getunter 1Z - Beschleunigungslöcher | Posts 16+

faz wrote:

I could already measure the initial voltage, no problem. If you can wait until September 11th. I still have to take a few more exams.

Okay, no problem.

faz wrote:

But I think that pressures of 1.2 bar should, in principle, already work.

We wouldn't necessarily have to go that far to help the 1Z quit smoking. The AFN also only has a 0.95 rate, if I'm not mistaken. And I definitely wouldn't want to subject the 1Z to anything more than 85 kW on a permanent basis.

Edit:
Just read Ulf's article: /viewtopic.php?t=6593
"At 1Z, it is therefore very important to improve the very tight air inlet to the LLK."
I don't have the exact details about the vacuum nozzle in mind.

@everyone
Regarding signal measurements:
I have attached 2 banana plugs to one side and a crocodile clip to one wire and a needle to the other wire. The needle is then inserted into the wires when the rubber is pushed back, and the crocodile clip is attached to a good ground somewhere. This allows for wonderful measurements to be taken.
If you then gently squeeze the wire with pliers and heat it with a lighter, you'll hardly see the hole anymore!!

According to the repair manual, checking the turbocharger pressure, for the Audi B4 1Z, should result in a value of 3. Speed, at 3000 RPM, should be between 1.650 and 1.920 bar absolute.

According to repair guide A4 B5, the value for 1Z, AFF, AHU should be between 1.800 and 2.050 bar.

And for the AFN from 1850 to 2200 mbar.

So siehts bzw. sollte es "offiziell" aussehen.

and you want to install the Motorola pressure sensor into the original casing of the charging pump, and adapt it?

I'd be interested in:

So, the Motorola pressure sensor provides an output voltage, linearly proportional to the applied pressure. How do you want to adjust the slope of the curve to match the Bosch sensor?
And how should the control unit then deal with the reported higher boost pressures? Good, software customization.
What's the actual difference between the 200 kPa and 250 kPa sensors? There must be some reason why the original boost pressure sensor also measures overshoots, and these values often exceed 200 kPa. Is it perhaps simply that the accuracy in this area is too poor?
Another suggestion: What about 250 kPa sensors from BOSCH? They exist too. Maybe (I don't know) they would be less to adjust. In my family's car, a 1998 model with AFN engine, there is a 250 kPa - intake manifold pressure sensor from Bosch.

I've generally heard about some modifications involving the intake manifold pressure sensor, specifically changes from 200 to 250, or even 300 kPa. What exactly is involved in these modifications? Simply remove the sensor and install a different calibration in the control unit?

Quote:

In the 1Z, it would therefore be very important to improve the very tight air intake to the LLK. I don't have the exact details about the vacuum nozzle in mind.

How do you want to do it?

I have the 1.Z engine in my Golf 3, and you can't get such a nice, verschandeln cut like with Ulf's 9N.

The mesh is open, and the air duct between the bumper and the LLK (presumably a specific component) is well-shaped and airtight (with extra soft ends for good sealing).

Any modification would require a new (==modified) air intake and could only be done with larger cuts in the bumper.

m;

@faz:
That's different from what you think.
The original and the Motorola sensor each have 3 connections: ground, +5V, and an output. The output voltage changes with the charging pressure. Serial sensor: 5V at 200kPa; on the Motorola sensor, 5V at 250kPa. When the measurement range is exceeded, only 5V is output. => This is the problem!!!
Adjusting the characteristic curve works with an OPV circuit (multiplier, and optionally, an adder for the offset).
This is equivalent to using a resistor, but the original one doesn't work because of the measurement range.
Another possibility is to further customize the software, but this is more time-consuming.
However, this only works if the original line is linear, which I assume is the case.
The effort required for the Bosch sensor should ideally be the same. However, the Motorola is much cheaper and is also specifically designed for this purpose.

@dieselmartin:
You're comparing apples and oranges
Have you ever seen the air intake on a 1.2L Audi 80? There's an air channel behind the bumper that goes down and becomes so narrow that you can't even see the LLK!!

@ Wolfi

Therefore, I specifically mentioned that I have an apple-1Z

m;

wolfi_b wrote:

@faz: That's different from what you think. The original and the Motorola sensor each have 3 connections: ground, +5V, and an output. The output voltage changes with the charging pressure. Serial sensor: 5V at 200kPa; on the Motorola sensor, 5V at 250kPa. When the measurement range is exceeded, only 5V is output. => This is the problem!!! Adjusting the characteristic curve works with an OPV circuit (multiplier, and optionally, an adder for the offset). This is equivalent to using a resistor, but the original one doesn't work because of the measurement range. Another possibility is to further customize the software, but this is more time-consuming. However, this only works if the original line is linear, which I assume is the case. The effort required for the Bosch sensor should ideally be the same. However, the Motorola is much cheaper and is also specifically designed for this purpose. @dieselmartin: You're comparing apples and oranges Have you ever seen the air intake on a 1.2L Audi 80? There's an air channel behind the bumper that goes down and becomes so narrow that you can't even see the LLK!!

hm, so, if the initial voltage is 5V, that's obviously terrible... no room for error.
Okay, let's skip that for now. Or, is there anyone in the forum who is knowledgeable about this topic and would like to try it out? In this case, it would essentially only be the "Load Pressure" parameter within the load pressure field of an existing software.

So, I understand correctly:
You are trying to match the characteristic curve of the Motorola pressure sensor to the original as closely as possible (which I would attempt in terms of charging pressure regulation ), and to create an offset so that the entire charging pressure range is raised by approximately 0.1 ... 0.2 bar.

Regarding the air circulation of the LLK, I also see potential for improvement. However, there isn't much remaining space.