Golf 4 TDI: High Turbo Pressure - Fix It!

My TDI has been going into limp mode for a week now, and it always happens when I'm driving at high speed.
Drive on the highway and accelerate. Maintain a constant speed of 120 km/h and 2600 RPM.

I checked it out today using VAG-COM and saw that the boost pressure...
zu hoch ist. Bei 2300mbar schaltet das Steuergerät in den Notlauf. In addition,
Error 000575-17-10 - Intermittent display of intake manifold control difference.

My question is directed to the professionals who specialize in reading measurement data.

Which components can be ruled out during troubleshooting, or, to put it another way, how?
What's the best way to approach this? I mean, should I start with the cheaper options and then...?
the more expensive ones.

According to the measurements, the mass airflow sensor (MAF) is increasing with the boost pressure, so I would disconnect it.
close. I would also rule out the boost pressure sensor, as both the mass airflow sensor and the boost pressure...
have the same slope in the measurement values.

Could the magnetic pressure control valve be faulty?
How about the VTG adjustment on the turbo?

Oh yes, I also noticed that when shifting gears (depressing the clutch), the boost pressure...
'It's been blowing' (referring to a sound or noise). The noise has also been extremely loud for about 4 weeks.
That makes sense to me, as the pressure changes when shifting and braking.
'is removed by the control unit. In my case, the noise is probably caused by...'
So loud, because the pressure is higher than normal.

To put it simply, where would you start looking?

The AGR is defective , but otherwise, nothing has been changed on the engine.

Go ahead and "tinker" with your VTG.

Can it be pressed all the way in without any clicking or resistance, using just one finger?

In my opinion, the shovels are hanging, and that's why the EDC doesn't compete with them, because it tries to regulate the boost pressure using PWM (94.4).

Here you'll find a lot of content that I created while working with the ASV (110 HP, Euro3).
/viewtopic.php?t=12864&highlight=asv+assessment

m;

(PWM 94.4) means 'bleed off' the boost pressure, right? I always get confused about that and want to understand it better.
sometimes, it's good to have the right thought processes.

No.

Once it's blown, the turbocharger pressure in a TDI will never recover.
Once it is generated, it will always be forced into the cylinders.

With the wastegate control valve (N75) and its PWM control, the turbocharger's boost pressure can only be regulated to produce either a lot or a little boost.
(There is no switchable short circuit like in G60 and G40 , nor is there any opening to the outside, like in "Fast & Furious").

In the first graph from my link, you can see that low PWM values should result in high boost pressure.
With every full-throttle acceleration, the PWM signal initially dips downwards, causing the valves to close slightly, before rapidly increasing as the turbocharger kicks in and starts delivering air.

So, PWM is at 94.4%, which means "stop making so much noise here"... but your turbo isn't stopping.
I also know why: the spring in the vacuum chamber needs to move in that direction. And if the VTG (valve timing gear) is stuck, it can't do that.

Make VTG common.

So, PWM 94.4% means 'stop making so much noise here' .

That's what I meant by 'to call it off'. So, I understood it correctly .

Just as feedback: I gave the Turbo a little 'boost' on the highway as a temporary solution, and
Every 10 minutes, use the default settings in the MWB11 system to open and close the VTG (vehicle gate) in a parking lot.
Eventually, the VTG started working properly again.

It took me an hour to do this, but it was still easier than...
To remove the turbocharger and clean the VTG (Variable Turbine Geometry).

That means for me: once a week, really 'let loose' on the highway.
Then the VTG should remain functional for a long time.

At some point, I'll also need to replace the fuel injectors. With 205,000 km on the clock, they're probably starting to get clogged.
also more than necessary.

hi,
What I don't understand is that, starting at timestamp 925 (line 5, you seem to be running at full throttle until 938 (line 71). During that time, the specified MAF value goes up to 850 mg/stroke, and the actual MAF value reaches up to 1225 mg/stroke (!), yet your desired fuel injection amount is always lower than the torque and soot limits.
Is this a result of a software change? The AGR is defective, huh?
haithamina

Nothing has been changed in the software.

I assume that the high boost pressure causes the control unit to instruct the driver to...
to reduce the desire.

EDIT: Nonsense, now I remember. I hadn't even put my foot down, because...
dann immer der Notlauf kam. Daher hatte ich langsam bescheunigt. But.
As dieselmartin correctly pointed out, the VTG was in a state where...
The maximum boost pressure is fixed. This means that the air hits the wings at a steep angle.
and as a result, the boost pressure increases dramatically.

Aha.
"That means the target LD value of 1948.2 mbar (lines 66-70) is not the maximum? Do you know what the maximum value is or could be? What about the AGR?"
haithamina

Aha,
'That means the target LD value of 1948.2 mbar (lines 66-70) is not the maximum? Do you know what the maximum value is? What about the AGR?'
haithamina
If the VTG (variable turbine geometry) is stuck - approximately 2800 rpm is being achieved - or are you referring to the standard setting? - then the desired maximum pressure of 1950 mbar is being reached (this is the pressure it's set to).

To the agr , please read what he wrote above - just keep it disabled.

Oops, sorry.
I'm ashamed! Yes, all the information about the AGR (exhaust gas recirculation) and the software's default settings is already listed at the top!
So, Vollgas was actually present and available at the specified time, before the emergency mode was activated.
Zu der Zeit war dann, wie gesagt, der Fahrerwunsch immer kleiner als Drehmo- und Rußbegrenzung. Ist das normal? Line 70:
MAF specified: 850.00
IQ driver: 35.00
Torque: 41.20
Torque via MAF: 41.40
Intake pressure specification: 1948.20
It says that the desired LD (likely referring to a specific parameter or value) is still at its maximum, as set by the MSG (likely a control module). Or does the log show a maximum desired LD value, while the injection quantity (driver request) has already been reduced?
haithamina