BMR doesn't want to go down

Hi,

My BMR (and also my BMP) are not reaching their minimum operating range. At least, my BMR is running right along the Russian border until it finally builds up boost pressure. At this time, the PWM is at its maximum value of 85%.

Should I twist the rod ?

(yellow indicates = min(three rotation speeds) - Russian zone --- so 0 if the Russian border is reached).

dieselmartin wrote:

My BMR (and also the BMP) are not performing well at the lower end. At least, my BMR is running relentlessly close to the Russian border until it finally builds up boost pressure. At this time, the PWM is at its maximum value of 85%. Should I twist the rod

?
*shoot at the blue*
I'm afraid that won't help: Take a look at MWB 3; it precisely regulates the desired air mass. If you mess with something on the engine, it will likely just further damage the EGR valve, and you'll be no smarter than you were before (plus, the intake passages will get dirtier faster).

Sure.

MWB3 also confused me as well. On the one hand, whether it "fits" and, on the other hand, how precisely it fits.

You can even hear it while driving; it has a characteristic valve sound because it produces "modulated noises" that are atypical for a diesel engine, specifically from the "throttling of the intake passages."

Then I'll leave it like that .

The ASZ engine also has that jerk when you accelerate from 1000 rpm.
Where does it come from? Also, the Russian border?

Thank you.
m;

dieselmartin wrote:

The ASZ engine also has that jerk when you accelerate from 1000 rpm. Where does it come from? Also, the Russian border?

So, at 1000 rpm, there's still nothing happening.
It's only when the engine reaches a certain RPM (around 1500 rpm, depending on the gear) that the torque limiter kicks in, causing a sudden jolt until the active torque control system engages.

YES

"If you start at 1000, the peak will be around 1500."
He also runs along the area with the "Truebungkennfeld," just like mine does...

Why do the 1.9 models have significantly better low-end power compared to the 105 hp models? I recently had a Golf Plus, and it was much more pleasant to drive in the city than my current car.

Unfortunately, I didn't log that.

m;

Hello Martin,

Could this behavior simply be due to the mechanical design (size) of your turbocharger?
Given the engine displacement, your turbocharger should already be a high-performance unit. Therefore, he drives along the smoke limit line as long as the turbocharger is not at its maximum speed.

I would leave it as is, just as Ulf said.

Best regards, Jochen.

Hi Martin,

Okay, so if the soot limit is reached below 1340 rpm... I think there are worse things.
What's the point of a loader designed for 170 horsepower with a 2-liter engine if it's already supposed to be large?

Best regards, Rainer.

Jochen_145 wrote:

Could this behavior not simply be due to the mechanical design (size) of your turbo? Given the LD and engine displacement, your turbo should already be a turbocharger.

Yes, yes, the old story: As power output increases, so does the size of the turbo lag (unless you're forcing a mini-loader to astronomical RPMs with a "wooden hammer" chip tune, but instead using a turbocharger that's appropriately sized for the maximum power).
Even the VTG principle is not powerful enough to completely eliminate this problem. Therefore, the models with 100 horsepower are more suitable for city driving than the higher-performance versions within the same engine displacement class.

Why have a soot limit at all if there's a DPF? Couldn't it simply be adjusted slightly upwards? Then, at least, we would get something from the filter .

"You just regenerate" a few times more often...

Regards,
Peter.

Hi,

I also came up with the conclusion "big turbo for big power" this morning. I had previously thought that VTG was strong enough to compensate for that.

It's not *really* that bad, I'm just used to things being different from the "adapted" 1Z and the Leon ASV (especially the latter).

Then I probably have to shift gears more often (shit, I should have taken the DSG) and then I'll just replace the tires starting from 1700 miles .

To add even more information to this thread:
What turbo does the BMR have (it's too tightly installed to check).

Thank you.
m;

dieselmartin wrote:

_It's_ not really that bad, I'm just used to things being different from my previous cars, the "adapted" 1Z and the Leon ASV (especially the Leon).

Sure, I know that. AFN with 216 injectors, stock software, and a mild chip tuning: Brutal acceleration without any black smoke, even from idle speed. Turbinado, what is it?
To truly surpass that feeling, you'd need a significant overcompensation in terms of torque and peak power.

dieselmartin wrote:

Why do the 1.9 models have much better low-end power? I recently had a Golf Plus, and it was much more pleasant to drive in the city than my current car. Unfortunately, I didn't log that. m;

I'm familiar with this engine from a car I once rented, an AXR. It felt much bulkier than my ASZ engine, and it drove more like a larger naturally aspirated engine. For a long time, the AXR/ATD was the 1.9 TDI engine with the highest torque output, up to 1,400/min. The small loader makes it possible, as has already been mentioned.

Hello Martin,

I'm experiencing the same issue, although it's less noticeable due to the design (CR), and I've also gotten used to a different engine characteristic in BMWs that requires higher RPMs to get the desired performance.

You probably can't disconnect the EGR valve anymore, right? Because the engine would respond with a limp-home mode. (Personally, I would be interested in an alternative circuit that tricks the engine into thinking it's receiving the correct air mass and EGR rate, with the added benefit that the turbocharger would spool up faster.) (However, modifications to the vehicle are not permitted.)

'In the ARL case, which mirrored the problem you're describing, but to a much greater extent, I...'
simply made the mass airflow sensor more sensitive through a mechanical modification. He was significantly more tolerant of cloud cover, meaning he could thrive even with almost unlimited exposure to sunlight.
The engine was always running at its torque limit. The disadvantages included: puffs of black smoke during acceleration and shifting, especially in the summer. As long as this DPF can handle it, there would be no problem.

Perhaps you should remove the extra grid in front of the sensor unit of the mass airflow sensor, although this should be able to be reinstalled without a trace for warranty purposes. My removal of the grid caused an error because it was measuring far too much air. 'First, when I...'
Once the torn, coarse-mesh nylon fabric was used as a makeshift replacement for the mesh, the control unit accepted it, but the performance was still limited by the torque restriction.

Sure,

I won't be messing around with it or breaking off any grilles; what's the point of the 4-year warranty otherwise...

Then I'll just turn it up a bit .

m;