Feinstaub + Partikelfilter und die Leistung | Posts 32+

SeatArosa1.7SDI wrote:

Mampf wrote: As far as I know, the rapidly changing exhaust temperature also plays a role, especially with the puff of smoke that comes out when you release the accelerator. Hmm... could you please elaborate on that?

Longer full load operation = maximum fuel injection quantity (relative to air mass) ==> high exhaust gas temperature (several hundred degrees), and the exhaust system, including the accumulated soot, also becomes hot.
sudden release of the accelerator pedal ==> exhaust gas temperature drops sharply below 100°C because no more fuel is being injected and only air is being pumped through the engine.
And due to these significant temperature fluctuations, which cause the deposited soot in the exhaust system to expand and contract, it breaks down into "chunks" and is expelled.

Best regards,
Crunch.

And due to these high temperature fluctuations, which cause thermal expansion and contraction of the deposited soot in the exhaust system, this soot breaks down into 'chunks' and is expelled.

In my opinion, this is quite a daring hypothesis. Especially since the metallic walls of the exhaust system cannot handle such rapid temperature fluctuations as would be implied by a short burst of soot.

SeatArosa1.7SDI wrote:

Quote: And due to these high temperature fluctuations, which cause thermal expansion and contraction of the deposited soot in the exhaust system, this soot breaks down into "chunks" and is expelled. A rather daring thesis, in my opinion. Especially because the metallic walls of the exhaust system cannot handle such a rapid temperature fluctuation as implied by the short burst of soot.

The thing is, the walls themselves don't change, but the soot does; it forms between the hot wall and the "cold" airflow. By the way, this isn't something I came up with myself, but rather information from a university professor specializing in (automotive) measurement technology.

Best regards,
Crunch.

@joegolf
How did you interface the LCD display? Did you use a PIC microcontroller or an Atmel microcontroller?

I believe that both of Holger's theses are correct.
"However, it's likely that factor 2 plays a more significant role than factor 1 (chip tuners often like to reverse this)."
"However, this factor is definitely not negligible. You can already observe it when starting the engine after driving with partial load beforehand. During the initial measurements, a large amount of soot is emitted, but afterwards, it remains within reasonable limits."
It's certainly no secret that many manufacturers buy Russian oil to cover up turbocharger problems.
I can't really say much about the smoke clouds that appear when a car is running poorly. I've only actually experienced this problem with older BMW gasoline engines.

Regards,

Olaf.

AfnFahrer wrote:

@joegolf How did you implement the LCD display? Did you use a PIC or an Atmel microcontroller?

Sure, no problem. I understand. Just let me know when you're ready for the translation.

Equipped with a C-control (M-Unit 2.0), it offers ample speed and is easy to program using Basic++. Furthermore, this component is very straightforward to integrate.