LMM at BMR

Hi,

Does anyone have LMM values that I can compare to my BMR?

I suspect this component is nearing the end of its lifespan, but I want to confirm it with measurements and data.

I find it strange that it never exceeds 1000 mg/H (not logged, just observed).
However, I can no longer precisely remember the conditions.

Greetings.
m;

EDIT: Unfortunately, my BLS has a different LMM .

For the 1.9 TDI engine, I would say: first, log the MWB 8 value and check if the engine comes out of limp mode safely across the entire RPM range when the regulated load is engaged.
Only if it's worthwhile should you consider looking at the LMM.
There are indeed engines that calculate the turbidity solely based on the LD (light diffusion), without using an LMM (light modulation matrix). And then, an aging mass airflow sensor (LMM) can even reduce the amount of oil entering the intake manifold because it regulates for a lower exhaust gas recirculation (EGR) rate.

I don't know how that works with BMR.

He just doesn't seem to get going sometimes.

It's not building boost properly and then gets stuck at a certain RPM when you try to accelerate.

My idea was that he should believe he wasn't getting enough air.

m;

That could also be due to the LD regulation.

How can heat be sensitive?

Sure, here's the translation:

"For example, thanks to hot-clamping?"

"The AGR is also a potential candidate."

Code:

003,0,Abgasrückführung 003,1,Motordrehzahl,(G28),Sollwert (Leerlauf): 790...810 U/min\nSollwert (Volllast): 2800...3200 U/min 003,2,Abgasrückführung,(Sollwert),Sollwert (Leerlauf): 200.0...350.0 mg/Hub\nSollwert (Volllast): 900.0...1300.0 mg/Hub 003,3,Abgasrückführung,(Istwert),Sollwert (Leerlauf): 180.0...350.0 mg/Hub\nSollwert (Volllast): 900.0...1300.0 mg/Hub 003,4,Ansteuerung,Abgasrückführung,Sollwert (Leerlauf): 20.0...70.0 %\nSollwert (Volllast): 0.0 % ; B003,0,Abgasrückführung ; Zündung EIN, Motor EIN (im Leerlauf) ; Grundeinstellung aktivieren ; Bremspedal und Gaspedal gleichzeitig betätigen ; Abgasrückführung wird abwechselnd ein- und ausgeschaltet ; Differenz zwischen "AGR aktiv" und "AGR inaktiv" muss mindestens 100.0 mg/Hub betragen

Don't forget: With the current temperatures of 35°C+, a certain "chewing gum" effect when accelerating is also somewhat normal.

TDI-GTI-4-Motion wrote:

Don't forget: With the current temperatures of 35°C+, a certain "chewing gum" effect when accelerating is also somewhat normal.

Yes, especially when there's a heavy trailer attached and the air conditioning is running full blast, even the ARL sounds sluggish at 39º, almost as if it's missing, roughly estimated, 15 horsepower . I have no idea how hot the LD was; I didn't have a laptop with me to check.

The intake air temperature was 50°C - at least, that's what it showed when I was looking at it on the highway.

I haven't looked closely at the Lambada regulation yet... and the 70% N75 should still be 100% VTG fabric.
It's all the more surprising that he was in 6th gear at 140 km/h. The Gang (GRA) is not achieving the desired boost pressure of 1800 mbar .

m;

Quote:

It's all the more strange that he was driving at 140 km/h in 6th gear. Gang (GRA) is not achieving the boost pressure of 1800 mbar.

Why would he build up more boost pressure than necessary?

... he should earn more because he wants more.

He is clearly not achieving the target pressure.

Well, it looks like there's a vacuum leak or the charger is stuck on the VTG...

What do you mean by "the charger is sticking out"?

I'm puzzled that he usually adjusted everything perfectly in that system.
Even in that "condition," the smoke level was still high enough.

Ideally, even VTG (Variable Turbine Geometry) should not have been activated on 70% of the N75 engines.
Unfortunately, I didn't log the waypoint.

While driving, there were no noticeable issues; the car easily reached and maintained a speed of 140 km/h.

Here's an overview - I didn't notice the "boost pressure" error until later.

The log was self-driving... so I couldn't really think deeply or carefully about what I was doing . I just wanted to make use of the 150 km and the 36-38 degree range.

I made a typo above.

Quote:

But unfortunately, I didn't log the waymarker.

It would be a good idea... However, I would first check all the vacuum hoses.

I received a similar log from a friend's 2.0 CR TDI engine. Like Rainer, I initially suspected a vacuum leak. By using a syringe to test the VTG (Variable Turbine Geometry) control valve, we were able to identify it as the cause. It can be checked quite quickly.