Fehlereintrag bei stillgelegter AGR beim PD? | Posts 16+

Hm . . . Did the adaptation not work, or is the 'check engine' light still on?

Adaptation worked for both, but in one case, the error lamp in the KI immediately came on upon starting...in the other case, it didn't. I was very surprised, but I couldn't change it.

Julian wrote:

Both adaptations worked, but with one, the error lamp in the KI immediately came on upon starting...the other one did not. Was very surprised, but couldn't change it.

Were both engines the same MKB?
Is it really just the "AGR range..." error that's being logged?

Sorry, that's all.

cetano wrote:

How can I now set the maximum air mass value as described above (increase it)?

/viewtopic.php?t=3095
-> last paragraph.
Just made a small addition, but from your question, I understand that you haven't (really) read the previous version either...

Hello Ulf,

You write there:

Quote:

A rough check of the AGR function is possible using VAGCOM. Basically, in the basic settings mode, select the AGR measurement block: The AGR opens and closes in intervals of a few seconds, and the current status is displayed in one of the 4 fields. When the AGR (Exhaust Gas Recirculation) system is inactive, the air mass flow rate should be approximately 450 to 500 mg/cycle at idle for the 1.9-liter engine. When the AGR system is active, it should be approximately half of that value.

in welchem der 4 Felder (two are possible) does this one currently stand? Value? Why 2 fields with "MassAir/Rev." (The VAG Com manual is a bit short)
84%? inactive? (falsche values, due to mechanical closure)

so, it says in my second field 900 rpm 255 and in the third 416 at Ref.Zahl 32768 (Adaption),

If I increase the adaptation as described to 33638, then what should tend to change in the idle state?

The problems lie in implementing your general statements into concrete examples (numbers, examples).


I hope I'm not bothering you too much. I could tell you about a 2-stroke single-cylinder diesel engine from Junkers, built in 1931, which I have rebuilt.

cetano wrote:

in welchem der 4 Felder (two are possible) does this currently stand? Value? Why 2 fields with "MassAir/Rev." (The VAG Com manual is a bit short)

in the 2nd Field represents the target value, while the 3rd field represents the actual value.

Quote:

If I increase the adaptation as described to 33638, then what should change in the idle state? (tendentially)

The target value is increasing and thus approaching the actual value when the AGR is closed.

Hello Ulf,
I have completed the adaptation. Subsequently, the target value increased to over 300 in the idle state.
After approximately 150 km on country roads and highways, the speed limit indicator appeared in a construction zone, where I was driving at low speeds.
The millamp went out on its own after the next cold start, and I will continue to observe it.
(Regarding point 5, it appears in my German approval as D_D/OBD)
Does increasing the target value (as described above) have an impact on the performance behavior (interaction between the LMM/AGR control)?
I get the impression that the horses under the hood have become more lively. However, this could also be due to "oxygen-rich air from the helmet."
Thanks again for your tips.

With less exhaust gas flowing through the AGR (Exhaust Gas Recirculation), more goes to the turbo, which therefore revs up much faster, or doesn't drop off as much. This means it "holds the gas better". However, this doesn't affect the maximum performance under full load, as the valve is already closed.

As the amount of exhaust gas flowing through the AGR (Exhaust Gas Recirculation) decreases, more exhaust gas is available for the turbocharger, which in turn allows it to spool up much faster, or prevents it from dropping off significantly. This results in 'better throttle response'. But this doesn't affect the maximum performance under full load, as the valve is already closed.

I completely agree, I have deactivated my AGR (Also in the ASZ) for several hundred kilometers.
MIL sometimes works (despite the adaptation, which unfortunately doesn't allow for much adaptation)...

In addition to the above, I have also observed a lower consumption!

andre wrote:

[I completely agree, I have deactivated my AGR (Even in the ASZ) for several hundred kilometers. MIL sometimes works (despite the adaptation, which unfortunately doesn't allow for much adaptation)...

Hm, does the AGR error always appear in the memory (when the rule limit is exceeded)?

Hello
It's the same with Andre. The "Engine Running" light is on (with an AGR error logged), the "Cold Start" light is off (the error remains), and when driving slowly (with low air mass, therefore a lot of exhaust gas should now be recirculated), the light turns on again.

What causes the error? Which sensor (specifically, an oxygen sensor that might be measuring too much oxygen) is responsible? In my opinion, it can only be related to the pressure sensor (the only feedback for the control unit). Since there is no exhaust, and the turbo is very weak (or none), the engine switches to a naturally aspirated mode, resulting in a significant pressure drop in the intake tract, which would not be present with incoming exhaust gases. Or, alternatively, experience fluctuations or peaks in pressure.
Temp. Sensor could also be possible, Temp. difference. Exhaust / Fresh Air > Fresh air is colder than the mixture with exhaust

How is it with your ASZ, Ulf? Similar symptoms?

cetano wrote:

Hello It's the same with Andre. The "Engine Running" light is on (with an AGR error logged), the "Cold Start" light is off (the error remains), and when driving slowly (with low air mass, therefore a lot of exhaust gas should now be recirculated), the light turns on again. What causes the error? Which sensor (specifically, an oxygen sensor that might be measuring too much oxygen) is responsible? In my opinion, it can only be related to the pressure sensor (the only feedback for the control unit). Since there is no exhaust, and the turbo is very weak (or none), the engine switches to a naturally aspirated mode, resulting in a significant pressure drop in the intake tract, which would not be present with incoming exhaust gases. Or, alternatively, experience fluctuations or peaks in pressure. Temp. Sensor could also be possible, Temp. difference. Exhaust / Fresh Air > Fresh air is colder than the mixture with exhaust How is it with your ASZ, Ulf? Similar symptoms?

The error is triggered by an excessively large difference between the target and actual values for the air mass, i.e., the LMM value.

My calf hasn't shown any signs of milk production since the adaptation, but it might possibly appear during hard frost... ?

It seems our cars are somewhere apart:
Either your LMM measures more, or / and your AGR threshold is programmed lower . . .

Hi

yes, it only shows AGR error (EGR range exceeded, or something like that).
My MIL also doesn't turn off every time, but only sometimes...

My errors occur more or less independently of the ambient temperature, even at 15 degrees and 5 degrees.

How much (value) are you adapting?

andre wrote:

How much (value) are you adapting?

Okay, here is my target air mass (air mass at idle at approximately 70°C water) as input / target mass:

Minimal: 32368 / 215 mg
Tool: 32768 / 265 mg
Maximum: 33638 / 350 mg

Is the AGR value when deactivated: approximately 415 mg

Yes, that's also my value

When (at what engine condition, i.e. at idle speed, etc.) I enter the value, doesn't really matter, does it?

andre wrote:

Yes, that's also my value When (at what engine condition, i.e. at what RPM, etc.) I enter the value, doesn't really matter, does it?

As far as I know: yes.