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 is immediately activating the VTG! Instead of initially allowing them to operate at 85% capacity and then adjusting them.

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 achieve 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 it should be in either the 3rd or 2nd format. Speed range: 1200 - 4000 RPM.

First, it is essential to ensure that the VTG (vacuum transmitter gauge) 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 price moves too far in one direction, VTG will open earlier. Target pressure is either never reached or is reached far 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's the translation:

"Please provide the text you would like me to translate from German to English."
If none of this was intentional, shouldn't the N75 always tighten more to achieve the desired result?

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

In the second or third paragraph. It looks different from here.
Because the engine speed/exhaust flow increases quickly enough that there isn't such a drastically long "valley of death."

I still think so...

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 out as soon as I give it gas, it stays down even though there's a lack of pressure, and it continues to remain "down there." In the second or third paragraph. It looks different from here. Because the engine speed/exhaust flow increases quickly enough that there isn't such a brutally long "valley of death".

Something that just occurred to me:
The BUK also exhibits this behavior in higher gears with the standard software, even after the first overshoot, but in that case, it's related to the LD (Load Dependent) control parameters specific to that particular EDC15 software version. This can be fixed with minimal changes to the dataset, and the BUK will no longer starve in the turbidity.
Perhaps it's similar with your software?

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 it .

If yours also has an EDC15, please let me know.
He doesn't have it, AFAIK.

Quote:

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

On which branch 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 are in the 5th or 6th... If you drove it aggressively, and possibly with the air conditioning on, you shouldn't be surprised that it's not performing as expected.

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 lovely, they aren't really very informative. It looks like an ECG, but only shows three heartbeats.

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

Autoservice wrote:

If you are in the 5th or 6th... If you drove it aggressively, and possibly with the air conditioning on, you shouldn't be surprised that it's not performing as expected.

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.
In the "2nd". I rarely "VOLL Druff" (which is a slang term, difficult to translate directly, but implies something like "go all out" or "really put my heart into something").
I find myself drifting more often than I actually want to, and I experience that much more frequently than the "gumball-style" driving around 3-4000 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, adjust the VTG (vertical takeoff and landing) from 72% to 85%.

Autoservice wrote:

While your Picasso-style images are lovely, they aren't really very informative. It looks like an ECG, but only shows 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 RPM at during acceleration (2nd and 3rd gears)? What is the actual time delay between the actual pressure and the desired pressure? 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 slowly increasing, why isn't he doing anything to stop it? For example, increase the VTG from 72% to 85%.

I have personally observed this behavior at the BMR. I can imagine that if the VTG (variable turbine geometry) is kept closed for too long, the exhaust back pressure might 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.

Before delving deeper into this, as mentioned previously, it should be tested under controlled conditions (e.g., 3rd). Sure, here is the translation of the text from German to English:

"Gang"

"Gang" can be translated as:
* Gangway
* Passage
* Corridor
* Hallway
* Walkway
* Path
* Trail
* Track
* Route
* Way
* Road
* Street
* Avenue
* Boulevard
* Lane
* Alley
* Passage
* Corridor
* Hallway
* Walkway
* Path
* Trail
* Track
* Route
* Way
* Road
* Street
* Avenue
* Boulevard
* Lane
* Alley
* Passage
* Corridor
* Hallway
* Walkway
* Path
* Trail
* Track
* Route
* Way
* Road
* Street
* Avenue
* Boulevard
* Lane
* Alley
* Passage
* Corridor
* Hallway
* Walkway
* Path
* Trail
* Track
* Route
Record the boost pressure curve, etc., at speeds ranging from 1200 to 4000 RPM. If he's already showing noticeable symptoms, it's likely there's a defect.

If not, 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 tuning) 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 harmoniously in the lower register than the BMR.

Thank you for the feedback.

Quote:

(e.g., 3. Sure, here is the translation of the text from German to English: "Gang" "Gang" can be translated as: * Gangway * Passage * Corridor * Hallway * Walkway * Path * Trail * Track * Route * Way * Road * Street * Avenue * Boulevard * Lane * Alley * Passage * Corridor * Hallway * Walkway * Path * Trail * Track * Route * Way * Road * Street * Avenue * Boulevard * Lane * Alley * Passage * Corridor * Hallway * Walkway * Path * Trail * Track * Route * Way * Road * Street * Avenue * Boulevard * Lane * Alley * Passage * Corridor * Hallway * Walkway * Path * Trail * Track * Route from 1200 - 4000 RPM, the boost pressure curve, etc.

accelerate from 1200... UI, this is going to be fun.
That's because it'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.

OK

Okay, 003-011-043.

Then you have to believe me that I pushed 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 faulty mass airflow sensor (MAF), which probably cut power to the engine control unit (ECU). You just stare blankly for a moment.

Personally, I prefer to read the raw data, primarily because of a vision problem I have where everything starts to blur together if there are too many lines that are too thin and too close together. This only doesn't happen if each individual data point is displayed in its own graph, all aligned on the same time axis. 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 promotion) 10%
- Outside temperature: 14-16 °C


A log with two accelerations in the 3rd [position/section/etc.]. Gang.
and
one with three accelerations, in the 2nd, 3rd, and then 4th [position/stage/etc.]. Gang.

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

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, the Nm limits are being exceeded... always right at the smoke limit ;(

Quote:

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

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

-> 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 engaged by comparing the positions of the VTG sensors, where it does and doesn't engage, with the duty cycle used to control it. Naturally, after a short period, the same keying ratio used to control the device should always result in the same encoder position.

Best regards, Rainer.