VAG-COM file, help with analysis/interpretation

Hi everyone,
I'm new to this forum and I already have a question/issue.

I've also already used the search function, but I haven't found a diagram that is equivalent to mine.

Unfortunately, this concerns the recurring and often discussed topic of VTG, which has been addressed multiple times before.

I replaced the vacuum pump on my 1998 TDI with 110 horsepower because it was completely stuck.
They have adjusted the new ones to the same rod length as before.
I then tried to read the MWB 11 data, but I'm not really understanding it.
I just need to know if I need to change the length of the rods.
I also need to do an acceleration test in third gear, starting from 1500 RPM, to check if I have any oversteer issues.

How do I attach the file?

Best regards,

Set it in the upload area and then paste a link here.

Ich kann den Inhalt dieser URL nicht abrufen und übersetzen. Bitte gib mir den Text, den du übersetzt haben möchtest.

The file is saved here.

Hello,

"You can't adjust the rod like that; at least, not using the method described in the log."
"Engage the drive and apply throttle, then observe the turbocharger's boost pressure regulation behavior (measurement block 11)."
Ideally, always accelerate to full throttle for 5 seconds, then let the car coast, etc., using 4th gear. Apply gas at 1500, 2000, 2500, 3000, 3500, and 4000 rpm.

Best regards, Rainer.

Okay, I'll try it that way.
However, I still have another problem.
When I accelerate fully in gears 4 and 5 at low RPMs, it starts to jerk between approximately 1800 RPM and 2200 RPM.
The acceleration remains the same. It feels like driving on a very uneven road. If I slightly lift my foot off the accelerator while driving, and it continues to accelerate as if the pedal is fully pressed, the jolting disappears.
Could it be that the clutch is being overloaded by something related to the chip?
Or rather, the injection timings/valve timings?
Or maybe it's the needle lift mechanism?

Currently, I have approximately 140 horsepower at 144,000 kilometers in my AHF engine.

Regards,
Sascha.

I just took another test drive.
Unfortunately, it only seemed to provide acceleration in the 3rd and 4th gears, from 1500 RPM up to almost the redline.

Ich kann den Inhalt dieser URL nicht abrufen und übersetzen. Bitte gib mir den Text, den du übersetzt haben möchtest.
LOG-3.10.AHF.CSV

bakkano wrote:

Okay, I'll try it that way then. However, I still have another problem. When I accelerate fully in gears 4 and 5 at low RPMs, it starts to jerk between approximately 1800 RPM and 2200 RPM. I now have approximately 140 horsepower at 144,000 kilometers in the AHF engine.

Did you have this problem before? If so, ask your tuner .
It sounds to me like it's the ZMS.

I'm having a similar problem .

I hadn't experienced that before.
It wasn't immediately after the tuning either.
I've already driven almost 4000 kilometers since then.
It only happens when I press the pedal all the way down.
As soon as I move my foot back even just a little bit, it completely stops.

I will keep an eye on it, and if it gets worse, I'll replace the clutch.
In my opinion, the pedal already has quite a long travel.

Let's see.

"That's the dual-mass flywheel (DMF)! The torsional vibration damping is very limited, and if you're unlucky, it will fail quickly or squeeze the grease out of the bearing. For my ARL engine, it costs between 400-500 € (just for the DMF)."

So, find a decent one that doesn't program such nonsense and spend more money on it. I'm having the exact same problem right now .

Hello,

3 Phasen Biber wrote:

This is the ZMS! The torque limit is very low, and if you're unlucky, it will soon break or squeeze the grease out of the bearing. For my ARL engine, it costs between €400-€500 (just for the ZMS). So, find a decent one that doesn't program such nonsense and spend more money on it. I'm having the exact same problem right now

.
You can't give a general answer to that; it always depends on the maximum torque output, what else you do with the car, and whether you get lucky or unlucky.

"There's an engine with AHF and a torque of 340 Nm that's now approaching 300,000 km. And I certainly won't stop the slight vibration that the engine has been experiencing since 200,000 km."

In short: excessive torque = high probability of failure, slight vibration = either good luck or not a critical issue. And without knowing the motor's actual maximum Nm output, it's impossible to say whether the data is poor, the ZMW (presumably a device) is faulty, or an engine mount is broken.
Regarding the engine mount, I would check the one related to the timing belt on the AHF engine, as it tends to loosen over time.

Best regards, Rainer.

According to the demo software available for download here, the engine delivers 145 horsepower and 290 Nm of torque.
I can also share the diagram if needed.
I'm not exactly sure what's supposed to be in that bucket.
My colleague thinks it sounds like the clutch is slipping.

Hello,

What demo software did you use?

The flow rate calculator and the torque calculation?

When calculating the torque, a change in pump voltage is not taken into account, meaning that the amount injected, for example, 48 mg/h according to the VAG-Com reading, is actually 52 mg/h in reality.

Then your torque would be significantly higher than 300 Nm. This could cause the clutch to slip.

Please post the tables...

Best regards, Jochen.

Here you can view or download the diagram.

146 horsepower and nearly 300 Nm of torque. That's quite a lot.

So richtig geht die Berechnung bei mir mit Kpower auch nicht. Das liegt aber an mehreren Faktoren. Ein wichtiger sitzt vor dem Rechner, dann scheint meine Vag-Com nicht 100% das zu machen was sie soll. Bei Benzinern bricht es beim logen ab, bei TDI ändere ich die Kopfzeilen damit es in kpower geladen werden kann. Dann kommen in Exel Fehlermeldungen. Es geht dann in kpower, aber teilweise kommen unreale Werte raus. Einige Versionen vor dem aktuellen Update ging es relativ problemlos, auch die Werte waren annähernd dem geschätzt und erwartetem. Ich werde in der Beziehung mal eine ältere Version rauskramen und vergleichsweise testen. Wird schon noch klappen.

I'm currently seeing that when I try to load yours, I also get error messages. 'STAMP not found.'

I noticed that it's not working with my log file, which I had previously uploaded.
That's why I made a new one again.
It went smoothly without any problems.
I only logged MWB 5+6.
I highly doubt that the stated engine power and torque figures are accurate.

A colleague of mine had Rainer chip his Ibiza.
It's similar to mine, maybe even a little bit better.

Based on that, I think realistic values would be between 135 and 140 horsepower.

Hi Mulle and Jochen,

You can adjust the column names in the rightmost tab of the KPower interface.
If you use the English original versions of VAG-COM, it also works with gap detection .

Quote:

Bei der Drehmomentberechung wird eine Veränderung der Pumpenspannung nicht berücksichtig, so dass die die z.B. laut VAG-COM eingespirtzen 48mg/h garnicht 48mg/h sondern reale 52mg/h sind...

It's correct if you take the torque values from the measurement blocks of the engine control unit, but that control unit (AHF engine) doesn't provide those values, and KPower software doesn't work with them either.
However, with control units that have such 'slow' diagnostic data (~3 samples per second for a main control unit), the measurement accuracy naturally reaches its limits. Furthermore, in cars with a good power-to-weight ratio, and I would include the vehicle in question, the point of maximum torque is reached so quickly in 3rd gear that far too few measurement values are obtained.
If you want to know the torque precisely, use the largest possible gear and then limit the measurement to the specific speed range you're interested in (e.g., 1600 rpm - 2200 rpm). You can do this even on a federal highway without getting a ticket.

Best regards, Rainer.

Korrekt wenn Du die Drehmomente aus den Meßwertblöcken des Motorsteuergeräts nimmst, nur liefert besagtes Steuergerät (AHF Motor) weder diese Werte noch rechnet KPower damit.

Yes, that's correct.

I was writing under the assumption that the 'demo software' referred to the Excel spreadsheets from the articles, and not kPower.

The complexity of performance measurement without a dynamometer is illustrated by a test conducted in the automotive magazine 'Abendteuer Auto.'
Here, the performance box from GPS measurement specialist racelogic clearly failed to deliver.
The four measurements of the performance of a BMW M3 varied from 88 (!) to 286 horsepower.


A major problem is the determination of transmission losses, which, when solely based on speed measurements, quickly reaches its limits in real-world traffic conditions.

Best regards, Jochen.