LD-Regelung ALH | Posts 32+

Hi,

Quote:

Average series ARL, even without the VTG clamping device, regularly exceeded the threshold of 2.95 bar.

He didn't, though...

Best regards, Rainer.

I just checked the logs again, and I realized that the overboost pressure for my ARL turbocharger is 0.360 hPa at approximately 2180 rpm, with a maximum pressure of around 2808 hPa!

"These are already serial overwing devices with a pressure of approximately 0.360 hPa!"
My vertical travel gauge (VTG) moves easily and reaches its end stops very quickly, and the K-axis doesn't make any clacking noises!

3 Phasen Biber wrote:

I just checked the logs again, and I realized that the overboost values in series for my ARL engine are 0.360 hPa @ ~2180 rpm, with a maximum pressure of ~2808 hPa! These are already serial overwingers with a pressure of approximately 0.360 hPa!

If that reassures you, then just ignore my comments and concerns.

Quote:

My VTG (variable turbine geometry) is easy to operate and moves very quickly to its end stops.

This would be the best conditions (assuming there are no hidden hot spots), to limit the LD (lambda) peaks via software to the series level, or even lower them further - in order to avoid unnecessarily high, performance-wise useless material stress of the tuned engine and turbocharger.

But surely, your tuner has been running customer-specific ARL configurations for years without any problems .

ulf wrote:

If that makes you feel better, then just ignore my comments and concerns.

I didn't want to criticize you or question your knowledge!

ulf wrote:

These would be the best conditions (as long as there are no hidden "hot spots"), to limit the LD (Lambda) values via software to the series level, or even lower it further - in order to avoid unnecessarily high, performance-wise useless material stress of the tuned engine and turbocharger.

Certainly, that could have been done!

ulf wrote:

But surely, your tuner has been running customer-specific ARL (Automatic Route Learning) for years, and has done so without any problems

.

Hopefully, he did! Because it wasn't a DKW , and he also has a good reputation.



If I turn the VTG (Variable Turbine Geometry) vane towards the "short" direction, the overspool should decrease and the engine should become less responsive, correct?
Perhaps this is a tipper truck from the previous owner that is not properly adjusted .

3 Phasen Biber wrote:

I didn't want to criticize you or question your knowledge!

Nobody knows everything, and I've already become "desensitized" from enough confrontations with other viewpoints.

Quote:

If I turn the VTG rod towards the short direction, the overshoots should become smaller and the motor should become sluggish, right?

Wrong! A shorter rod increases the overshoots!
If you want to control her better, initially set the pole as the starting point 1 to 2 rotations longer, as shown in my example with the Ibiza.

The other 50%

It might take some time before I can present any results.

I never really wanted to do it, but I guess I have no choice!

What is the maximum permissible overhang?

3 Phasen Biber wrote:

What should the overpressure be, at most?

My suggestion: Series pressure plus approximately 0.25 bar, so in the case of ARL, around 2.75 bar.
Or, for the material, even lower is better, if you can handle the corresponding, more sluggish transition at full load .

Or, even better, a lower price for the material,

An even better solution for the material would be to reduce the performance to about half...



*duck and cover*

Not meant to be taken seriously.
Jochen.

Hello!

I wish I could have your worries...

I have access to several ALH systems. All of them that are used regularly (without the "don't do this" kind of restrictions) are...
"High-revving" engines with a certain "attitude" run completely smoothly. Mileage often ranges from 200,000 to 400,000 kilometers!

Even moderate tuning has lasted up to 250,000 km so far.

"Like everywhere else, there are problems, but they mainly occur in engines that are driven extremely gently. There are quite a few posts in this forum with things like 'don't exceed 2000 rpm' and similar. In those cases, the engine just gets clogged up."

It's not like the loader is constantly running at full speed.

BYE
TDI mechanics.

tdi-schrauber wrote:

Hello! "Like everywhere else, there are problems, but they mainly occur in engines that are driven extremely gently. There are quite a few posts in this forum with things like 'don't exceed 2000 rpm' and similar. In those cases, the engine just gets clogged up." It's not like the loader is constantly running at full speed. TDI mechanics

.

If the loader over-revs, have you also experienced that?

And my own doesn't leak either, because I have decent quality ones.