AFN Performance Issues: Weak Low-End Power

Hello.

I drive a 110 hp TDI AFN engine that has been chipped, and in my opinion, it has noticeable issues with acceleration from a standstill.
It's also quite possible that everything is actually fine.
and I'm just chasing a ghost, but that's what I want to achieve through your...
Find help.

I have a performance issue below.
2000 RPM per minute; when you accelerate, you get the feeling of being in a car.
He would have to think about whether he should do it or not.
If he does that, I'm seeing significant fluctuations in the boost pressure curve.

I've definitely explored all the available resources from this forum.
and there was already a post in a similar vein, but it didn't give me the answer I was looking for, namely whether the solenoid valve for the VTG is working correctly.

I've already checked everything, according to the technical article; the VTG (vertical travel gauge) is operating smoothly, and there are no errors in the memory.
No leaks, no broken cables, catalytic converter is empty, EGR valve disconnected, MAF sensor cleaned.

I've already come to terms with the delayed pressure buildup.
It seems this isn't just happening to me, but maybe you can tell me...
Check the logs more closely, and there might actually be something there.

LOG-01-003-011-001
LOG-01-007-011-003
LOG-02-007-011-003
LOG-01-008-009-003
LOG-01-008-009

I hope this isn't too much for you.

Edit:
Here's something else that comes to mind, it might be important.
I'm now experiencing higher fuel consumption with my winter tires and the ECON driving mode.
'Like in the summer, with wider tires and air conditioning. Under the same driving conditions.'

Hello, since the turbo kicks in around 2000 RPM and your mass airflow sensor (MAF) values are also fine, I would consider this to be normal.

Can someone please help me?
Explain groups 08 and 09.

As far as I understand, in group 01, the injection quantity is the actual value.
and the lowest value in group 08 is the target value, or?

The fuel injection quantity limit should represent the lowest value.
Compared to torque and smoke reduction?

It's not as easy as it looks, so how do workshops actually do it?

can someone please
Explain groups 08 and 09.


8,0,Injection Quantity Limitation **Done at WOT**(See label file, I.Q.= Inj. (Quantity)
Read values when the engine speed reaches 3000 rpm.
8.1, Engine speed, rpm
8.2, I.Q. Driver's license required, 40.0-42.0 mg/H.
8.3, I.Q. via rpm (Torque), 35.5-36.5 mg/H.
8.4, I.Q. via air mass, 36.0-39.0 mg/H.
;#4 Injection quantity limited due to air mass being drawn in (to prevent smoke).

9.0, Injected Quantity Limitation.
9.1, Engine speed, rpm
9.2, Injection Quantity, CC active.
9.3, Injection limit, during automatic transmission shift.
9.4, ,

It's quite straightforward. Drive at 1300 rpm and floor the accelerator. Then, channel 8.2 will be at its maximum, and most importantly, channel 8.3 will limit the amount It's not as easy as it seems, so how do workshops actually do it?

I am selling a new turbocharger .

for me, the logs seem more like they indicate a stuck EGR valve .
How did you disable it?

CU Gremlin.

Here's some fun, in German:

http://people.freenet.de/golf-schrauber/028-906-021.lbl

m;

I thought so too, especially at high RPMs under full load.
You can see a clear puff of black smoke in the side mirror. - possibly also from the chip?

but,
'I already removed the AGR valve last year, checked to make sure it was closed, and reinstalled it. I disconnected and sealed the vacuum hose. At that time, the engine ran a bit smoother.'
But since I got the chip, I think things have changed.

I assume that the duty cycle is adjusted on the injection molding machine.
or whether it is accurate.

LOG-01-001-004