Vag-Check ersetzt Analog-LDA? | Posts 32+

Hi,

Okay, let me explain the creation of this photo series. It's not a film, but rather 8 individual photos that I took 'quickly, handheld,' and then assembled into a moving GIF using Corel.
The drawer is a fully manual, self-built design made from an old Quick-Out radio chassis and two drawer slides. A threaded rod and an Ermeto gas pipe serve as the axis of rotation. I'm working on a motor-driven extension and retraction mechanism when I have the time.


I would have said that too!

Okay, putting the jokes aside: interesting solution!!!! I like it very, very much!! Simple, but good!!!!

Hi Joerg,

joergs wrote:

Okay, let's put the jokes aside: interesting solution!!!! I like it very, very much!! Simple, but good!!!!!

The idea is also just copied. The part is offered by Siemens VDO for a "cheap" price.
Sure, here is the translation:

"Beispiel hier:" translates to "Example here:" in English.
VDO Dayton MKM1150


Can someone conjure up an LDA on my monitor? I should probably check with our development team here...

Hi Ulf,

ulf wrote:

@ Bertil: Or did you record that while your 1xx AXR-PS models were straining to their full capacity on the body? Then that would be understandable...

I thought the G4 was also available with 150 horsepower? How will that even work? I don't have that many cars with over 100 horsepower.

Quote:

Wasn't there something about idle vibrations before...? ???? . . . then I'd rather not know what's happening when it's running at full load

.
Those were "just" idle vibrations.

Can someone conjure up an LDA on my monitor? I should probably check with our development team...

good idea with the LDA on the display!!!!! but then please with letters as big as the monitor is!

Let's go back to Ulf's calculation of the turbo's power requirement. I think your calculation is correct. So, the turbo converts approximately 15 horsepower. However, the power required to drive it is almost negligible, because without the turbo, the exhaust pressure would otherwise leave the engine (almost) uselessly. It is true that the piston has to do more work to expel the exhaust gases from the combustion chambers when there is increased back pressure. However, the turbo also converts thermal energy into pumping power as the gases expand; the piston also has to overcome resistance even without the turbo's back pressure, because gases are pumped pulsatingly in and out of the cylinder, and their moment of inertia must be overcome (1 cubic meter of air weighs approximately 1.3 kg!). That adds up to quite a bit of power. In reality, the turbo inhibits less than the pumping power it consumes on the intake side.
The overall efficiency of a naturally aspirated engine is generally much lower than that of turbocharged engines.

Best regards,
Uwe

Thomas wrote:

Just a quick note about Ulf's LoFi. The main switch confused me. To be honest, I'm not entirely clear on its function. My radio has an on/off switch. (It's located on the left side. )

Hi Thomas,

Since I want my prehistoric radio to last as long as possible, I don't want to have to "grind" half the volume knob every time I turn it on or off, which would quickly wear out the device and make it useless.
Therefore, I installed a toggle switch in front of all the electronics - that's all.

Hello TDI enthusiasts,

Here's another approach to calculating turbo power, just for a change.

P = p x V' (Pressure difference multiplied by volumetric flow rate)

p = 1 bar
V' = 0.5 x n x Vh x pabs x Kcorr = 0.5 x 4000 x 2 bar x 0.85 = 6460 l/min = 0.107 m^3/s

Kkorr = Correction factor for temperature increase/volume expansion.

P = 100000 Pa x 0.107 m^3/s = 10.7 kW

This represents the pure compression capacity without considering any efficiency factors.

Assuming an overall efficiency of 75% for the turbocharger, the power input on the turbine side is...

Pan = 10.7 kW / 0.75 = 14.27 kW

@Ulf: As you can see, we arrive at very similar results using two different calculation methods.

Regards,
Alex.

Hello,
I own a 486 laptop with VAG-COM software.
During my first diagnostic test, I noticed that the boost pressure was regulating at approximately 820 mbar (Vagcom value 1840 - 1020 external pressure).
Now I've read that the pressure is normally around 0.9 bar.
Sincerely,
Jan

Hi,

Where did you get this tool from?
The author is writing here.
http://groups.yahoo.com/group/opendiag/message/1729
that it is free software.

cu
Martl.

Hi,

found it...

http://www.arlab.it/home.html

I think posting the link is okay since it's the official website.

cu
Martl.