Fabia RS PD 170PS starker Leistungsverlust | Posts 48+

The intake manifold is original and accident-free.
and nothing bent, warped, or damaged; everything is like new.
At 60,000 km, all the filters were replaced: air filter, oil filter, diesel filter, etc.

This week, there's an emergency meeting at the workshop to discuss what needs to be done.

I'll suggest trying to swap the combo sensor. "I don't have a temperature measuring device."

I'm still surprised that the other RS, which has been "chipped" to 110 degrees Celsius for the coolant temperature (CLT) and runs without issues, manages to achieve good results with 1.6 bar of boost and no smoke. During a test drive with full throttle uphill for about 5 km, the CLT never dropped below 90 degrees Celsius, despite the constant flashing traction control light.

I wanted to try installing the other RS control unit just to see if everything would work. However, the workshop didn't want to do it, saying something like, "Too much work?? I don't know."

I'm curious to see what you come up with...

I also have a chipped Fabia RS, but it's only tuned to 150 hp. My coolant temperature is around 90-95°C. I can't feel any loss of power. /viewtopic.php?t=13484

The control unit is located in the engine compartment on the right side, it's the silver box. The workshop probably doesn't want to replace it because they are very expensive, but they are relatively easy to change .

super7 wrote:

Mich wundert immer noch das der andere RS "gechipt" mit 110grad LLT keine Probleme macht und ohne rauch mit guten 1,6bar seine runden zieht.

It could be due to the tuning... depending on how the engine maps are modified, it seems like the protective functions might be deactivated (speculation).
The tuned RS may have a different software version with weaker security features, as seen in the case of "skywalker."

Hello, so I have to tell you...

I haven't read all the answers!

But 2. I'm having the same problem with my Octavia!!!

'Long story short: After approximately 45,000 km, problems started around July 2005 and were resolved in June 2006 with about 52,000 km on the odometer. It was a long period of suffering that was ultimately fixed through my own initiative.'

'My ALH 90hp TDI has been chipped to 115hp, and everything was great initially. However, from the 3rd gear onwards, it goes into a limp mode at 100 km/h.'

I contacted the ÖAMTC (Austrian Automobile Club) several times, but without success, except for the fact that monkeys damaged the load detection valve.

Skoda dealer, where I bought it, turbo is broken...

No, that can't be right. So, let's have the turbo disassembled and cleaned preventatively! Of course, not in a workshop!

No success, all vacuum hoses replaced -> still no success.

DESPAIR.

Having the chip removed didn't work.

and contrary to the opinion of the workshop, where they claimed the mass airflow sensor was perfect and had no errors, that's not true. I bought a new one, installed it, and now it works perfectly again, without any issues!

Re-chipped, no more problems!

Okay, so I avoided taking it to any workshops because they would have tried to install a turbocharger, and even then, the part wouldn't have worked properly. That's why I drove around for over a year in a car that barely ran, even though it was only a relatively minor issue.
According to the measurements, everything was perfect with the mass airflow sensor values!

ulf wrote:

super7 wrote: Mich wundert immer noch das der andere RS "gechipt" mit 110grad LLT keine Probleme macht und ohne rauch mit guten 1,6bar seine runden zieht. It could be due to the tuning... depending on how the engine maps are modified, it seems like the protective functions might be deactivated (speculation). Und / oder der getunte RS hat einen anderen Softwarestand mit schwächeren Schutzfunktionen, siehe auch skywalker's Fall.

Is there a way to find out from which LLT (Load Limit Threshold) the MSG (Motor Control System) starts throttling the engine?

skywalker wrote:

lässt sich nicht irgendwie rausfinden ab welcher llt das msg den motor drosselt?

Yes, by examining the engine software (which requires equipment similar to that used by chip tuners) and comparing the relevant parameter maps with logged data at high load levels.

So far, with the 96 kW engines (without any tuning!), I've observed a noticeable decrease in performance starting around 80°C coolant temperature.

Your MSG is identical to mine according to the logs.
"Before the tuning, I logged a maximum LLT (Low Limit Temperature) of up to 80°C: at that point, the LD (Lean Definition) was already slightly reduced compared to the normal target value, but there was no noticeable loss of power yet, presumably because the turbidity limit had not been activated."
At 90°C, things would probably look quite different... but I didn't let it get that far, because immediately after seeing those logs, I improved the cooling airflow to my SMIC.

Technical improvements from my end:

I now have the entire area open except for the fogger. There's free space on both sides with a view of the liquid cooling system (LLC), providing approximately 250 square centimeters of clearance.

I just took a short ride, and despite the outside temperature of 10 degrees Celsius, I briefly reached over 80 degrees in the fourth gear at approximately 160 km/h.

alcohol for drivers and large language models

super7 wrote:

Technical improvements from my side: I now have the entire area open except for the fogger. There's free space on both sides with a view of the liquid cooling system (LCK), providing approximately 250 square centimeters of unobstructed surface area.

Do you have the air deflectors installed? I don't want air bypassing the air conditioning system. And can it release the air from the back again?

super7 wrote:

I now have the entire area open, except for the fogger. It's clear on both sides with a view of the LLK. Roughly 250 square centimeters. Habe kurz eine Runde gedreht und bin trotz 10grad aussentemperatur kurz auf über 80grad gekommen im 4gang bei ca 160kmh.

Wow, still 70K above AT .
... based on my values in the Polo, I can hardly imagine it; with a comparable setup, it would be about 56k over AT...
Ist der Plastiktunnel bis zum SMIC wirklich rundum gut dicht gegen Kühlluftverlust -> vgl. H. Antje's answer?

Does the sensor provide readings that are too high (see above)?
Or, has the cold engine donor check (MWB 7) been completed yet?

Otherwise, it would probably be advisable to have an exhaust opening in the wheel arch liner, as I did in mine.
/viewtopic.php?t=12769&postdays=0&postorder=asc&start=23
roughly outlined.
The hole noticeably draws heat away (reducing the coolant liquid temperature by about 5K in the Polo), but its low position prevents spray from the wheel from clogging the SMIC (Secondary Air Mass Cooler) from behind.

Quote:

What I don't understand is why the car is only now experiencing such a significant loss of power. Vorher lief er wenigstens halbwegs sprich ein wenig weniger leistung bei 30grad.

This, in turn, suggests that the lubricating fluid is still contaminated (even after cleaning).

super7 wrote:

Technical improvements from my side: I now have the entire area open except for the fogger. There's free space on both sides with a view of the liquid cooling system (LCK), providing approximately 250 square centimeters of unobstructed surface area. I just took a quick ride, and despite the outside temperature of 10 degrees Celsius, I briefly reached over 80 degrees Celsius in the fourth gear at approximately 160 km/h. alcohol for drivers and heavy goods vehicles

....Und du bist dir ganz sicher dass die angegebenen 80°C RICHTIG sind... Sensor?
Where is the measurement taken - on the combination sensor that also indicates boost pressure? Have you ever replaced it?

mserge wrote:

....Und du bist dir ganz sicher dass die angegebenen 80°C RICHTIG sind... Sensor? Where is it measured, on the combination sensor that also indicates boost pressure? Have you ever replaced it?

Yes, it's a combination sensor. This topic was already mentioned above.

ulf wrote:

mserge wrote: ....Und du bist dir ganz sicher dass die angegebenen 80°C RICHTIG sind... Sensor? Where is it measured, on the combination sensor that also indicates boost pressure? Have you ever replaced it? Yes, it is a combination sensor. This topic has already been addressed above.

I know, but it wasn't stated whether it was swapped. The issue with the mass airflow sensor is also interesting, even though it doesn't seem relevant here. Perhaps he could try swapping both components with identical parts from another car.

Perhaps the LLK itself is the problem. In other words, it might be dirty inside, have poor efficiency due to manufacturing material defects, or something else. Due to its design, you can't see what's inside from the outside .

skywalker wrote:

Maybe the LLK itself is the problem. In other words, it might be dirty inside, have poor performance due to material defects from production, or something else.

Due to its design, you can't see what's inside from the outside.
Inside, only oil vapor can actually accumulate, but it doesn't form a crust; instead, it is blown away by the engine running to such an extent that the intake air is still "sufficiently" cooled - if }the heat dissipation on the outside is okay.

A poorly performing heat pump due to an internal manufacturing defect will deliver excessively low heating output from the very beginning, especially during the summer months, rather than gradually decreasing over time.

@super7

How is your car doing now? Please tell me its current status.

Could it perhaps be due to a faulty boost pressure sensor that is reporting too low of a boost pressure, while the actual boost pressure is high, leading to a significant increase in engine temperature?