Pierburg LMM jetzt offiziell für den TDI | Posts 16+

hello

You're all excited about the Pierburg LMM, why is that?

In the T4, both Pierburg and Bosch components were used, sometimes with changes during ongoing production.
It's well-known that the air filter box can fail on the T4, but this is due to the Lufik (air filter housing). Since 2003, there has been a modified Lufik available from VW, but you need the order number because it was never officially changed. The new one has a splash guard and protects the air filter from water spray.

What I want to say is that the failure of the IMM (in the T4) was caused by the air filter, not a specific brand.

Do Bosch parts wear out faster in 'ordinary' cars?

What is better besides the coating?

Peter.

Yes, Bosch mass airflow sensors tend to fail faster than Pierburg mass airflow sensors.

Best regards, WarLord.

hello

You're all excited about the Pierburg LMM, why is that?

In the T4, both Pierburg and Bosch components were used, sometimes with changes during ongoing production.
It's well-known that the air filter box can fail on the T4, but this is due to the Lufik (air filter housing). Since 2003, there has been a modified Lufik available from VW, but you need the order number because it was never officially changed. The new one has a splash guard and protects the air filter from water spray.

What I want to say is that the failure of the IMM (in the T4) was caused by the air filter, not a specific brand.

Do Bosch parts wear out faster in 'ordinary' cars?

What is better besides the coating?

peter

@Peter

In my opinion.
A) Coating material.
B) Complete development (air routing).

I installed it myself, and since then, some suspicious performance issues have disappeared...
I think everyone should decide that for themselves, but it's also not much more expensive than buying a replacement part from VAG, and it can't be installed as a direct replacement.

However, many accessory retailers are unable to obtain certain products through their central warehouses.

Goodbye.

Thorsten.

Hi there.

Today I checked my '96 Passat with the AFN engine; it came from the factory with a Pierburg mass airflow sensor (MAF).

Manufacturing year: 1996, so it's likely to be one of the first models.

It also includes a unit with the air duct.

Best regards, Rüdi.

hello

I bought the Pierburg unit; I'll be experimenting with it a bit next week and see how the installation goes. I'll post the results.

Peter.

hello,
I've installed a Pierburg unit before.
I only had to shave the nasal passages.
"But put it in the trunk for me, just in case the original one breaks again."

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

"Hello Leo_b"

hello,
I've installed a Pierburg unit before.
I only had to shave the nasal passages.
'But put it in the trunk for me, just in case the original one breaks again.'

hello leo_b
So, in my case, there were no 'noses' attached that needed to be removed.

They were only at the Daimler LMM, but it has a different curve (I think the last digit is 0.

The new replacement LMM had a manually modified part stamp where the last number was obscured, and it also had a sticker indicating that it was a new part.
That's because the casting blank, made of GF30 material, comes from the same mold.

The plastic nubs were cleanly removed from my unit at the factory. (But that doesn't necessarily mean it's always the case.)

So long .

hello

Today I took some measurements; since I have my laptop in the car all the time for my master's thesis anyway, it was easy to do.

First, here are the values that my Bosch device is providing.

Pierburg will be delivered later.

syncro peter wrote:

hello Today I took some measurements; since I have my laptop in the car all the time for my master's thesis anyway, it was easy to do. First, here are the values that my Bosch device is providing. Pierburg will be delivered later.

Hey, I hope you didn't immediately floor it at 1800 RPM and remembered that the turbocharger takes a little while to build boost?

Here's a Pierburg log from my somewhat weak 1Z mass airflow sensor (MAF):

No, I didn't.

The problem is simply pressing the button at the right moment when you're alone. Sometimes it's a little late, but only after I've already accelerated. Unfortunately, my boost pressure builds up very slowly, as mentioned in another post.

Peter.

syncro peter wrote:

The problem is simply pressing the button at the right moment when you are alone.

Um... if you mean logging by that:

VAGCOM can record data until the hard drive is full.
So, just click "Start" when you're ready to begin, and only click "Stop" when you have time again.

When evaluating the results later, simply delete the "unnecessary" lines, and the log timing is perfect .

@ulf

I already do that for most things, but I find it better when you don't have 500 lines of code where you delete 450, but rather less, especially with the amount I'm currently logging . I'm actually working on my thesis right now, and my hard drive would be full soon .

I'll figure out the timing eventually.

peter

Because if you don't specify whether the pressure build-up is included in your curve or not, then the entire measurement becomes meaningless.

@ Peter

I have already logged three sets of measurements simultaneously for periods of 1.5 hours each on multiple occasions.

The storage will never be full; it's just the battery that's running out!

I believe it is technically and academically incorrect to press the start button only at the beginning of the actual measurement.

This makes the background of the measurement unclear (e.g., what Rainer meant by "accelerating").

And you wouldn't throw away 450 out of 500 lines, even if you wanted to.
It's better to discard something than to make a wrong measurement because you missed pressing the right button at the right time.

You wouldn't start the car in gear and drive it out of the garage with just the starter motor engaged, would you?

Just a note, you don't need to justify yourself .

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Okay, then I'll take another measurement tomorrow and put all the values into an Excel table, and you can tell me which values are useful for analysis and which aren't.

Because if you don't specify whether the pressure build-up is included in your curve or not, then the entire measurement becomes meaningless.

How do you mean that?
In the file I uploaded, I fully pressed the accelerator pedal at approximately 1200 RPM, then pressed 'start' around 1800 RPM, and set it to 'stop' above 3000 RPM. I'm actually only interested in the values for the mass airflow sensor (MAF) at 3000 RPM, which I measured in third gear.

'Can someone explain this to me, or am I making a fundamental mistake in how I'm using VCDS?'

Peter.