Battery Performance: Cold Weather Affects Charging Speed

The effect of the charger is more noticeable when the engine is cold than when it's warm. What could be the reason for this, or could there possibly be a defect (excluding the emergency mode)?

Best regards, WarLord.

The effect of using the charger is more noticeable when the engine is cold than when it's warm. What could be the reason for this, or is there possibly a defect (excluding the emergency mode)?

Greetings, WarLord.

I have the same impression.
Since my 130hp engine only has 20,000 km on it, I can rule out a defect.
It's probably due to the still-cold intake path.

The effect of using the charger is more noticeable when the engine is cold than when it's warm. What could be the reason for this, or is there possibly a defect (excluding the emergency mode)?

Greetings, WarLord.

I have the same impression.
Since my 130hp engine only has 20,000 km on it, I can rule out a defect.
Probably it's due to the still cold intake path.

Perhaps the thicker, colder oil in the charger's reservoir is also inhibiting it.
early spool-up...

The effect of using the charger is more noticeable when the engine is cold than when it's warm. What could be the reason for this, or is there possibly a defect (excluding the emergency mode)?

Greetings, WarLord.

I have the same impression.
Since my 130hp engine only has 20,000 km on it, I can rule out a defect.
Probably it's due to the still cold intake path.

Perhaps the thicker, colder oil in the charger's reservoir is also inhibiting it.
the early high-speed spin...

I'm not sure now whether you or I misunderstood something.

But I mean that the engine has significantly more 'power' when it's cold!

leolotus wrote:

but I mean that the engine, when cold, has significantly more "power". !!!!!!!

Hi,

Can this be measured somehow (e.g., a shortened Dyno Run in the 4th or 5th gear from 2000 to 2500 rpm, at least to avoid excessively high cold engine speeds)?

Otherwise, the pop-up meter can also be misleading.
A minor defect in the Low-Pressure Manifold (LMM) can sometimes cause the turbocharger to produce more boost if the intake side is restricted more than the pressurized side.

For example, a beginning defect in the Low-Mileage Module (LMM) can sometimes cause the turbocharger 'whoosh' to be more pronounced if the intake area is restricted more than the boost area.

Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.

Best regards, WarLord.

WarLord wrote:

ulf wrote: For example, a beginning defect in the Low-Mileage Monitor (LMM) can sometimes cause the turbocharger "whoosh" to be more pronounced if the intake area is restricted more than the boost area. Bitte gib mir den deutschen Text, den du übersetzt haben möchtest. Greetings, WarLord

.

Yep, that's how it is.
After replacing a failing mass airflow sensor with a new one (or after a successful cleaning), the turbo boost may not be as dramatic as before, but for example, the 0-100 km/h acceleration time improves .

I won't replace the mass airflow sensor if the engine gets warm.
LMM is actually the first one, and it's still within tolerance. However, the boost isn't really showing anymore when the turbo gets a little warm. It might be due to my wastegate (I'm increasingly convinced that it's slightly clogged, as the car sometimes goes into limp mode, and today on the highway, the boost would sometimes appear and then disappear). I'll eventually take the turbo apart and verschandeln it. What should I lubricate on the transition from the wastegate to the inside of the turbo (where the rod connects)?

Best regards, WarLord.

What should I lubricate on the wastegate transition (the transition where the rod goes into the inside of the turbocharger)?

Greetings, WarLord.

Copper paste?

I also suspect that this is a deception, and that it 'performs better' when cold. I experience the same thing with my 1Z engine. I believe that at low RPMs (before full boost pressure), it performs significantly worse due to the thick, cold oil, which makes the difference more noticeable compared to a warm engine.

That's exactly what I wanted to say.

My 1Z seems to feel "different," just as other people have described.

@ War

Did you really not understand Ulf's comment about the LLK ?

What values does your LLM output? Do you have a log diagram?

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

What should I lubricate on the wastegate transition (the transition of the rod into the inside of the turbocharger)?

Greetings, WarLord.

Copper paste?

I also suspect that this is a deception, that it 'performs better' when cold. This is similar to what I experience with my 1Z engine. I believe that it performs significantly worse at low speeds (before full boost pressure) due to the thick, cold oil, which makes the difference more noticeable than in a warm engine.

I agree with that as well.
My car (114 hp) also runs poorly in the naturally aspirated mode when it's cold. But that's okay, because I don't want to use heating at that time anyway.

So, I think it's probably due to the colder intake air.
Basically, I get a bad feeling whenever someone revs the engine too hard when it's cold, especially with TDI engines.
However, when I was in the military, I couldn't resist trying to get the maximum performance out of the T3 turbo diesel engines when they were cold . And those engines actually performed better when cold than when they were warm.

Hmm, so I've had different experiences:
The ALH had extremely high torque when it was cold. Starting on snow without any electronic assistance was a bit difficult. I experienced this last year during a ski vacation in Austria, where the temperature was around -35°C every morning. The ALH accelerated incredibly powerfully; you really had to be gentle with the accelerator pedal.

My AWX is a bit less responsive when it's cold. While it pulls cleanly from around 1200 RPM when warm, it doesn't perform as well when cold. It's only a slight difference, but you can notice it.

For that reason, the awx performs better in terms of low-end response when it's warmed up compared to the alh.

It's probably not the oil; it was using 5W-40 before and now it's using 0W-30.

@ Soup of the day

You're forgetting that ALL TDIs have a low-temperature coolant system, but NONE of the T3 models do!

If you install a low-temperature coolant system on the T3 JX, it will also run much cooler }.

I've logged the intake air temperature for over 150 kilometers before and posted it here.

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

"m" translates to "male" in English.

No, I haven't forgotten.

Even though all the TDIs have an intercooler, the intake air is still colder when the engine is cold, meaning the intake manifold and other components are also cold, compared to when the engine is warm.

Sure.

But what good is the cold air if a turbocharged EH is running with an excess of air?

More cold air is useless if it's not accompanied by an increase in diesel consumption!

With the TDIs, it's possible that the diesel density compensation in the EDC is a bit too coarse. This means they don't inject exactly the same amount of energy, even when adjusting the volume based on temperature.

However, it's all just speculation.

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