Zu wenig Ladedruck <2000U/min, aber keine Ahnung warum | Posts 64+

Hi,
"I also noticed something else on the charger: two different types of thread locker were used! One was blue, and the other was a beige color. Is this normal, or is it usually only one type of thread locker that's used? Could the workshop have tampered with it (I'm starting to suspect everything after what I've been through), especially since the charger replacement was under warranty, which meant the workshop had to cover 60% of the cost?"


I will try to gather the latest logs again, but it's unfortunately always a bit difficult since I don't have my own laptop.

-regards-

Sven@G4H wrote:

What else I noticed on the loader is that two different types of thread locker were used! Once blue and once a beige color. Is this normal, or is only one type of thread locker usually used? Did the workshop perhaps tamper with it?

My KKK uses red and beige paint, if I recall correctly (but I'm not entirely sure; it's only visible on the underside).

I find it hard to believe that a workshop would work on a loader and then apply a new coat of primer afterwards.

But to reiterate the question: If the actual fuel consumption consistently and clearly falls below the average displayed, without the consumption indicator in the instrument cluster being adjusted, then your injection system is not delivering enough diesel, which naturally reduces the power output of the turbocharger.
Is the engine power above 2000 rpm considered normal?

Hi,
"No, it's more that it consumes more than the display indicates! I've already increased the value from 100 to 110, but I have to mention that I mostly drive short distances. The performance above 2000 RPM feels like around 90 horsepower and good torque when you floor it, but as I said, only at full throttle!"

How can I verify that the hardware is injecting the correct amount?

-Sincerely-,

Sven@G4H wrote:

How can I control whether the hardware is injecting the correct amount?

As a DIY enthusiast, I wouldn't say so. But if the overall performance is good and the fuel consumption during overrun is higher than what the display shows, then in my opinion, there's practically no way that onlytoo little fuel is being injected at low RPM (unless there are significant leakage losses, but in that case, especially at low load, higher amounts should be displayed).

After considering all the discussed options, it seems that practically only the closed coupling system offered by VTG remains as a viable solution to increase the load capacity from below.
If you're considering doing that, it would be a good idea to read the relevant article beforehand.

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.
To be absolutely sure, you should run two more measurement cycles with the MWB 11 device consecutively, covering the same distance and direction.
Please provide the system in both a normal state and with the pneumatic external pressure input closed. Then, please share the logs; perhaps we can identify something useful from them.

What else comes to mind:
Are the intake passages clear all the way to the turbocharger (no piles of leaves in the intake manifold, etc.)?
Is the check valve reliably pressed all the way against its seat by the diaphragm cartridge?

Hello,
Okay, I already removed the pile of leaves from the suction nozzle and the dirt from the grill. The grill was probably only half open! The bypass valve is also completely closed (as it should be).

I'll try to look into the logs again now.

-regards-

Sven@G4H wrote:

I will now try again to look at the logs!

... it's best to shift into the 5th gear when going uphill, allowing the engine to rev up slowly.

Try to log the low-pressure (LD) readings even with the external pressure capped at approximately 1 bar, but of course, reduce the gas flow in that case. This will provide the best comparison to the behavior of the regulated LD.

Hello,
Okay, I just wanted to give a quick update. Unfortunately, I don't have time to create logs right now, but I will take care of it soon! The compression was measured yesterday and is still optimal, so we can rule out that as the source of the problem.

Was mir beim Ausbau der Glühkerzen aufgefallen ist, ist dass 2 der Kerzen ziemlich weiss waren und die 2 anderen ziemlich verrusst? Is this normal?

-Sincerely-,

Hi,

Probably the black glow sticks aren't glowing anymore, right?
Have you ever just touched it to the battery? But that has nothing to do with the boost pressure.

Best regards, Rainer.

Hello,
I finally created some new logs today! My daily setup looks like this:
- AGR valve defective with metal part and seal (size 2), also clogged vacuum hose.
-Air intake channel adjusted to the maximum airflow setting.
-otherwise, everything is original.

Here are the logs with that exact setup:
http://www.geocities.com/sveng4h/BegrenzungenAlltag.JPG
http://www.geocities.com/sveng4h/LDalltag.JPG
http://www.geocities.com/sveng4h/LMMalltag.JPG

Here are the logs with the same setup, except that the hose leading to the air filter housing was blocked. The boost pressure was observed using an LDA (Lambda Probe Diagnostic Adapter).
http://www.geocities.com/sveng4h/BegrenzungenLuFiSchlauchdicht.JPG
http://www.geocities.com/sveng4h/LDLuFiSchlauchdicht.JPG
http://www.geocities.com/sveng4h/LMMLuFiSchlauchdicht.JPG

To see the charts properly, it's best to quickly scroll down a bit.
What do you think about it?

@Ulf
Can you infer or identify anything based on the logs when the external pressure is disconnected?

-regards-

Sven@G4H wrote:

Hello, I finally created some new logs today! My daily setup looks like this: - AGR valve defective with metal part and seal (likely referring to a two-part seal), and vacuum hose blocked. -Air intake channel adjusted to the maximum airflow setting. -otherwise, everything is original. Here are the logs with that exact setup: http://www.geocities.com/sveng4h/BegrenzungenAlltag.JPG http://www.geocities.com/sveng4h/LDalltag.JPG http://www.geocities.com/sveng4h/LMMalltag.JPG Here are the logs with the same setup, except that the hose leading to the air filter housing was blocked. The boost pressure was observed using an LDA (Lambda Probe Diagnostic Adapter). http://www.geocities.com/sveng4h/BegrenzungenLuFiSchlauchdicht.JPG http://www.geocities.com/sveng4h/LDLuFiSchlauchdicht.JPG http://www.geocities.com/sveng4h/LMMLuFiSchlauchdicht.JPG To see the charts properly, it's best to quickly scroll down a bit. What do you think about it? @Ulf Can you infer or identify anything based on the logs when the external pressure is disconnected? -mfg-

Hello, I don't want to criticize you, and I haven't read all four pages, but your logs seem to be fine. You have a real boost pressure of +/- 1 bar at 1750 RPM, and the only limiting factor for the fuel injection amount is the engine control unit, and the mass airflow sensor shows great values because it never reaches its limit. As far as I know, the car should run wonderfully. However, I am happy to be corrected .

I don't understand the last three pictures where you pinch off the hose in the airbox. In my V6 engine, that hose allows the membrane to "breathe" again so it can "open." I don't understand what you're trying to achieve by closing it; perhaps the operating principle is different on your engine compared to a V6 TDI.

Sven@G4H wrote:

@Ulf Can you infer or identify anything based on the logs with the external pressure disconnected?

First of all, the LD (likely referring to a specific system or device) starts up slightly faster when the VTG (likely another system or component) is at its maximum setting.

For a true comparison, both logs would need to have been created under the same conditions, especially regarding speed and incline.

But even with "uncontrolled" LD, your engine only reaches the target pressure of approximately 1800 millibars, while our (constantly running) Ibiza ALH achieves that at 1600 millibars, still providing significantly more boost pressure in the process.

To get your engine running again, in my opinion, the only remaining option is to try recalibrating the VTG (Variable Turbine Geometry) -> see a technical article for details.

Hello,
Okay, I'm going to take some more logs with the EGR system working correctly, before I try adjusting the VTG. I want to rule out everything else first! Especially since the turbocharger is only a few months old, and the previous one exhibited the same problem. Today, I disassembled the N75 solenoid valve – basically, I bent back the metal plate – and cleaned everything thoroughly, also lubricating the pin. Hopefully, this will improve things.

-regards-

Hello,
What happened to your problem? Did you find a solution? Where are the promised logs?

Hello,
Well, the boost pressure is still a bit slow to build up, but not quite as bad as before. I'm not entirely sure what was causing it. Now I'm dealing with a problem of jerky acceleration. Unfortunately, it wasn't related to the ESP, so now I have a faulty control unit. So far, I haven't been able to get a software update, which will be difficult since it's not OBD-compatible.
That's the current status!

-regards-