Ruck beim Beschleunigen, BLS mit DPF | Posts 32+

You can unscrew the lid, but be careful! (The screws may be tight and difficult to access!) Do not turn the rod.
I wouldn't change anything; the laptop probably still has a warranty.
The can looks pretty rusty.

Regardless, it doesn't make much sense because the effectiveness of the VTG (Variable Transmission Gear) is crucial under load and heat; in low-load conditions, it works fine, as we have already seen.

Shouldn't there have been at least a slight difference noticeable shortly after the turbocharger replacement, if it was due to an issue with the variable geometry turbine (VTG)?

The car drives poorly whether the engine is cold or warm.

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Shouldn't there have been at least a slight difference noticeable shortly after the turbocharger replacement, if it was due to an issue with the variable geometry turbine (VTG)?

Actually, yes, unless the error hasn't been fixed (your old part has been refurbished and reused).

Is this video helpful?

I tried to record the VTG strut while it was in motion.
Starting from a low RPM, it accelerates very slowly under partial load and also under full load. Full load is always recognizable when the linkage starts to "jump" and the whistling sound becomes audible for a short time.
Could it be a malfunctioning VTG (Variable Turbine Geometry), or perhaps a problem with the control unit, because it seems to be moving up and down...?
Now you can finally hear the "whistling" sound that's usually only audible around the same time as the rooster crows...

It looks quite unremarkable; you can't really see much due to the vibrations anyway.

You can only detect a stuck clip by manually moving the mechanism; however, this is more difficult with hot clips.

Please wait until you have your diagnostic system in place; a corresponding log will be more helpful for evaluation.

Best regards, Rainer.

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due to the vibrations

and especially because of the brutal codec.
"A bit" more bitrate (than 300 kbit/s) is what we need in that case - stereo sound isn't necessary .

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

Yes, that was just a Sony Ericsson phone that I used to take all the pictures and videos with, and I had to downscale them to keep the page size low. I only have an older Canon DV camcorder (MVX250i) that I could potentially use in the future.

I will be meeting with RedR32 again in the coming days to do some tests, etc. He has much more experience . And by then, my diagnostic tool probably won't have arrived yet either. Besides, I don't have any experience with it at all...

I hope the car hasn't had any more DPF regeneration cycles by then, or that it hasn't had any since the fault appeared. Because if the fault is related to the regeneration process, then we probably have THAT problem.
Since the emergency stop, I have driven approximately 610 km. Of that distance, about 400 km were at full load in an attempt to trigger the error, which did not occur. Before the error occurred, I drove approximately 400 km continuously and about 250 km at full load.

No, it looks just as bad as the first MP4 that was uploaded. Even with a better image quality, its usefulness wouldn't be very high.

There is new stuff .

Video 1: VTG rod - Vacuum sensor: Basic settings via VCDS.

Video 2: Vacuum Turbocharger Control: A brand new vacuum gauge was connected in series before the vacuum sensor.

The vacuum chamber can be easily adjusted to any position using a large syringe.

Die letzte Partikelfilterregeneration war vor ca. 290km. Dummer weise hat die Firma, welche mir den Partikelfilter zurück gesetzt hat, große Softwareprobleme mit ihrem Bosch Esitronic, so das sozusagen nichts funktioniert wie es soll. Darum war der DPF immer noch auf den alten Stand und ganze 63g wurden in VCDS angezeigt. Ich denke ein Heissklemmer fällt darum aus, da als die Regeneration war, ich gerade auf der Autobahn mit hoher Last unterwegs war und kein Fehler auftrat. Or what?
The error message appeared 330 km before the last regeneration! Or could the filter have already regenerated again by then?


Further data comes from RedR32.

Slightly too little vacuum pressure (if the gauge is accurate).

Please measure the pressure directly at the vacuum pump; it should be approximately -950 millibars. The same pressure should also be present before the pressure transducer N75.

If I understood the last video correctly, the pressure drop is occurring too early and is too significant.
I believe that approximately 1500 RPM and 500 bar are too low to build up boost pressure quickly enough.

It may not be related to the suspected short circuit.

The tandem pump delivers precisely 900 mbar, which is also what reaches the pressure regulating valve.
After the pressure regulating valve, the value is displayed as shown in the video.
The check valve is functioning properly.
The vacuum hose from the pressure regulating valve was replaced as a test ---> no change.

Today, we adjusted the ash mass (a generous 20g) and recorded the differential pressure values of the DPF. See below:
/viewtopic.php?t=24222#207381

I have included here the actuator analysis from the TL (see the video above).

Look:

"To AS: I had to modify the logs for 11/67/68 because there was too much irrelevant data."

RedR32 wrote:

@ AS, I had to modify the 11/67/68 log because there was too much garbage

.

Saving any worksheets from whatever as a CSV file is useless because a worksheet isn't inherently a CSV file.

I have just uploaded the corrected and cleaned versions. The 165 mbar reading seems normal to me.

It seems quite strange that the boost pressure is 326 millibars too high at 1365 RPM.


Boost pressure sensor shows plausible values (edit: ) compared to a pressure gauge?