Frage Scheitern an ASU | Posts 32+

I must admit, I had already looked into the regulatory activities of the AGR yesterday.

I see something different in my logs; usually, as the engine speed increases, the boost pressure also increases steadily.
As far as boost pressure is concerned, there was nothing more that could be extracted from his log file.

Therefore, search in the direction of the LD track? AGR (Agricultural Land Reserve) is also a possibility.

Okay, here's the translation:

"Edit: I'm adding a close-up view for more detail."

Hi,
Can't you do it the way described in the technical article? Log data with full throttle from 1500-4000 RPM, using parameters MWB 3-8-11, and configure all the settings so we can compare the target values with the actual readings.
It's quite obvious that something isn't right. The lambda probe reading is off, the long-term fuel trim is significantly high, etc. Does your car actually have AGR instead of a lambda probe? I doubt it. It should be showing lambda probe readings, short-term fuel trim, and the AGR duty cycle. Also, the fuel injection quantities shown in MWB 8 are important.
haithamina

Are these my logs? Thanks, Kurti, for taking care of them.
I'm going to record some data on MWB 3-8-11 today so you can use it for something.

"For MWB 3, I have the AGR (Aktivierungsregler) setpoint, actual value, and duty cycle."
MWB 8 driver preference settings, torque limitation, smoke reduction.
MWB 11 for desired and actual boost pressure.

Are these the materials you need?

Yes!
And since you're looking for information related to temperature sensors: the "STG Motor" (engine control unit), part number MWB 7, and the "STG Kombiinstrument" (combination instrument cluster), part number MWB 3, are relevant. There are also specialized articles and forum threads available on these topics.
haithamina

serdarg wrote:

Are these my logs?

Sure.
I can only read the current values from my device so far, and I have to make do with that.

Question: Is the EGR system actually monitored? Based on the measured values, I would estimate that yes, an actual value is being measured?
"On my Fiat, there is no monitoring of the EGR valve; instead, it only provides a control signal for the EGR valve in terms of percentage open/closed. Therefore, if the EGR valve is slightly defective, an error code is often not stored because the engine control unit (ECU) typically only detects a faulty EGR valve due to insufficient or excessive exhaust gas recirculation."
Shouldn't the monitoring of the EGR valve on the engine and the diagrams above make an EGR valve malfunction less likely? The EGR valve activity doesn't seem that bad. Besides, the actual EGR value is higher than the target EGR value because the lambda (oxygen sensor) reading isn't increasing further after a certain RPM point.


"Actually, the second post says it all, in my opinion..."

Rainer K. wrote:

In my opinion, the most likely causes for this issue with the engine are: - Leak in the charge air system, i.e., a hose, connection(s), or intercooler is leaking. - Faulty electric throttle valve/EGR module. It's best to try using these keywords in the search function. Best regards, Rainer

I've now logged data for MWB 3-8-11. First, I recorded it in 3rd gear, and then again in 4th gear. Hopefully, this information will be more useful.

/viewtopic.php?t=20852


Regards,


Serdar.

The log values look better this time...

Here's the most relevant part, in my opinion... (4th gear).

AGR(is) is, in my opinion, too high... can someone confirm this?

"Does anyone have any ideas? The boost pressure and EGR rate are not within the normal range – the question is, what could be causing it."
It remains unclear to me why the "Soll" (target) and "Ist" (actual) values for EGR in the main control unit (MWB) are both at 245mg. However, when I access the basic settings and activate it, a different value is displayed. The AGR-Aus (EGR exhaust) then falls within the target range, but the AGR-An (EGR intake) fluctuates between 170-195mg. According to the label, however, it should be at least 200mg.

PS: The temperature problem has been resolved since the G62/G83 sensors and the thermostat were replaced. As a result, the car is now reaching its maximum speed again. Previously, it could only reach a maximum of 190 km/h on a flat road; since the sensor replacement, it's reaching 210 km/h (according to the speedometer).
In terms of fuel consumption, nothing has changed, as I mentioned before.

What surprises me is that the EGR (is) set so high, even though full throttle (I assume ???) is being applied. Shouldn't it be set to 0?
"If necessary, I would also explain the air-fuel ratio (AFR) values. If too much exhaust gas is introduced at full throttle, the combustion will logically no longer occur with an excess of oxygen. This means that there is a lack of air, resulting in poor performance and bad emissions."

The only question that remains is why, or which part is causing such behavior.

It appears to be the actual intake air rate, which is acceptable, and the "actual" values being above the "target" values are also okay.

Hello,
"I find the actual IS-LM values being almost 200 mg per dose above the target values to be significant."
I cannot confirm that for the AVB (presumably a specific system or device). It often adjusts quickly, and in reality, the actual value falls below the target value at high RPMs.
haithamina

matthiasTDI96 wrote:

This is the measured intake air flow rate, which is within acceptable limits, and the actual values being above the target values are also okay.

So, fresh air plus exhaust fumes?
Then it's clear. The term "exhaust gas recirculation" confused me.
I don't use VAG-COM (it doesn't work on Fiats), but rather a different adapter and software for diagnostics.
Then the values actually make more sense.

edit:

haithamina wrote:

Does that mean in your MWB 3 system, it actually shows AGR instead of LM? Probably not, right? It should show LM, ISZ, and the AGR duty cycle.

Now I understand this post.

And now what?

It's quite challenging for me, as I only do everything as a hobby.
Based on all the diagrams, I would probably start by looking at the turbocharger boost system. Especially since you mentioned that your EGR valve has been replaced.
However, I wouldn't completely rule out the possibility of using AGR (Advanced Gas-cooled Reactor) technology.

Why?

Because the turbocharger's boost pressure takes a noticeably long time to stabilize.
And even though your initial log was quite modest, you can see that the measured values (LM) are sometimes below the target values (LM_target) in certain areas (as shown in diagram 4).
You might not necessarily hear a hissing sound even if the LD line has a leak.

To the experts ---> Stuck VTG (vehicle traction generator)?

serdarg wrote:

It remains unclear to me why the "Soll" (target) and "Ist" (actual) values for EGR in the main control unit (MWB) are both at 245mg. However, when I access the basic settings and activate it, a different value is displayed. The AGR-Aus (EGR exhaust) then falls within the target range, but the AGR-An (EGR intake) fluctuates between 170-195mg. According to the label, however, it should be at least 200mg.

And I can't really make sense of that either, but it doesn't seem entirely unimportant to me.

Thank you for your help, Kurti. I'm just not getting anywhere with this topic, so I'll leave it alone.
Since none of the experts in the forum have a good suggestion, I'll wait to troubleshoot the issue until the next timing belt replacement, which is due in about 2 months.
That's where it started, maybe that's where it will end.


Greetings and many thanks again for your efforts.