustrated with my digital multimeter and then end up reaching for the good old analog tube-based voltmeter.

Hi Jörg,

You can tell it's the work of a digital artist .
A mechanical LDA would be much simpler to implement – perhaps not as perfectly designed, but statistically more reliable and easier to read.

But digital is fundamentally better because it's digital. Or have I misunderstood something ?

hi ulf,


You're basically right about the 'digitalist' approach. However, unfortunately, none of the mechanical options fit the 'design.' A simpler, more straightforward solution would be easier to implement and more understandable! But it wouldn't really fit in with the car's overall aesthetic!

'You know, if I ever have the time and money again, I'm going to build my own onboard computer. Maybe even based on a Pocket PC. But that's just a dream for the future!'

Hi,

Quote:

Does anyone have an idea where I could implement LDA in G4 (as discreetly as possible).

Look at this.



The Golf 4 / Bora has two DIN slots in the center console. There are plenty of such bezels available for purchase, for example, at Conrad, etc. If not, you can easily make something like that yourself. Of course, how inconspicuous it is is another matter.

Just a quick note about Ulf's LoFi.
I had already guessed the meaning of the term "LoFi".
The main switch confused me. To be honest, I'm not entirely clear on its function. My radio has an on/off switch. (It's located on the left side. [/quote])

Greetings.
Thomas

Quote:

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Hi Ulf,

Quote:

Now, the question remains whether the increase in temperature of the intake air already reflects all the power consumed by the charger, or whether the compression process must also be taken into account (I suspect not). and whether my considerations are even correct.

I'm wondering if this only refers to the charger itself, or to ALL related components, such as the vacuum pump, without which the VTG adjustment wouldn't be possible. Should such "power consumers" also be included?



Greetings.
Thomas.

Thomas wrote:

I'm wondering whether this applies only to the turbocharger itself, or to ALL related components, such as the vacuum pump, without which the VTG adjustment would not be possible. Should such "power consumers" also be included?

Hi Thomas,

Theoretically, you're right, but in practice, the naturally aspirated engine will consume only a negligible amount more power than the turbocharged one.
Even if it were constantly "drawing air," the meager cross-sectional areas of the control hoses would not allow for a significant airflow, which would be necessary for optimal performance.

Hi Thomas,

Thomas wrote:

The Golf 4 / Bora actually has 2 DIN slots in the center console. There are plenty of such bezels available for purchase, for example, at Conrad, etc. If not, you can easily make something like that yourself. Of course, how inconspicuous it is is another matter.

The space is already fully occupied elsewhere.

The space is already fully booked elsewhere.



so awesome !!!! you have a real top-of-the-line machine!

joergs wrote:

so awesome!!!! You have a real high-end machine!

. . . but when the animation plays, it seems that the structural integrity of the bodywork is not exactly in the best condition - rather, it's more like a rubber box .

@ Bertil:
Or did you record that while your 1xx AXR-PS models were straining at full power against the chassis? Then that would be understandable...

@ Bertil:
Or did you record that while your 1xx AXR-PS models were straining to their full capacity on the body? Then that would be understandable...

Wasn't there something about idle vibration...?

joergs wrote:

ulf wrote: @ Bertil: Or did you record that while your 1xx AXR-PS models were straining at full power against the chassis? Then that would be understandable... Wasn't there something about idle vibration...?

. . . then I'd rather not know what's happening when it's running at full load .

Hi,

Okay, let me explain the creation of this photo series. It's not a film, but rather 8 individual photos that I took "quickly, handheld," and then assembled into a moving GIF using Corel.
The drawer mechanism is a fully manual, homemade design built from an old Quick-Out radio chassis and two drawer slides. A threaded rod and an Ermeto gas pipe serve as the axis of rotation. I plan to add a motor for opening and closing the drawer when I have the time.