Sporadic performance loss with Log

Hello,

Okay, here's my initial post, and I'll also include a log of my performance loss that sometimes occurs.

I've read a lot of articles, and then immediately had a log created using Vagcom by a friend. Here, I had the MWB 3, 8 and 11 logs recorded.

I hope this is correct. Since I have no experience in analyzing data, I have converted it to xls format. I hope someone can help me.

Last week, I had a problem with the N75, and it was replaced. Afterwards, it worked well for a few days. Performance was optimal and as expected.

Now, smaller performance gaps are appearing more frequently. Sometimes even wave-like acceleration.

Vehicle is a Golf 3, year of manufacture 1996, AFN engine, with approximately 170,000 km, original, no chip.

/download.php?id=2052

Greetings

Did you have a CSV converter? Otherwise, import the data in XLS format, as it involves some manipulation to achieve proper column separation. This will result in a table, and ideally, create some charts as well. This string of numbers will be difficult to interpret at a glance...

Hello,

In Vagcom is a CSV converter. I just realized that. I've taken a look at it, hopefully this will be helpful.

Sorry, again

Greetings

OK, sieht schon besser aus. With the MWBs, we should also be able to get started. However, the information is missing (e.g., target and actual values, driver's desired values, soot limit, torque limit). Also, you're using your left foot on me too often...

Quote:

Measurement recording via logbook Is everything okay so far, should you use 3rd or 4th gear at full throttle? Log the following data blocks (DB) over a speed range of at least 2500 to 4000 rpm:

Personally, I started at 1,000 rpm and at least the 4th. Use the gang.

Source:
/viewtopic.php?t=3322

hello,

I'm having similar problems with my Toledo AFN. Fortunately, my father has the same engine and software. I've already replaced the LMM, cleaned the fuel metering unit, and set the values to those of the other Toledo during installation. I also slightly shortened the VTG because it was a bit sluggish from below, but the actual problem hasn't changed. The rod is also easy to move and moves smoothly in and out.

Here's the error description: "When I give full throttle, it pulls for a few seconds, then pauses, as if I'm taking my foot off the gas, then again full power for another 4-5 seconds, then pauses again."
Specifically, at 5th gear from 80 km/h, it momentarily reaches 100, then 120, and then noticeably again near 140.

So, my LMM is relatively new, I also exchanged it with the other Toledo, now it runs even better, and my one is still a bit worse. The problem remains.

I've already done several log runs with 3-8-11, and on a few occasions, I've seen all the values go down. On other log runs, the RPM curve went up perfectly smoothly, even though there were clearly gaps in it. So, the gaps themselves are about 1-2 seconds long, and in the lower gears, you only notice them when you have a trailer attached...

"The hoses are also relatively new and look okay. I replaced the N75 valve with a new one. I've temporarily sealed the AGR valve with a piece of metal. I also tried a different diesel filter."

Do you have any more ideas about what it could be? We can also do river cruises. Please let me know what you need.

Kenny7 wrote:

Do you have any more ideas about what it could be? We can also do sailing trips, just let me know what you need.

I would start by setting up 3, 8, and 11 logs, in which the error is visible. Ideally, recorded in "Turbo" mode, if the engine control unit (ECU) already supports this.
Possibly also individually, to obtain a higher sample rate.

I prefer the entire thing as a prepared Excel diagram, while others prefer CSV files. If you set both, you have the best chance that someone will pay attention.

Greetings
Guste

PS:
1. AGR temporarily closed for testing?
2. Was ist mit dem Ladeluftkanal passiert? Wurde er gründlich inspiziert und überprüft, oder wurde er nur oberflächlich betrachtet und angefasst?

guste100 wrote:

1. AGR temporarily closed for testing? 2. Has the loading duct been thoroughly inspected or at least meticulously examined and tapped?

Okay, AGR is currently dealing with a [technical issue/problem]. I just took a flight and processed the data as best as I could using Excel. I can provide more information later, at the latest by Wednesday.

Today, I was also able to trigger an error for the first time. Specifically, the following error occurred when starting from a standstill:

ECU Part Number: 028 906 021 EF
1 Error found:
00519 - Suction Pipe Pressure Sensor (G71)
28-00 - Short to Plus

is that the pressure sensor in the MSTG? so far, I haven't had any entries in the fault memory there. except for the main fuel line regulator due to me having cut the VTG too short...
Are the oversteer movements a bit too large? If I turn the steering wheel further, they will become a bit smaller, but then the car won't have any more grip.

Here are the logs, I'll create the other diagrams in Excel later, I need to leave now.

The boost pressure is far too high. Either you overdid it with the VTG bar, or there's something wrong with the loading control.

Since you've already replaced the N75, I'd recommend taking a closer look at the vacuum hose. There might be something bent, cracked, or otherwise damaged. In case of doubt, just move it a few meters away and redo it.

Also, try to be a little more moderate with the throttle, especially if you want to continue using the loader. You can no longer see the actual boost pressure with VCDS because it is outside the sensor range (therefore also short-circuiting to positive).

I would then also, in addition to the 3.8, 11, and 11, set up a pure 11er log.

I'm going to try my MSTG with my dad in Toledo later, so far, nothing has been adjusted on the hardware

Regarding the VGT (Variable Geometry Turbocharger) flange, I read that you should shorten it until the TV (Turbo Boost) reaches approximately 85% at 3900 RPM. I was at around 60% and am still far from 85%. I'm going to take another test drive with the other car and see how much it overboosts and what the TV looks like then. I shortened it because my one has always been a bit sluggish since I got it. So, after giving full throttle, it initially doesn't do anything for about 2 seconds, and then it always accelerates well. Maybe I need to find a middle ground. When I bought it, the TV was around 50%, which was during the first test drive. I had no idea about VAGCOM at the time^^

I replaced all my vacuum hoses once in the summer. The problem was only sporadic and relatively rare at the time, so I didn't pursue it further.
I'll watch it again.

Thanks for your responses.

edit: I have now uploaded log2 and 3 as an xls file

what is the meaning of the soot mass? should it be above the target value, as well as the torque limit? is the value calculated or does it come from a sensor?
"That limits it, I see that correctly? You can clearly see it in MWB8 at the second log. There's a noticeable dip in the RPM curve, which you can also feel in the acceleration!"
I've cleaned the agr before, and that's also common. However, it's currently being tested with a sheet of metal, and an older LMM is currently installed, which I'll need to replace with my new one

Kenny7 wrote:

What is the significance of the soot mass? Should it be above the specified value, as well as the torque limit? Is the value calculated, or does it come from a sensor? "That limits it, I see that correctly? You can clearly see it in MWB8 at the second log. There's a noticeable dip in the RPM curve, which you can also feel in the acceleration!" I've cleaned the agr before, and that's also common. However, it's currently being tested with a plate, and an older LMM is currently installed, which I'll need to replace with my new one

The injection quantity limitation based on soot content is determined based on the air mass measured by the LMM (too little air = reduced injection quantity to prevent soot formation). The low LMM measurement value is due to the reduction in boost pressure. Therefore, my statement regarding the charging station settings/control.

I've now turned the bar out a few more times, so it's longer. It was a little better, but after shifting, I had a pause of about 3 seconds before it pulled again... However, I've now noticed that the MSW value is also increasing. So, I was at 4.4mg/rep, I set it to 3, and it worked much better and more effectively (it's getting more fuel too^^).
Anyway, I was very unhappy with the VTG turning out, until I realized that the value was changing in the direction of 5.0mg/step and more. I have now corrected this, and I think I am on a good path. The turbo hole after shifting has become noticeably smaller. This is all happening with smaller shifts.
Once it's cooled down a bit, I'll turn it a little further.
is das richtig, dass der wert mitwandert?

I also took a drive with Papa's Toledo today... So, the TV on my father's car is around 55%, but it fluctuates a lot, unlike mine! You don't really notice it while driving. He just drives smoothly without any problems. The overshoots are as they should be, around 0.1 bar. Mine are still a bit higher at the moment.
I've now reached almost 60% TV with a longer VTG, I'm going to reduce this further and see what happens.


edit: I'm still surprised, however, that the problems have only become so extreme in the last few weeks. Is this due to the wet, cold weather and the lower temperatures?

edit2: I have now gone all the way to the other end (of the flagpole^^), so the LD value is only just being reached, and once there was also an emergency shutdown. Now, I'm going back a bit, adjusting the metering system, and I think that's it

So, I've read quite a bit here and I understood how the stick works, but I never used it that far back because the car immediately became very sluggish, and I never dared to use it before I saw the instructions for cleaning it. Also, here in the forum...
Okay, definitely thanks to everyone involved! I'll be shortening the scene again, this time in smaller pieces, until it fits.

[Translating...]Kann mir bitte jemand sagen welche Messwertblöcke im Falle von Leistungsmangel (AFN ca. 50PS) ohne Fehlerspeichereintrag für eine bestmögliche Diagnose hier im Board mitzuloggen sind?

Hi,

1, 8 and 11 in the Engine Control Unit. Ambient air pressure from 10, also, there have been a few cars with faulty ambient pressure sensors.


/viewtopic.php?t=12979

And: Best to upload the unchanged CSV file.

Best regards, Rainer

I have now recorded MWB 1, 8, and 11 and attached the log as an attachment.

There are full-load sections in gears 1, 2, and 3.

How can I add the ambient pressure to this? I only have 3 data logging blocks available in VAG 3.11.

Best regards,

EDIT:
The performance issues didn't come gradually.
After replacing the engine's bearings/suspension, there was initially intermittent performance issues, even during driving. For the past week, the shortage has been permanent.
Can it be that I have some cables to connect when lifting the engine?

What I don't understand is why there isn't a corresponding error log entry?!

Please help!

Hi there,

Quote:

And: It is best to upload the unchanged CSV file.

Insufficient restriction on air mass.

Hello Rainer!

Here is a completely unchanged CSV file of 2nd and 3rd gear full load, and also 1st, 2nd, and 3rd gear full load slightly uphill. (Above 3000rpm is not possible, as it also ends in 1st gear. {ACTION}

Insufficient air mass limitation.
Sorry, but I don't understand what you mean.

Thank you in advance & best regards.
P.

EDIT:
I have converted the CSV file into an Excel file. 'However, I unfortunately cannot provide an interpretation.'
Please help me.

Best regards,
p.