Fuel Injection Issues: Low Power, Limited Fuel?

hello everyone,
"Since my ALE 1Z stopped catching fish after a turbocharger failure, I used VAG-COM to diagnose the problem. A new turbocharger has now been installed, and during test drives, I observed a boost pressure of approximately 2000 mbar. This should indicate that everything is okay."
However, the car can no longer exceed 130 km/h, and it takes at least 20 seconds to reach that speed.
The fuel consumption reading has settled at 15 liters, whereas the normal consumption was always 6 liters per 100 kilometers.
However, I don't think he's really drinking that much, because he's not even producing a tiny puff of blue smoke from the exhaust. He seems to be running clean. I think he's getting too little fuel.
I'm going to post a log file. Maybe someone can interpret it and give me a tip about what's causing the problem.
Please help.

Link to the log:
http://www.wedgev8.mynetcologne.de/LOG-008-010-003.xls

Hi, unfortunately, I can't find any section in the log where you actually achieved a boost pressure between 1500 and 4000. Also, MWB 10 was logged instead of 11. I'm unsure whether the value displayed in 10 represents the actual or the target boost pressure. If it's the actual pressure, then based on the measured values, it seems okay. The air mass is sufficient, the boost pressure (assuming it's the actual pressure) is high enough, and the fuel injection quantity isn't noticeably reduced.

Further steps:
3-8-11 log to examine the LD trend.
1-3 log to continue monitoring the injection quantity.
Logs can be produced with a full load acceleration setting of only 1500-4000 RPM; the remaining times of the logging process are not relevant here.

Is the error memory empty?

What was checked/replaced during the turbocharger replacement? What was defective in the turbocharger, did the impeller blades break apart?

Are common issues like worn brake pads ruled out?

Regards,
Guste[/b]

Was the timing belt broken?

Perhaps the injection process is completely misconfigured.

MWB 004

m;

Thank you.
Okay, I'm going to do a reasonable logging run again and then post the results here.
Unfortunately, I'm completely overloaded with work and only have time in the evenings, when it's dark, and I have to drive alone then.
Everything is just messed up.
Regarding the timing belt, yes, it was worn out.
I even removed the head just to check if anything was broken after the turbo damage. I adjusted the timing using a dial indicator and then locked the valve position with a dowel pin and used a camshaft alignment tool to lock the camshafts. Then I put the belt back on, and I think it should be correct now.
"Everything looked very healthy under the cylinder head, and the connecting rod bearings also appeared to be in good condition. Since the engine was completely over-oiled due to the turbo oil, I checked all of this. I cleaned the intake manifolds and intercooler with gasoline."
The old charger only had damage to the shaft. There was about 2mm of play in all directions. Fortunately, it hadn't completely broken apart yet.
You'll hear from me.

wedgev8 wrote:

I adjusted the timing

very precisely using a dial indicator, then locked the crankshaft } with a locking pin and used a camshaft alignment tool } to lock the camshaft. Then I put the belt back on, and I think } that should be correct.
Can the outside diameter be determined using a dial gauge?
It probably works, but just to be sure, check if the OT marking on the swing disc matches the marking in the gearbox inspection window. Then insert the NW ruler and the ESP alignment pin. It's possible that your problem is actually caused by this.

Regards,
Guste.

Check if the injection timing is correct. Because you can't measure that accurately with a gauge (I assume you used a gauge to adjust the pump?). Maybe that's the problem...

"With the engine idling, perform the basic MWB0 adjustment and then refer to the graph. You will see a graph with two lines and a point that should normally stay within these two lines. If the point is not visible, you need to readjust the ESP."

Okay, that's a log with more meaningful values.
I drove in 3rd and 4th gear, with the engine speed ranging from 1500 to 4000 RPM.
He starts to run out of breath in the 4th gear, even at 4000 RPM.
"For someone like me who's not experienced, the values seem quite good compared to what others have posted in this forum. But maybe you'll notice something. I re-checked the injection timing using the graph in VAG-COM. It's slightly above the center line. I'll adjust it a bit this weekend, but it probably isn't the cause, since it's still within the lines. If I have time, I'll also remove the catalytic converter, as I haven't checked it yet. It's likely that it also received large amounts of oil."

link to the log: http://www.wedgev8.mynetcologne.de/LOG_01.08.2007.xls

You are constantly operating in a state of incomplete combustion, instead of achieving the desired combustion level (exhaust gas recirculation is active, but the amount of recirculated gas is less than the driver's request). Therefore, the mass airflow sensor (MAF sensor) is likely aged and should be replaced.

On the other hand, the reduction caused by the turbulence isn't so significant that it would explain why he's already running out of breath in the fourth gear.

Therefore, I can't see the cause in the log values. It must be something completely mechanical that the MSG isn't aware of, such as ESP issues.

Best regards, Guste.

Thank you for your information.
So, does that mean the LMM is providing incorrect values to the MSG? Could I potentially manipulate the LMM values slightly upwards using, for example, a diode method, to influence the soot limit before I buy a new LMM?

The part is terribly chipped!

An ALE engine produces a maximum of 37-39 mg/H under full load (I personally drove a 021 HD with this engine).

So, just hit the chipper with that thing over its head.

m;

This part is terribly chipped!!!

An ALE engine produces a maximum of 37-39 mg/H under full load (I personally drove a 021 HD with this engine).

So, just hit the chipper with that thing over its head.

m;

Hello, I unfortunately have to agree with that.

The target LD (boost pressure) value seems strangely chosen. For a TDI engine's actual torque peak, you would typically only have the standard LD value, and then set it very late, at 2600 rpm, to a high value of 2183 hPa.
The actual speed (Ist_LD) is not reaching the target speed (Soll_Wert) and only achieves it above 3000 rpm. The duty cycle in this case is 50%.
Previously, it remained at 35% for a very long time without the actual LD following the target LD (LD_Soll).

The amount of fuel injected is controlled and significantly limited by the smoke reduction system. The torque limiter is completely deactivated.

The pump voltage is at its maximum limit starting from 3000 rpm, therefore the values within the limits are irrelevant above 3000 rpm .

The value of MFA definitely fits in here.

I find it hard to believe that the vehicle operated without producing any smoke, especially considering the programming and the LD (likely referring to a specific system or component).

Did the vehicle run properly before the turbocharger was installed?

If that's the case, I would argue that none of the programmed functionalities are actually being implemented by the VP.
The sluggish LD curve indicates this, as does the corresponding duty cycle of the VTG.

Best regards, Jochen.

Hmmm.
"The chip has now been running for almost 180,000 km without any problems, and I was satisfied with the results. I haven't experienced any issues like 'Russian clouds' either. The chip is from ******** in Koblenz, which is actually a reputable company."

HM,

I may have exaggerated a bit in my choice of words, but why didn't you mention before that it was chipped and had been working well so far?

Because 48 mg is completely absurd for a full-trim ALE.

m;

Hey, did you maybe accidentally keep the accelerator pedal pressed down the whole time?

If you are hesitant with the accelerator, our 'standards' are naturally not applicable, and therefore, other things are interpreted into the situation .

The LD_history does not match the handwriting from Kolbenz at all.
It becomes clearer that this is limited by the restriction on predation.

Despite this, the LD structure is clearly too fragile, and if the turbidity is limited, this will inevitably reduce the overall performance.
An overpayment, even with the application of the Value Added Tax Group (VTG) regulations and without considering any advance tax credits, cannot be recognized.

I have already commented on the duty cycle.
The way the torque limiting system behaves doesn't quite match what I'm used to seeing.

Okay, so the LLM is already showing its age, as Guste mentioned. Then there's something wrong with the turbo, because the LD (likely referring to a sensor or component) isn't working. However, it's also not being properly activated (duty cycle). So, first check the turbo, and then check the pump.
'Everything together will completely drain your performance in the Koblenzer Handschrift.'

Best regards, Jochen.

p.s. 48mg with a 0.195 nozzle.
How many horsepower did you request? I didn't go for a larger injector size because it wouldn't fit in the combustion chambers, and I have 'plenty' of power for stock hardware.
'@2600 rpm, the pressure reaches 2183 hPa: this value is exceptionally high, especially considering the 90 horsepower output, which is characteristic of models produced in Koblenz.'

Hi, regarding the engine, I chose a standard version back then that was supposed to produce around 110 horsepower. At some point, it was measured by the ADAC and came out at 106 horsepower. So, nothing too extreme.
However, as you can see from the values for driver request and accelerator pedal position, I had already fully pressed the accelerator.

I'm slowly starting to figure out what might be causing it.
My injection timing was a bit too early. (I adjusted it today, and I think it's running a bit better now.)
2. LMM (Laminar Mass Flow Meter) is old. (I'll look for a new one, or borrow one, or try the diode method.)
3. The catalyst may also still be somewhat clogged, as it received a significant amount of oil during the turbo failure.
4. I checked today: the pressure on my gauge is only 19 bar.

I think there's not much more that can happen after this.
And I, in turn, will give my friend a hard time, the one who gave me his overly thick head gasket with the comment that it wouldn't make much difference.
I used to have one with two holes, and now I have one with three holes.
It seems to be more impactful than initially thought.

All things considered, it probably won't deliver any more performance.

However, as you can see from the values for driver request and accelerator pedal position, I had already fully pressed the accelerator.

Well, I don't really consider 36.5 mg/h at 2200 rpm to be full throttle...
However, I must say that I focused exclusively on the acceleration in third gear...

For the fourth course, the same principles generally apply.
2223hPa LD_Soll - I am familiar with this value from the customer file for Kolbenz, but not from the VPs.
I get 75 hPa less pressure with larger nozzles, and I am NOT using the customer-specified settings anymore.

What's interesting now is:
Once everything is properly reassembled, create a new log that reflects the engine's behavior in its 'normal' state.

Best regards, Jochen.