Passat 3C 125kW not pulling properly

I'm having a problem. My car hasn't been pulling properly for the past few days.

Shifting from 1st to 3rd gear without any problems.
The fourth gear is feeling a bit sluggish.
Accelerating from 50 km/h and 60 km/h to speeds above 80 km/h, or even 100 km/h, is unthinkable.
The turbo function doesn't engage until 2100 RPM.

Passat 3C.
Year of manufacture: 2007.
MKB: BMR
Power: 125 kW / 170 hp.

Mileage (new engine): 34,000 km.



---> LOG

802 /min Motor speed (G28)
78.0°C Coolant temperature (G62)
68.0°C Fuel temperature (G81)
1012.5 mbar - Boost pressure (target value)
1012.5 mbar - Intake manifold pressure (actual value)
119.5°C Exhaust temperature.
1029.0 mbar - Exhaust back pressure.
141.3°C - Temperature before the turbocharger.
120.4°C - Temperature in the particulate filter.
13.7 mbar - Differential pressure of the particulate filter.
0 mbar Offset differential pressure.

19:50:21 Block 007: Temperatures.
71.0°C Fuel temperature (sensor G81)

42.0°C Intake manifold temperature (G42)
82.0°C Coolant temperature (G62)

19:50:21 Block 010: Air parameters.
280.5 mg/H Air mass (actual value)
1015.7 mbar - Atmospheric air pressure.
1012.8 mbar - Intake manifold pressure (actual value)
0.0% accelerator pedal position.

19:50:21 Block 033: Lambda control.
798 /min Motor speed (G28)
123.9°C Exhaust temperature.
1029.3 mbar exhaust back pressure.
7.54 g/s exhaust gas mass flow rate.


Maybe you have some ideas about what it could be...

Sure, here is the translation of the text from German to English:

"PS: I suspect it's a differential pressure sensor."

Hello,

What insights do you expect to gain from measurements taken during engine idle that could provide information about problems occurring under full load conditions?

Best regards, Rainer.

"What's concerning me is that the differential pressure of the DPF is 13.7 mbar, while the target value at idle should be between 2 and 7 mbar."

The DPF (Diesel Particulate Filter) was replaced along with the engine at 34,000 km.

cck wrote:

I'm only puzzled that the differential pressure of the DPF is at 13.7 mbar, even though the target value in idle is 2 - 7 mbar. Der DPF ist vor 34000km mit dem Motor erneuert worden.

If this makes you suspicious, you should compare the value with the reading when the engine is off and the ignition is on.

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

Best regards, Rainer.

Is the vacuum system sealed?
Does the vertical guide rod move all the way to the top stop?

The first thing that comes to mind is a vacuum leak in the vacuum chamber located on the intake manifold (swirl flaps). The error only occurs when the system is activated.

Isn't the intake manifold designed to be "fail-safe"?

So, the flaps are not spring-loaded to remain open, but are pulled closed in the partial load range?
Then the pressure loss should only occur under partial load conditions.

Alternatively, I offer:
- Significant temperature sensitivity of the BMR (Basal Metabolic Rate) starting at 30°C - it seems to be erratic, likely due to an improperly calibrated characteristic curve.
- Loss of boost pressure in the area of the swirl flap adjustment shaft - specifically where the "U-dose" is located; oil mist then leaks out from there.
- The description for "coked nozzles" is too extreme; they reduce performance but don't make the vehicle undriveable.

Okay, here it is:
Log data and load information, photos of the swirl valve control system...

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Quote:

So, the flaps are not spring-loaded to be OPEN, but are pulled closed in the partial load range? Dann sollte der Unterdruckverlust nur in Teillast auftreten.

Yes, assuming the valve doesn't get stuck as well, which unfortunately happened to my acquaintance.

When shifting to a higher gear, you almost always briefly enter the partial load range. How exactly does the engine control unit (ECU) react to this with its limp-home mode?

It usually comes with the error message "Boost pressure regulation limit exceeded."

The intake manifold was also new back then, and when I draw air through the nozzle, it moves.
The VTG rods are also functioning properly.



This morning, when the temperature was 15°C, it ran quite well, but this afternoon, at 29.5°C, it was terrible again.

Quote:

heute mittag bei 29,5°C wieder total bescheiden.

Whatever that may mean...

What does the error memory say? If it's going into limp mode, there should be an error entry stored.

Without data recording from measurement blocks 10 and 11, the boost pressure profile cannot be assessed.

Use the forum's search function for that.

It doesn't go into emergency mode, and no lights are on...

"It just doesn't pull properly. Sometimes it's great, but other times it doesn't even reach 2300 RPM."

cck wrote:

It doesn't go into emergency mode, no light comes on... He just doesn't pull

. Sometimes it's great, but other times it doesn't even reach 2300 RPM }.


"So wagen" went into emergency mode today, see error.

Thursday, August 2, 2012, 7:05:22 PM: 42416
VCDS version: RKS 11.11.3
Data as of: 20120406



--------------------------------------------------------------------------------
--------------------------------------------------------------------------------


Vehicle type: 3C0
Scan: 01 03 08 09 15 16 17 19 25 36 37 42 44 46 47 52 53 55 56 5D
62 72 76 77

Vehicle Identification Number (VIN): WVWZZZ3CZ7E244343
Mileage: 253,530 km

00-Steering angle sensor -- Status: OK 0000
01-Motor -- Status: Error 0010.
03-Brakes -- Status: OK 0000
08-Climate Control/Heating -- Status: OK 0000
09-Onboard network -- Status: OK 0000
15-Airbag -- Status: OK 0000
16-inch steering wheel -- Status: OK 0000
17-in-1 instrument -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
Immobilizer system - Status: OK 0000
36-seat adjustable passenger seat -- Status: OK 0000
37-Navigation -- Status: Error 0010.
42-door electric driver - Status: OK 0000
Steering assist - Status: OK 0000
46-Comfort System -- Status: Error 0010.
47-Sound System -- Status: Error 0010.
52-door electric passenger door - Status: OK 0000.
53-Parking brake -- Status: OK 0000
55-Beam adjustment. -- Status: Error 0010.
56-Radio -- Status: OK 0000
5D Control Unit -- Status: OK 0000
Door electric, left and right -- Status: OK 0000.
72-Door electric hinge, right side -- Status: OK 0000
76-Parking Assist -- Status: OK 0000
77-Phone -- Status: OK 0000

-------------------------------------------------------------------------------
Address 01: Engine Label file: RKS\03G-906-018-BMN.clb
Part number SW: 03G 906 018 EM, hardware: 03G 906 018 EM.
Component: R4 2.0L PPD1.2 G 4369.
Revision: --H52-- Serial number: VWZCZ000000000
Encoding: 0000072
Company No.: WSC 52493 123 59502
VCID: 74E3AE6B17A00E9

"One error found:"
000665 - Charge pressure control.
P0299 - 006 - Control limit exceeded (low) - Intermittent.
Environmental conditions:
Error status: 00000001
Error priority: 5.
Error frequency: 1.
Learning counter: 39
Mileage: 253,426 km
Time: 0.
Date: 2012-08-02
Time: 09:09:52

Environmental conditions:
Speed: 2240 rpm.
Torque: 344.0 Nm
Speed: 121.0 km/h
99.45%
Voltage: 14.01 V
Pressure: 2449.5 mbar
Pressure: 2023.5 mbar.

Readiness: Not available.

-------------------------------------------------------------------------------

Broken cable?

@mullemaus

If there's a cable break, wouldn't it show me the component where the break is located?

Quote:

P0299 - 006 - Limit below threshold - Intermittent

I've encountered this error twice recently. In both cases, the vacuum system was affected.
There's probably a leak somewhere in that component.

@ Autoservice, thank you.

Okay, I'll go ahead and replace two valves (swirl control valve and EGR cooler control valve), and I'll check all the vacuum hoses for a third time.

Is it possible that despite the leaky manifold, the boost pressure is still reached at 2400 RPM?

Quote:

Is the boost pressure reaching 2400 U/min despite the leaky installation?

If the corresponding valve is currently not activated, the system is sealed.

The easiest way to insert a vacuum gauge is by connecting it into the supply line.
There should be approximately -950 millibars of vacuum pressure. Then, perform a diagnostic check on the actuator while the engine is running. If the vacuum pressure drops when an actuator is activated,...the fault has been found.
A vacuum measurement can also be performed while the vehicle is in motion.

Before proceeding further, I would not continue until the airtightness and functionality are guaranteed to be 100%.