Fabia RS PD 170PS starker Leistungsverlust | Posts 96+

super7 wrote:

a) I understand what he means, but if that's what he intends, how can he possibly help me? b) but!!!!!!! Hot film with temperature sensor??? 2010, maybe never, for whatever reason. The operating temperature of the heating wire is likely not between 40 and 90 degrees, as indicated by my logs. It's far too sensitive to outside temperatures, even with variations of just +/- 10 degrees. "If I press the accelerator, why should the temperature increase with increasing engine speed and load (LD), meaning more total airflow, instead of decreasing?" 3. The LMM signal is some kind of signal sent to the control unit (ECU), which by itself doesn't convey any specific information unless the ECU can process it. This also calculates the engine control unit's parameters based on factors like RPM and load, resulting in a value of mg/hub. Consequently, it includes a guided troubleshooting process for mass airflow sensor (MAF) issues, which indicates that at a certain RPM, full throttle in third gear should have a minimum of 800mg/hub. I only know that regarding the heating wire temperature, it sometimes increases extremely when starting or stopping to burn off impurities.

a) He just didn't want us to focus on a false premise and talk around the problem. That has now been denied, so let's leave it at that, okay? He wanted to help you in his "free time," but he made a mistake, which is human.
b) Hot-wire LMM! This one has a "temperature correction" feature. It prevents the sensor from measuring too much air mass at low temperatures and too little at high temperatures. However, the temperature value itself cannot be read out.

1) You probably don't have any heating wire left, do you? Otherwise, I don't know the temperature of the heating wire. The "burn-off" after being turned off occurs at significantly higher temperatures.
2) Now, is this related to your problem, or specifically to mserge?
3) And what about...? / So what? / And then what?

Instead of immediately criticizing him, perhaps you could point out his mistake from a technical perspective. If it happens too often, then you can address it differently. However, he's already received a negative mark from some of the experts here.

As far as I know, there's still something about punctuation and capitalization with "Fettnäpchen" . Sorry, I couldn't resist .

Please forgive me, I thought an LMM (likely referring to a mass airflow sensor) outputs two signals (after all, the connector has 4-5 pins!).

1) LMM signal
2) Temperature of the intake air (air drawn in from outside).


Since that is NOT the case, my posts are actually about cats, and unfortunately, two people had to write a lot before everyone understood what I was talking about.

Thank you to Mr. Antje, who immediately understood what I meant.

@Super7: I apologize for the misunderstanding, but that doesn't give you the right to belittle me by calling me an amateur (and not "Leie" as you wrote) and making such remarks.

Nevertheless, no offense intended .



Sure, here is the translation of the text from German to English:

"So long" translates to "Goodbye" or "See you later". It can also be used as a farewell message in emails or other forms of communication.

Greetings from Luxembourg.

I apologize for my poor German and to mserge for being too simplistic.
"A clearer explanation would have been better."

Okay, that's enough awkward moments for today! It is a new moon .

The troubleshooting process has been going on for far too long, and everything that needs to be known has already been discussed multiple times without success.

Status:

The car runs like a dream!
The mechanic replaced the control unit, and now it works. First impression.
spins up to 4500 RPM without restriction.

Here's the translation:

"I will also create some logs to compare the data and hopefully investigate the cause more precisely."

LLT (Low-Level Trigger) and the behavior of the STG (System Test Generator) are highly interesting.

@ulf

LOG file updated!

/download.php?id=1639

I also discovered an error entry in the control unit (ECU).

Monday, October 16, 2006, 6:28:53 PM.
VAG-COM Version: RKS 607.3-UD

Engine Control Unit (ECU) Part Number: 038 906 019 LA.
Component and/or version: 1.9L R4 EDC G000SG 5405.
Software Coding: 00102
Workshop code: WSC 06815.
Additional information: TMBWU26Y343892417 SKZ7Z0C2053001
"One error found:"
18097 - Data bus drive: implausible message from the central electronic system.
P1689 - 35-00 - -

Does this have something to do with the engine control unit (ECU) replacement, or is it something else?

Am I wrong to say that, despite everything, the LLT (low-temperature limit) has remained the same? If that's the case, you only have a software version that ignores the LLT for a while. However, tuning would then be limited again soon. Therefore, something must be done about the LLT. Especially since the current outside temperatures are different from when your post was originally made.

It's strange that such a high LLT (Lower Limit Temperature) is achieved even with standard software. Without rereading the previous posts, it seems the initial air ducting was properly designed for the LLT, and the LLK (Lower Limit Kit) itself is clean. What about what's behind it? Could air still be escaping? If so, you might have no choice but to install an additional LLK.

That is partially correct.

A problem has now been resolved.
According to my temperature gauge, the significant performance drop at temperatures above 80 degrees Celsius seems to have disappeared.
It was quite cool. "Therefore, the process liquid was preheated to 60 degrees."
The LLT is still too high, that's correct!

Statement from the workshop regarding the high LLT:

"There are no factory-specified values for the coolant temperature (LLT) and rev limit (RS). However, when chipped, it ran up to a maximum of 110 degrees Celsius in tests without any loss of power. 'Everything else is original.'"
The mechanic knows that my problem mainly occurs at moderate outside temperatures, and to simulate higher outside temperatures, he simply placed cardboard in front of the radiator to block airflow.
He was interested in knowing how much load the system could handle before the main drive (STG) would be regulated back or go into emergency mode.
With a limited LLK (Low Temperature Coolant) function, my RS should have been able to reach temperatures up to 117 degrees Celsius without significant loss of performance.
I will create my own test log to obtain the data with reduced LLK (likely referring to a specific parameter or setting).

Other noteworthy observations:

"With the new ECU, it runs more smoothly. The instantaneous fuel consumption doesn't drop as much (around 6-7 liters) during hard acceleration. The sluggishness above 3500 RPM is completely gone. It revs relentlessly until the rev limiter. I'm convinced that my previous ECU had a bug; it now feels very responsive and pulls strongly."

Important:

Looking at my pictures of the LLK (Lower Leg Compartment), you can clearly see that there's still a lot to improve. The plastic structure surrounding the LLK cannot be described as robust. Furthermore, increasing the size of the LLK inlet didn't result in any noticeable improvement.
My suspicion is that the entire structure will deform when exposed to strong wind. "300 square centimeters at a wind speed of 80 km/h represents a significant amount of force."
A gap of 1-2 cm would be extremely detrimental to the large language model (LLM) because it would certainly create a significant amount of air resistance.

@Mr. Antje

The LLK (presumably referring to a medical device or component) was cleaned and inspected for permeability and damage.
"Air intake increased by more than double." "Now available as standard equipment."
Exhaust air from cooling systems can escape easily from the rear.

Images: https://community.dieselschrauber.org/en/viewtopic.php?t=13324

Admission is now open to the entire area, excluding the Nebler section.

Okay, that way you won't experience performance degradation as quickly. However, I still consider your latency to be very high.

I think the modifications to the air deflectors are worthwhile, but they won't achieve as much improvement as I would like.

What will you do? Will you live with the temperature, even if the modification only improves the sheet metal by a few degrees? Or will you install an additional cooling system (LLK)?

super7 wrote:

Exhaust air from the cooling system can escape well at the rear.

That's the only thing I was missing right now. Thank you.

I think 2 terabytes of SSD storage is excessive. "Larger if I can get it used."

Alternative: Water spraying activated by a thermostat at 80 degrees Celsius or higher.

Do you think it only makes a few degrees difference?

Consider the following:

The air resistance of a low-temperature coolant (LLC) system is considerable because mine is relatively thick and has a small surface area. If I calculate the circumference with a maximum gap of only 1 cm, the total surface area quickly reaches about 50 cm². Even if this allows for unimpeded airflow, the resulting loss will be significant, especially at speeds of 80-120 km/h, where the LLC system is not yet operating optimally. "High load, poor cooling: LLC temperature is highest."
It probably acts like a heavily contaminated lubricating fluid.
The problem usually only occurs in the third gear when going uphill, especially after several sprints or on hot days.
Otherwise, such high temperatures are not reached in the engine compartment because the load is lower or the cooling is better in the fourth or fifth gear.
I also reached the maximum speed with the old ECU, where the load is drastically reduced above 80 degrees Celsius.

So far, I haven't been able to personally inspect the hose connecting the loader to the liquid fertilizer tank for any blockages or defects in the inner lining.
I'm going to combine the leak detection for hazardous liquids (LLK) with an inspection of low-voltage distribution lines (LD), and I hope my suspicion is correct.

I'm not yet sure about the material I want to use for the poem.
What will likely be the best and easiest to work with?
Heat-resistant silicone, polyester, fabric tape, rubber, sealing ring, woven tape, foam, etc.

super7 wrote:

I'm not yet sure about the type of writing material I want to use. What will likely be the best and easiest to work with? Heat-resistant silicone, polyester, fabric tape, rubber, sealing ring, woven tape, foam, etc.

My tip: Use foam. It's great for cutting to fit the shape of the gap you need to seal, it allows for large discrepancies in size when cut, and a few drops of regular construction adhesive will secure it to any area that isn't perfectly sealed, providing a permanently elastic seal.

Same test track, 7% incline, with an outside temperature of 20 degrees Celsius.

LD boundary test with closed LLK; definitively negative when LLT temperatures are too high. 117 degrees LLT, full LD .

Popometer noticed a slight decrease in performance, which is normal given those temperatures.

The rearview mirror shows no signs of smoke or excessive fog. "Air is breathable."

LOGfile: /download.php?id=1643

Wahu:

Appointment with the tuner: Tomorrow at noon. The RS is finally running again at approximately 170 horsepower and 400 Nm of torque.

Tuner: http://www.oct-tuning.com/index.php

super7 wrote:

Control unit part number: 038 906 019 LA. Component and/or version: 1.9L R4 EDC G000SG 5405

Okay, so you have the same version as I do. An update might have even been sufficient.

@skywalker

The control unit or software definitely had a bug.

super7 wrote:

Same test track, 7% incline, with an outside temperature of 20 degrees Celsius. LD boundary test with closed LLK; definitive negative result when LLT temperatures are too high. 117 degrees Celsius, full LD . Appointment with the tuner: Tomorrow at noon. The RS is finally running again at approximately 170 horsepower and 400 Nm of torque.

Okay, so now we know that it can handle high temperatures without reducing the laser diode's power. This means it essentially has no protective function anymore.

I'll keep an eye on the LLT after tuning. Since it no longer reduces the LD (latency), you might not even notice any harmful LLT values.

While it was interesting for testing purposes to run the system without the liquid cooling (or with it covered), I'd like to observe its performance with a fully functional liquid cooling system at higher ambient temperatures. If the vehicle is intended to last for a while, it might be worth considering.

@Mr. Antje

What kind of tuning, even if it's gentle, is good for the engine and all other components?

More power means more wear and tear, unless there are optimizing features that provide relief for the engine, turbocharger, LLT (Low-Temperature Combustion) system, etc.

The puzzle car has so many pieces that something is bound to go wrong, especially when it comes to modifications or customizations.
However, the lifespan depends on the driver/tuner and driving style, as well as a bit of luck.

LLT comparisons between series/chips are being conducted.

First comparison:

The 2.RS engine, modified by the workshop, reached peak temperatures of 110 degrees Celsius on uphill climbs, even without improvements to the cooling system or intake manifold. It was described as "micro-modified original."

This test run was performed for comparison with my RS's "troubleshooting" data, but unfortunately, it didn't produce a log file. According to the mechanic, the engine temperature reached 110 degrees Celsius without any loss of power.

super7 wrote:

@Mr. Antje What kind of tuning, even if it's gentle, is good for the engine and all other components?

Okay. However, excessively high LLT (Load Limit Torque) doesn't necessarily have to shorten the vehicle's lifespan. Most often, the critical point (as I understand from reading/seeing in this forum) with proper chip tuning is thermal overload.

Therefore, for example, as soon as I have any tuning work done, I will pay particular attention to the LLT (Low-Temperature Limit) and, if necessary, install different or additional LLK (Low-Temperature Coolant). The temperatures you measured would already be sufficient for me in that regard. Ulf should be able to tell you what temperature might represent a limit for you, as he has the same engine and is likely familiar with those values.

Consider this only as a suggestion, not as a basis for discussion. How each person deals with it is their own business. I personally will not always be able to keep up with the topic of drivers , and I expect to drive my vehicle until its economic total loss (hopefully it will just be a small chip in the windshield and not the engine ). If I were to sell my vehicle every time it reaches 150,000 km, I probably wouldn't care much at first.

super7 wrote:

The 2.RS, which had been "chipped" by the workshop, reached peak uphill temperatures of 110 degrees Celsius without any improvements to the cooling system or intake manifold, using its "original" configuration.

"To clarify again:"

The effect of the liquid layer can only be assessed by comparing it to its surroundings.
"At 110°C with an ambient temperature of 40°C, the Micker-SMIC on the PQ24 platform is still relatively within acceptable limits; however, 110°C at an ambient temperature of 0°C would be a complete failure for the SMIC."

2. The software only reacts to the reported low temperature limit (LLT), regardless of how it is triggered (i.e., the contributions from ambient temperature and the effect of the cooling system).