Durchzugsschwäche mit ASZ | Posts 16+

Okay! It's not so easy to read data from the embedded object!

The original part used in the Passat manufactured in 2001 with a 96kW AWX engine was a specific version (CL version) up to a certain vehicle identification number.

VW/Audi: 071 906 461 A
bosch: 0 280 217 529

I have now installed: (ci-version)

VW/Audi: 074 906 461 B
bosch: 0 281 002 461

If I look at the VW part number, it's possible that the mass airflow sensor (MAF) comes from a different vehicle (071 vs. 074). However, since the first three digits indicate the vehicle type, they might not be that relevant initially. If I remember correctly from AKTE, for the Passat with the AWX engine, the part number .....461 B was also listed for vehicles from a certain production date onwards.

According to my information, the sensor from Bosch is the same for the 1.9 TDI engines. This means there shouldn't be any characteristic curve issues. Apparently, the complete mass airflow sensors (MAF sensors) only differ in the measuring tube, into which the sensor is inserted as a calibrated component.

Wow.

I just checked where this newer LMM (CI version) is installed. From the Polo to the Golf V 2.0 TDI, Passat, Sharan, Touran, Transporter, LT, Touareg 2.5 TDI, and Phaeton V10 TDI (twice), it's almost everywhere .

joergs wrote:

I have now installed: (ci-version) VW/Audi: 074 906 461 B bosch: 0 281 002 461

... so it's the same as the one I have.

Quote:

According to my information, the sensor from Bosch is the same for the 1.9 TDI engines. This means that there should be no characteristic curve problems. The complete mass airflow sensors supposedly only differ in the measuring tube . . .

And that's where a practical problem arises, due to the different pipe diameters.
The large bore size of the 461 B apparently only fits the air filter housing or the intake manifold of engines with a power output of 96 kW or higher.
So, Roger and Calvin could also try to get the 461 B (if their problems are coming from the LMM, which is my initial assumption).

For the less powerful models, it would still need to be determined which Ci-LMMs are suitable for them.

Okay, good morning everyone!
after finally having some time to read here again, after the forum seemed unavailable for the last two nights (11 PM - 12 AM), I will try to find the part number of the mass airflow sensor (MAF) I have installed. Hopefully, I can do it today, otherwise tomorrow. I'm a bit tight on time right now.

What about the financial aspect of all this fun?
new lmm for trade, or warranty?!? I mean, 36,000 km and 2.5 years is practically like brand new from the dealership .
@roger
Interestingly, it runs really well for a short time after a traffic light stop. Is it the same for you?
And the loader is noticeably louder than before; even when driving at a constant speed of less than 50 km/h, it now makes a distinct whistling sound that can be heard clearly when the windows are open.

Von der Ampel weg ist kein Problem. bei kostanten 50 km/h höre ich eigentlich nichts. Weder im 3. , noch im 4. Gang.
However, under partial to full load, let's say from moderate to full acceleration, you can hear the turbo, but only with the window open. To my ears, it sounds more like a smooth whistling, and only when buildings or forests reflect the sound.
The third one also seems very difficult to me during the stress test right now.
The Audi A3 (I suspect it was a 1.8T model, as there was no smoke when it accelerated hard, and there was no condensation on the headlights), which was just outside of town and next to me, and both of us were eager to see what it could do.
I shifted into third gear, and the guy was already more than a car length ahead. I couldn't get into fourth gear at all.
After I reread everything again (I know that those who can read have an advantage ), I drove back and forth six times yesterday on a completely flat surface.
Result:
With three measurements in each direction, I obtained values of 6.6, 7.2, and 7.0.
and other readings were 7.2, 6.8, and 7.4.

I somehow don't believe in such fluctuating measurement inaccuracies, because we were two people in the car, and each of us had a stopwatch in hand.
My subjective feeling confirmed it, because on the first run (6.6), the car performed well, and I was even surprised. Then, it was 0.6 seconds slower on another run, and so on. I always started in 3rd gear at 1400 RPM, and used a launch control setting at 2000 RPM.

@calvin,

That might work out favorably with a gesture of goodwill.
Otherwise, 86 Tuxes will be due in exchange!

@all

http://cgi.ebay.de/ws/eBayISAPI.dll?ViewItem&category=42604&item=7918751866&rd=1

'These usually sell for less than the DC parts. Mine cost 32 euros plus shipping. Also, with these parts, you immediately get the measuring tube included, which isn't the case with DC mass airflow sensors.'

@calvin,

That might work out favorably with a gesture of goodwill.
Otherwise, 86 Tuxes will be due in exchange!

@all

http://cgi.ebay.de/ws/eBayISAPI.dll?ViewItem&category=42604&item=7918751866&rd=1

They usually go for a price lower than the DC parts. Mine cost 32 euros plus shipping. Also, with these parts, you immediately get the measuring tube included, which is not the case with DC injectors.

Original price almost 300 euros?!?!? Shock!

I guess I'll have to stop by the friendly neighborhood store today and find out more.
It seems that the possibility of getting a refund or discount from 'freundlich' depends on whether they're having a good day, since it's been over two years.

Hi Ulf, mine has now reached 41,000 km and is still in top condition. It's the model with the two different grilles, just like yours.
A month ago, I got a Mass Air Flow (MAF) sensor from VW for my ALH engine as a replacement part. It also came with the one-piece grille. The car had 66,000 km on the odometer when I got it.

@Ulf:

Quote:

So, Roger and Calvin could also try to get the 461 B

.

I also have the same ... 461 B inside, just like you do (see my previous post).


@Calvin:

Before you spend 88 euros on a new mass airflow sensor, why not have it checked for its target airflow value, or at least try Ulf's diode method -> see the technical article.

Based on the information gathered in this thread, the ... 461 B should cause problems much less frequently. If VW incorporates it so widely into the model range, it can't be that bad. They learn very slowly, but steadily . And they are unlikely to introduce another generation of vehicles that would cause a lot of trouble under warranty due to a simple mass airflow sensor.

Calvin wrote:

With three measurements in each direction, I obtained values of 6.6, 7.2, and 7.0. and other readings were 7.2, 6.8, and 7.4. I somehow don't believe in such fluctuating measurement inaccuracies, because we were two people in the car, and each of us had a stopwatch in our hand.

Hm, I once entered 1430 kg (estimated for a G4 Highline with 2 people) and 53 km/h @ 2000 rpm.
With 130 horsepower, it achieves a time of 7.15 seconds, which is approximately the average of your recorded times.

If the weight isn't completely off, then according to the DZR, you would still have around 130 horsepower - so there's actually no real reason to complain .

But if the device starts drawing noticeably and clearly less power than usual, then something is probably wrong.
A possible reason for a better second run could be a (randomly) higher boost pressure, which, when the particulate filter regeneration is active (e.g., due to a faulty mass airflow sensor), releases a higher injection amount due to the increased air mass.

Hast Du verläßliche Werte für den maximalen Momentanverbrauch im 5. oder besser 6. Gaat approximately 2000 rpm?
If it is now significantly lower than before, this also speaks in favor of the LMM - provided that the boost pressure is within the normal range -> LDA on board .

But ultimately, nothing beats VAGCOM -> Uwe Ross, I thank you on my knees .

I also have the same ... 461 B as you do (see my post above).




It is all the more incomprehensible that, even as a replacement part, the old ones without this deflector grille are still being offered to customers!!!!

Roger wrote:

@Ulf:I have the same ... 461 B inside (see my post above).

Hmm, that doesn't sound very encouraging regarding the progress made with the CI versions... unless your problem has other causes (like boost pressure?).
Please post more information when you have it.

I assume your LMM (lambda sensor) is still the original part, having been replaced at 30,000 km...?

Quote:

Earlier, with CT, it was even worse; I had to really push hard to overtake a slow 60 horsepower Corsa on the road

.
How old was that CT scanner, and what was its usage/mileage?

The first, better run could, for example, be due to a (randomly) higher regulated boost pressure, which, when the particulate filter regeneration is active (e.g., due to a faulty mass airflow sensor), releases a higher injection量 due to the increased air mass.

Okay, interestingly, the MFA (multi-function display) sometimes shows fuel consumption of over 45 liters per 100km when starting from a traffic light. I've even seen it reach 55. However, when I'm driving out of town and not in a hurry, it can sometimes show as low as 17 liters per 100km. This hasn't always been the case. I'm willing to accept a fuel consumption of around 30 liters per 100km when accelerating quickly from a traffic light, but once I reach 50 km/h, the consumption should drop to below 5 liters. Now, the range is more like 45 > 25 > 12 > 7, and eventually, it settles around 5 liters.
I first tried ARAL's Ultimate Diesel about a month ago. I was quite happy because, according to the onboard computer, I was using about 0.5 liters less per 100 km (6.0 liters/100 km). This was also confirmed when I refueled. However, recently I drove the same route and used a shocking 7 liters. I wasn't driving any faster. The route is the same every day. Currently, I'm back to using 6.5 liters, but the engine feels a bit weaker.
Unfortunately, I don't have VAG COM because I don't have a laptop, but if I did, I would post some logs.
Does anyone live near Aschaffenburg and have a little time on the weekend?

Calvin wrote:

I'll deal with the quick acceleration at the traffic light, which consumes a good 30 liters, but I'll start to see more economical consumption of less than 5 liters again once I reach 50 km/h, but now the jump isn't 32 > 10 > 5 anymore, but rather 45 > 25 > 12 > 7. . . . according to the MFA, it should consume approximately 0.5 liters / 100km (6.0 liters/100km), but it needed less. This was also confirmed when refueling. However, recently I was driving and it consumed a whopping 7 liters, and the distance was the same. I wasn't driving any faster. It's the same route every day. Currently, it's back to 6.5 liters, although the engine feels somehow weaker

.
Hmm, reduced power combined with increased fuel consumption are actually common symptoms of a faulty mass airflow sensor...

Since the MFA (Multi-Factor Authentication) is not inherently in conflict with consumer trends, the fuel side can largely be ruled out as the cause, in my opinion.

Otherwise, the only solution is likely to be a trial replacement of the LMM (possibly testing the diode), or using a VAGCOM diagnostic tool.

@Ulf:

Your LMM (likely referring to a mass airflow sensor) is still the original part at 30,000 km, I assume...?
Yep, 33,500 km and original.

>How old was that CT scanner, and what was its usage/mileage?
Sorry. My phrasing regarding "CT" was poorly worded in that specific context. CT = Climatronic...

Since my automatic start-stop system (ASZ) seems to work better after a certain period, I'm also suspecting issues with fuel supply or vacuum supply. Both could potentially "accumulate" again to some extent when a new diesel filter is installed or when the vacuum pressure decreases during idle. What do you think of this theory? Is it likely that VAG-Com will provide any useful information about this, or not? Perhaps there's a fluctuating duty cycle of the boost pressure valve related to the vacuum pressure?

Roger wrote:

Since my ASZ has been running better lately, especially when the traffic light is red, I also suspect a fuel supply or vacuum supply issue. Both could potentially "accumulate" a bit again when a diesel filter is installed or the vacuum pressure is weakening at idle.

What do you think of this theory?
It might be related to fuel problems. There's already some information about common errors in the technical article.

Quote:

VAG-Com wird dazu wenig verwertbares ergeben, oder ? Vielleicht ein zappelndes Tastverhältnis des Ladedruckventils bzgl. U-Pressure ?

Hmm... although:
If the vacuum pressure is too low, the VTG (Variable Turbine Geometry) will not be fully adjusted to its maximum setting.
This will primarily result in a lack of boost pressure at low engine speeds, with the control system operating at its limit.

With increasing speed, even a partially deflected VTG (Variable Turbine Geometry) can provide full pressure; in that case, the vehicle should return to normal operation with only an increased duty cycle.

@roger

I suspect the problem is more likely related to the fuel system.