Neue Düsen ! Russ in unteren Drehzahlen warum ? | Posts 16+

Oh dear .
What else can I do now?

Oh dear
What else can I possibly do now?

Did you properly close the AGR (exhaust gas recirculation system), or did you just disconnect the hose?
Is there anything else we can try?

Best regards, Rudi.

I have deactivated the AGR (Abgasrückführung) as much as possible using VAGCOM.

Adaptation, Channel 3.
32786 => 33786

Best regards,
Bernd

What is the total mileage of your engine with EGR?

If the intake channels are already heavily and unevenly clogged , the carbon deposits might be coming from only 1 cylinder, which is receiving the least amount of air -> see photos in the AGR technical article.

Okay, so the ALH engine has a total mileage of 105,000 km, and it's currently running for about 5,000 km without the EGR system.

Marzocchi wrote:

So, the ALH engine has a total mileage of 105,000 km and has been running for about 5,000 km without the EGR system...

Then I'd take a look inside the intake manifold...

"It's firmly attached to the loader, so that's going to be quite difficult, right?"

Marzocchi wrote:

It's firmly attached to the loader, so that will be quite difficult, right?

No: Intake side instead of exhaust side!
-> Examples via search function

Hi,

ALH engine codes are not all the same. If this were my ALH engine, and I could measure another smoke-free ALH engine with the same injectors using VAG Com, I would log the injection quantity, injection timing, air mass, and boost pressure curves of the other ALH engine and then compare those values to the values of my own ALH engine. If the values are unexpectedly the same, then the problem is not likely to be with the control unit.
But actually, you should then know exactly what's causing the problem. Too much of this mg, or not enough boost pressure there. We'll see.

But something else. Were the ASV nozzles new or used?
How did you connect the black connector of the ASV nozzles to the brown connector of the ALH?

Greetings.
Thomas.

I have deactivated the AGR as much as possible using VAGCOM.

Adaptation, Channel 3.
32786 => 33786

Best regards, Bernd

That doesn't necessarily mean that the AGR is actually closed. Keyword: stuck EGR valve.

Um...

The AGR (Abgasrückführung) cannot be completely deactivated using VCDS (VAG-COM); it can only be reduced.

I'm not sure now whether we need to adjust the settings upwards or downwards (it's been a long time), but hopefully you've set the air mass to the lowest possible value (I think it's around 300mg/H).

Deactivation can only be achieved by using a metal plate or a hose.

However, even with the AGR (Abgasrückführung) system, it shouldn't produce excessive smoke. A brief puff of smoke when accelerating might be acceptable (because the AGR control map isn't calibrated for the ASV injectors), but with the correct pressure settings, it shouldn't smoke at all.


Sure, here is the translation of the text from German to English:

'Cu Gremlin'

Gremlin wrote:

I don't know now whether one needs to adjust upwards or downwards (it's been a long time), but hopefully you have set the air mass to the lowest possible value (IIRC around 300mg/H)

.
Hi Ralf,

The value of 32xxx must be moved to the very top.
Then the target value for the air mass also increases, meaning that less exhaust gas is mixed in to achieve that target value.

Lowest air mass value = maximum EGR rate!!

nargh...

Yes, I meant the AGR (Abgasrückführung) ratio. The target air mass is displayed on the mass airflow sensor (MAF), and it needs to reach its maximum value.
minor file association error due to excessive blood in the caffeine


Sure, here is the translation of the text from German to English:

'Cu Gremlin'

Are you sure the EGR valve is not stuck? If it's stuck and therefore can't close, which sometimes happens, it will produce smoke. Certainly, that's the case with my Volvo TD.

Hello,

Thank you for the many answers. I don't know if the AGR valve is working properly. I'll read through the articles tomorrow to see how I can figure this out.

I'll also try disabling the AGR (selective catalytic reduction) using a screw or a piece of metal.

As I mentioned, my engine doesn't smoke when the pressure is properly adjusted. However, even when fully accelerating between 1200 and 1700 RPM, a significant and clearly visible cloud of smoke remains, especially under load.

Here's a moderate image: (In reality, it's a bit stronger; you can see distinct streaks of plasma emanating from the ESD 2 - the cloud lingers briefly in the air, and people are looking somewhat bewildered).

[img][/img]http://www.mtb-news.de/forum/attachment.php?attachmentid=73985{MARKER}

The EGR valve is a relatively simple mechanical part (although quite expensive to buy new) that can be easily disassembled. This allows you to immediately see if the valve is stuck or not. You can then try to knock it out with a punch or something similar and verschandeln it to make it functional again. However, I deactivated it on my Volvo afterwards (by sealing the vacuum hose with a ball bearing) because it seems like a poorly designed component. When it opened, it produced a lot of smoke, and all I could see in the rearview mirror was black. Now, with the valve permanently closed, the engine still produces some smoke, but it's significantly better. I think the newer EGR valves are better. I have a 6-cylinder VW turbodiesel (manufactured in 1994).

Best regards from Munich, Wolf.