Engine Performance Loss After PCV Valve Replacement

I have a T3 with 216 injectors, a 1.3 bar wastegate, and an oil cooler, and I'm trying to optimize the entire system. So far, I've been simply venting the crankcase breather to the atmosphere , but now I've connected it between the intercooler and the air mass meter. I immediately noticed that it has slightly less power, and the turbo lag seems to have increased. I then connected the hose directly to the air intake before the air filter, which is now oiling up, but it's better. Could this be related to the air mass meter, since I'm feeding it air that the air mass meter isn't measuring? }

Best, Mike.

Dieselmike wrote:

Could the performance issue possibly be related to the mass airflow sensor (MAF), since I'm supplying an amount of air that the MAF sensor isn't registering.

Essentially, this only happens when the measured air mass, with the KGE (Knock Gain Element) before and after the LMM (Lambda Measuring Module), drops so much that the misfire limit is reached.

Please perform the following: Run a full-throttle MWB (Mean Waveform Voltage) log from 1500 to 4500 rpm in 3rd gear or higher, with the KGE positioned before and after the LMM.

Dieselmike wrote:

now I have connected it between LLK and LLM

.

Are you referring to the difference between the LMM (Mass Air Flow sensor) and the Turbo? Usually, the KGE (Kurbelgehäuseentlüftung - crankcase ventilation) doesn't produce enough flow to cause the LMM signal to drop (which would trigger the "rich mixture" limit). Do you perhaps have a vacuum leak? I don't think your current solution is very good for your air filter and LMM (the air filter is not an oil separator and will eventually become saturated).

However, if you connect the KGE (crankcase ventilation system) before the LLK (low-temperature cooling system), you will have a crankcase pressure of 1.3 bar .

However, if you connected the KGE (crankcase ventilation system) before the LLK (liquid-cooled exhaust manifold), you will have 1.3 bar of crankcase pressure .

Yes, and that's why, in this case, you experience the sluggish response. The crankcase then presents a significant volume that needs to be filled each time, which extends the response time.

Mr. Antje, you are right.
Of course, I'm talking about the difference between the LMM and the Turbo.

Okay, something else I noticed is that the maximum boost pressure, according to the display, drops by 0.2 bar when the intercooler is connected between the mass airflow sensor (MAF) and the turbo. I'll try logging this when I get the device. I'll use the Bosch KTS (that piece of junk) to record the boost pressure, air mass, and charge air temperature.

Best, Mike.

It's quite puzzling why the boost pressure drops when the KGE (wastegate control valve) is connected. Whether the turbo is supplied with air from the KGE or the MAF (mass airflow sensor) shouldn't affect the pressure. The only way the boost pressure could decrease is if the MAF signal drops, triggering the particulate filter regeneration, which would then reduce the amount of air available to drive the turbo.

If the LMM value decreases (indicating the soot limit is being reached) when the catalytic converter is connected, then the catalytic converter must be supplying a significant amount of "false air," right?

I think it would be important to take a look at the soot emission limits.

I hope I'm not on the wrong track . There are definitely specialists here who can answer your question immediately.

Today I did a test run, and the fact is that the charge air temperature increases due to the hot air coming from the EGR system. However, this is the first time I've done a test run in the summer, and I was really surprised.
Oil temperature after 20 km at full throttle: 117°C.
Water temperature according to KTS: 95.4°C.
Intake air temperature: 82.3°C.
I'm not surprised that he's reducing the boost pressure.

TDI in a T3 - I hope you've installed a decent cooling system - otherwise, it wouldn't be surprising;

'The intercooler is from a 1.9L Passat TDI, equipped with a Sandtler fan and a flow rate of 1020 m³/hour, but it seems like that's not enough. I also don't have space for a larger one.'

In the T3, the ideal solution would be an air-to-water liquid cooler, similar to what's used in many John Deere tractors. This would allow you to mount a second, sufficiently large water radiator in the airflow. The major advantage is that the coolant has a certain thermal capacity, which means it can still provide good cooling even during short bursts. The only real disadvantage is the need for additional water pump components (e.g., the electric pump from the SB and JX series).

1.9L Passat TDI with a fan from Sandtler.

Does it draw in cool air from the outside, or does it simply circulate the hot air in the engine compartment?

I installed the device on the left side, behind the taillight, and shielded it towards the engine.
'The water-cooled engine is a great thing, but it's almost unaffordable because it's a custom-made product. I have no idea which standard product I could use instead. Suggestions are welcome. By the way, the engine is an AHF.'

Hi,
82°C is quite hot, so KGE (Kernel GPU Execute) shouldn't be the problem. With that much volume, it shouldn't be able to get through.
What's missing is cooling air. The 1000 m³/h airflow of your fan, roughly estimated, corresponds to a speed of about 20 (units unspecified) with a normal installation.

The water-cooled liquid cooling system is a good thing, but it's almost unaffordable because it's a custom-made product. I have no idea which off-the-shelf product I could use instead. Suggestions are welcome.

Go to an agricultural machinery workshop and talk to the (hopefully knowledgeable) master mechanic. Maybe you can have the liquid-cooled engine measured when they have a tractor with a liquid-cooled engine there. The part number shouldn't be a problem either. It's either printed on it, or the parts specialist can find it for you.

By the way, I've also seen air-to-water heat pumps on eBay before...

Okay, that's convinced me. I'm going to get a large L/L LLK.
Cut out the side panel and attach an air duct from the hood of an off-road vehicle to the outside. I don't have any more space for a water cooler because of the water system, air conditioning, and oil cooler (currently not connected).
Does anyone happen to know where I can get or have made a custom-sized liquid-cooled system (LLK) with dimensions of approximately 40-50cm in height?
Depth: 4-6 cm, Width: 20-25 cm, with connections in the center extending towards the back.

Thank you all!