Ruck beim Beschleunigen, BLS mit DPF | Posts 64+

So, I'd like to chime in regarding the charger.

The image is quite peculiar when you look at the "gap" on the left and bottom, and compare it to the top and right sides; it doesn't look very good. Then there's also this blob of color, as Dbär mentioned, which seems intended to add weight or emphasis.

Get a reliable mechanic and have them fix it wherever you are. Then, ask them what's going on with the paint.

The thing about the color seemed strange to me too, but I didn't think much of it. If you poke at it with a thin wire, it creates scratches in the paint.

Once I get VCDS running (is finally here ), I'll do a regeneration cycle to thoroughly verschandeln the diesel particulate filter again, and then I'll start disassembling it... I think this time everything will go much faster. I believe I got my turbocharger back because the housing still looks as rusty as before.
But a new charger... wouldn't it be more cost-effective to install a new turbocharger housing instead? I still have a warranty on it, too! (2 years)

And one more thing: Is it really permissible to pressurize the pressure vessel with an overpressure of 1.8 bar in order to test its tightness?

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And one more thing: Is it really permissible to pressurize the pressure vessel with an overpressure of 1.8 bar in order to test its tightness?

Excuse me? God's will, no. Quite the opposite, actually: SUPPRESSED.

Aunt Edith:

In my opinion, with the "reconditioned" loader, the VTG (Variable Transmission Gear) was not properly calibrated initially, and there's still a rusty can .

I would like to test with a different solenoid valve to see if the same pressure surge occurs or not . If it behaves the same way with a different solenoid valve:

Don't mess around with it too much, or you'll void the warranty. Show your logs to whoever is replacing it so they can see that this loader isn't working correctly.

It's better to spend a little more for a brand new loader, complete with a shiny fuel tank and an almost silver stainless steel exhaust manifold, and the carburetor is still in its box.

I sent an email to the turbocharger company with a link to this forum, and I hope someone followed up on it.
We don't need to discuss whether the loader needs to be removed or not anymore, because I have just finished disassembling it.
"Fortunately, all the seals in the entire exhaust system were intact. However, the seal on the diesel particulate filter was not quite seated correctly and showed black marks. This likely happened during cleaning."
The intake manifold has also been removed and appears to be sealed properly. It does not show any cracks either.

On Monday, I will be sending the turbocharger away.

I also inspected the exhaust cooler cover. Everything seems to be in order.
Before I put everything back together again, is there anything else I can do that I'm not currently thinking of, something I can easily access now, that might reveal potential weaknesses?

Here are two more pictures of the bucket wheel excavators.
Everything is in perfect condition. The shimmer on the impeller blades is from my fingers, and the small bright spots are from the wire I used to feel the turbine wheels today while they were still installed, to check for any damage. With my last turbocharger, I got stuck in a partially damaged wheel.

I once did a comparison test with an identical Caddy that had a mileage of 168,257 kilometers.

Here are two log files.
Perhaps someone could display this as a diagram in a way that is clear and understandable, if it might be of interest.

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Perhaps someone could please display this as a diagram in a way that is clearly visible and makes sense, if it might be of interest.

Unfortunately, the logs only start at approximately 1450 RPM. At that speed, your turbocharger is already causing problems.
To make a meaningful comparison, you need the same conditions and start logging (in this case) earlier, around 1150-1200 RPM.

It is already noticeable that in the comparison vehicle, the actual load (IST LD) lags behind the target load (Soll LD) by a bit more than 1800 RPM, which is normal. This is not the case with your vehicle.

In the main directory of VCDS, you'll find the file "KDataScope.exe". Create a shortcut to this file on your desktop. Then, launch it, click on "File > Open," locate and select the desired log file, and open it. The data list can be found in the "View > Raw Data" menu.

Please include the filename at the end of future log entries, for example, by adding an index number, to distinguish them. Also, please clearly label comparison logs from other vehicles.

Thank you for the update. If everything goes according to plan, I will contact you again when the vehicle is ready to be driven. (Hopefully without any further issues).

DieselBär30x wrote:

I do have an opinion, but whether it would be considered well-founded remains questionably obligatory. Dr. Ulf apparently doesn't want to

. I just don't understand cork engines very well.

I would check the correctness of the loader control by tapping into the vacuum line of the VTG (Variable Turbine Geometry) and using a vacuum gauge (LDA). The log shows how the turbine speed drops when the loader pressure increases rapidly.
On the vacuum-operated LDA (Low-Pressure Diesel Atomizer), the vacuum would need to be significantly reduced accordingly. If that's the case, then the control loop up to the VTG (Variable Turbine Geometry) valve is fine, and the problem lies elsewhere: for example, in the turbocharger itself, or the vehicle might be increasing the exhaust gas flow because it thinks it needs to regenerate – the good old non-DPF TDIs don't do that, which is why I prefer to troubleshoot them.

ulf wrote:

...and the bug is located elsewhere: for example, in the charger itself, or the vehicle increases the amount of exhaust because it thinks it needs to regenerate...

If he increases the exhaust gas volume, shouldn't the temperature after the particulate filter be higher than usual? Or are you just talking about a general example?

Martininii wrote:

If he increases the exhaust volume, shouldn't the temperature after the particulate filter be higher than normal?

In principle, yes. The problem here is the "normal" reference point, and how much the AGT (Abgasgegendruck) should increase.

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Or are you now just talking about a general example?

Yes, I just wanted to mention a possible cause that is conceivable (to me).

Hello everyone .

The turbocharger has now been reinstalled, and as expected, there is no improvement.
During assembly, I discovered another pressure sensor. Specifically, the one shown in the picture with the part number 1J0 906 283 C.
Have I made a mistake somewhere? When I search for the part number on Google, the result is "solenoid valve for EGR." But I have an electronic EGR valve. I replaced the pressure sensor directly in front of the pressure regulator, THAT's what I changed.

Before I remove the control unit and send it away, I'd like to be sure that this converter isn't related to my problem.

Hi Martin, the solenoid valve is responsible for switching the EGR cooler.

What was done or checked regarding the TL (presumably referring to a specific item or system)?

I've taken two more logs. Log 2 contains data on exhaust gas recirculation, boost pressure, fuel injection, intake air temperature, mass airflow, and engine speed. I hope I didn't capture any unnecessary data. However, the cylinder-specific injection amounts are making me a bit concerned. Shouldn't they be nearly identical?

EDIT:

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What was done/checked regarding the TL?

The entire charger was disassembled, inspected for damage, tested on a test bench, recalibrated, and the result is that it's in perfect working condition.

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But direct injection

.
"Idle speed control is only meaningful when the engine is idling."

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Did I mess something up?

Since no reader was present here: perhaps?

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The entire charger was disassembled, inspected for damage, tested on a test bench, recalibrated, and the result is that it is in tip-top condition.

You can avoid all that hassle by buying a brand new, genuine part for a reasonable price. I have often enough pointed out trustworthy suppliers who offer such parts.

The measured values indicate that either the control of the turbocharger (specifically, the solenoid valve for boost pressure regulation or the electro-pneumatic converter) is malfunctioning, or there is an issue with the adjustment mechanism within the turbocharger itself. This is nothing new, and the possible causes are quite straightforward.

A master mechanic would naturally build and disassemble the loader three times, and in the process, they would examine the internal components of the vacuum pump to identify potential future issues with the loader before finally replacing it with a working part.
The fact is: As a layperson or without having a comparable machine for comparison, you have no way of determining whether the loader is in good condition just by looking at it.

Has everything here already been reported countless times? From my experience, it seems that every other "turbocharger company" is now capable of properly repairing and adjusting such a part.

Best regards, Rainer.

I'll get back to you!