LMM am BMR | Posts 32+

Thank you for the information.
I will check that.

Just a heads-up:
The N316, which was completely isolated from the vacuum by a "Tupperware clip," passed all recent tests without any issues.

The car performed the same with and without the clip – although it wasn't extremely hot at that time.

Okay, I'm ready. Please provide the German text you want me to translate.

Here's another example.

I'm messing around and then I'll go for it.
The MSTG immediately sets the VTG to 100%!!! Instead of first allowing it to reach 85% and then adjusting it.

This entire acceleration occurred near the Russian border.

Quote:

The MSTG immediately activates the VTG _ON_!!!

Normally ... I have observed this several times before... it is probably programmed that way. Nevertheless, it should still reach the target values } ... if the vacuum system, VTG (variable turbine geometry), and the airways, including the DPF (diesel particulate filter), are clear.

We need a log file where the chronological sequence and all important information are clearly visible. Ideally, it should be a raw file without any unnecessary extras. And this should be recorded at the 3rd or 2nd gear, with an engine speed of 1200-4000 RPM.

First, it is essential to ensure that the VTG is supplied with vacuum without any errors.
At the pump, the pressure should be approximately -900 mbar when idling, while at the VTG (Variable Turbine Geometry), it should be around 800-850 mbar.
If there's a leak somewhere, the VTG (variable turbine geometry) might still be able to fully adjust itself when idling, but it will then...
As soon as the pressure is regulated too far, the VTG (Variable Turbine Geometry) opens prematurely, meaning the target pressure is never reached or is reached too late.

Can I deliver everything?

I'm going to install a T-fitting on the VTG (vehicle traction generator) and connect a pressure gauge to it.
Then, place everything in front of the N75 sensor; the pressure there should be relatively constant at -900.



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

"NUR:"
If none of this was intentional, then the N75 valve shouldn't always be closing more tightly in order to achieve the desired result.

Here, we have a situation where it drops out as soon as I give it gas, it stays down there, even though there's a lack of pressure, and it continues to remain "down there."

It looks different in 2nd or 3rd gear.
Because the engine speed/exhaust flow increases quickly enough that there isn't such a drastically long "valley of death."

I still understand.

dieselmartin wrote:

If none of this was intentional, then the N75 should not always be tightening more strongly in order to achieve the intended target. Here, we have a situation where it drops as soon as I accelerate, it stays down even though there's a lack of pressure, and it continues to remain "down there." It looks different in 2nd or 3rd gear. Because the engine speed/exhaust flow increases quickly enough that there isn't such a brutally long "valley of death".

Something just occurred to me:
"The BUK (likely referring to a specific engine control unit) also exhibits this behavior in higher gears with the standard software, even after the first overshoot. In this case, it's related to the LD (likely referring to a specific control parameter) settings of that particular EDC15 software version. This issue can be resolved with minimal modifications to the software, and the BUK will no longer experience this problem."
Perhaps your software works in a similar way?

ulf wrote:

This can be fixed with minimal changes to the dataset, and then the BUK will no longer starve in the turbidity. Perhaps it's similar with your software?

I'll come over quickly , then we'll take a look at that .

If yours also has an EDC15, I'd be interested.
He doesn't, AFAIK .

Quote:

Things look different in 2nd or 3rd gear. Because the engine speed/exhaust flow increases quickly enough that there isn't such a drastically long "valley of death."

In which process did you create the last log?

You know, without sufficient exhaust flow, there's no boost pressure, or not enough, and in that case, the desired pressure won't matter... and that exhaust flow naturally needs to increase when there's a demand for power.

If you were driving in 5th or 6th gear, possibly with the air conditioning on, you shouldn't be surprised that it's not coming out of its powerband.

I'm interested, as I mentioned before, in knowing whether and how he builds up the charging pressure under real-world conditions, or when, whether, and how he achieves the target pressure.

While your Picasso-style images are very beautiful, they aren't really very meaningful. They look symbolically like an EKG recording with only three heartbeats.

What is the actual time delay between the actual and target pressure during acceleration (in 2nd and 3rd gear)?
Therefore, at least it would provide some clue...

Autoservice wrote:

If you were driving in 5th or 6th gear, possibly with the air conditioning on, you shouldn't be surprised that it's not coming out of its powerband.

Sure, high gear, so 5 or 6.

Because what's important to me is that he can't break free from these (what I consider to be) real and everyday circumstances.
I rarely go all out ("2. VOLL Druff latschen") anymore.
I find myself drifting more often than I actually want to, and I experience it much more frequently than the "gumball-style" driving at around 3,000-4,000 rpm .
He's really expressing himself well.

And especially the question:
If the pressure is already building up, why isn't he doing anything to stop it?
For example, increase the VTG (vertical takeoff and landing) from 72% to 85%.

Autoservice wrote:

While your Picasso-style images are very beautiful, they aren't really very meaningful. They look symbolically like an EKG recording with only three heartbeats.

To demonstrate a noticeable premature ventricular contraction (PVC) or to explain the P, Q, S, and T waves, a single ECG tracing is often sufficient .

Autoservice wrote:

What is the actual time delay between the actual and target pressure during acceleration (in 2nd and 3rd gear)? Therefore, we would at least have some indication...

Sure, the logs are coming, I won't be stingy with those... but even during rush hour, the plan would have failed anyway.

Thank you for all the follow-up questions.
m;

Quote:

If the pressure is already starting to build up, why isn't he doing anything about it? For example, adjust the VTG from 72% to 85%.

I have personally observed this behavior on the BMR. I can imagine that if the VTG (Variable Turbine Geometry) is closed for too long, the exhaust back pressure may increase excessively, and/or that one might want to prevent resonances that could occur if it generates too much steam at very low and prolonged engine speeds.

Bevor man sich damit weiter beschäftigt, sollte man wie bereits erwähnt, unter Testbedingungen (zB. 3. Gang)
Record the boost pressure curve, etc., at speeds from 1200 to 4000 RPM. If it shows any unusual behavior at that point, it indicates a potential defect.

If that's not the case, it could also be due to a software-related issue.
It's no secret that the BMR (likely referring to a specific suspension component or setting) in the Passat feels much softer in the front compared to, for example, the Octavia RS.
Even my 3C with a BKP pickup runs much more smoothly in the lower frequencies than the BMR.

Thank you for the feedback.

Quote:

(zB. 3. Gang) from 1200 - 4000 RPM, the boost pressure curve, etc.

Accelerating from 1200... UI, this is going to be fun.
That's going to be a long log.

I could try to log the same distance tonight (forecast predicts cold air between 12-10°C) and tomorrow afternoon (27-30°C).

Is a "011-043_turbo_button" log okay?


m;

The air quality parameters should be included.

Autoservice wrote:

The air parameters should be included.

Okay.

Okay, 003-011-043.

Then you have to believe me that I pressed the pedal .

m;

Quote:

Then you have to believe me that I pressed the pedal icon_smile.gif

I believe everything you say . However, the goal is to create usable material that my colleagues here can also benefit from. Many eyes see more than two.
Last year, I had a PA 3b AJM here that suddenly started slowing down when accelerating from higher gears. The displayed "throttle position" suddenly dropped from 100% to almost 0%, even though the pedal was pressed all the way down. The error memory was empty... The cause was a defective mass airflow sensor (MAF), which probably cut power to the control unit.

Ich persönlich lese am liebsten die Rohdaten, zum ersten wegen meinem Augenproblem, bei dem irgendwann alles ineinander verschwimmt, wenn die Linien zu viele sind, zu dünn und zu eng, es sei denn, die einzelnen Messwerte werden jeweils in einer eigenen Grafik auf einer gemeinsamen Zeitachse dargestellt. Unfortunately, that's the case.
On the other hand, I can better understand the sequence of events when a value goes out of range.

Raw data.

- DPF (at the end of the action): 10%
- Outside temperature: 14-16 °C


Ein Log mit zwei Beschleunigungen im 3. Gang.
and
eins mit drei Beschleunigungen im 2. 3. und dann 4. Gang.

AAAAAAAAAAAAAAA Shit... forgot to log in as user 008.
You can clearly see that he's going to fail because of his lack of clarity.

EDIT: Okay, I'm off again. Same route as before.
I tried to stay on the same track as much as possible.
2x 3. (pause in the log) 2. 3. 4.
This time, instead of air mass, we're looking at Nm limits... always running rich, right on the edge of the smoke threshold.

Quote:

2x3.-2.3.4.LOG-01-008-011-043.CSV

"Looks good, but why doesn't the turbocharger sometimes build up boost?"

-> Is the throttle body malfunctioning, or is there a blockage in the exhaust system, leading to a vicious cycle of reduced power and insufficient boost for the turbocharger?

You can see if the VTG (Variable Transmission Gear) is malfunctioning by comparing the positions of the VTG sensors where it works correctly with where it doesn't, and comparing the duty cycle used to control it. Ideally, after a short period, the same duty cycle should always produce the same sensor position.

Best regards, Rainer.