Smoke Limitation Above Target Value

Hi,

I have logged my ASZ to investigate a performance loss under heavy load. I compared the actual values with the target values. Initially, the most striking thing was that the smoke levels were significantly above the target values.

Between 2.800 and 3.200/min, the target value should be between 16 and 34 mg/H under full load, according to the target value table. However, mine was around 55 mg/H. Torque limitation and driver demand were both within the target range in the measurement, the lowest value was always the torque limitation.

Does this have something to do with the smoke limit, or is it unimportant because the torque limit is already the lowest?

Load pressure and air mass were also within the specified range, while the AGR was defective.
To view the file: http://home.arcor.de/rgoebig/TDI/Logging 23.09.2004 22_50.xls

Sorry for the formatting, this is my first time using VAG-Com. But I am open to suggestions .

Roger wrote:

The load pressure and air mass were also within the specified range, while the AGR was defective.

Hi Roger,

what does this AGR thing mean now?
Does she not open them anymore, or was she different and therefore the cause of your problem?

Quote:

If you would like to view the file... Sorry for the formatting, this is my first time using VAG-Com. But I am open to suggestions .

Can you please tell us the network password so we can download it - or save it as "free software"?

Quote:

Does this have anything to do with the exhaust gas limit, or is it unimportant because the torque limit is already the lowest?

IMO irrelevant... it seems there's an error in the table.
Normally, the order is ascending: Drehmo - Rauch - Pedal.

Hello Ulf,

"Broken" naturally means disabled .
The file should be freely accessible, what kind of message did it display?

Roger wrote:

The file should be freely accessible, what message did you get?

Enter network password . . . but I just tried the brazen direct attack with "Cancel" - and lo and behold, then the list appears

It's quite good for the first attempt
Definitely much better than the often-posted CSV format, where individual values are only separated by commas in a single line, and are sometimes even distorted.

Ah, regarding the performance loss:
If he was also on board during the voyage, these data certainly do not provide any clues as to the cause . . .

So, continue logging, for example, with MWB 1, the temperature sensors, and possibly the reaction times of the PDEs.

Does the performance loss always occur according to a reliable pattern?

Hmm, so directly, he hasn't shown a significant increase in recent days.

However, what he continues to do is that he is much more spontaneous when cold. I also saw this in another log file, where after about 10 minutes of driving, he would briefly press the accelerator more forcefully at the highway entrance, and at 64.7% throttle, he would increase the boost pressure to 1.5 bar, and shortly thereafter to 1.48 bar. In a warm state, the overshoots are smaller, and the maximum is only around 1.4 bar. Maybe that explains why it seems to flow more smoothly when warm.

After examining the log files, I'm starting to doubt myself, but the 10 km/h difference in the maximum speed and the occasional stalls, where a Corsa became a serious opponent, don't really explain it... Unfortunately, I was unable to perform a Vmax test with diagnostics, because on the only long, unrestricted AB section, there was a large construction site - in both directions.

I have already checked all the MWBs from the table with the target values and marked them as complete. Everything seems plausible so far. Unfortunately, I have to return the computer again tomorrow.

Schema was always:
After the first prolonged exertion > approximately 10-15 seconds at full load or after the first high-intensity effort.
After a short idle run, for example, after exiting the highway at the first traffic light.

Roger wrote:

Hmm, so directly, he hasn't shown any significant decline in the past few days. . . . I have already checked off all the MWBs from the table with the target values. Schema was always: After the first prolonged exertion > approximately 10-15 seconds at full load or after the first high-intensity effort. After a short idle run, for example, at the first traffic light after the highway.

"It seems to me that this is some kind of debris or mud in the area of the fuel line, which, when there is sufficient flow, is sucked into the inlet and narrows the passage, causing the diesel to flow more slowly."

Even with a lack of fuel, there are often noticeable jolts and hesitations...

Furthermore, it should be noted that the pre-pumping pump is always running, and therefore the pipes are always flushed with a certain minimum flow rate


Another idea:
Air blowers, e.g., in the area of filters. The tandem pump naturally sucks in more at high speeds, so that a "air-opening" might only open up then.
If the air enters slowly, it can take a while to accumulate in harmful areas before it starts to interfere with the PDE filling.

At lower speeds and with less suction from the auxiliary pump, the air intake opening closes, and the flow of the pre-feeding pump pushes the collected air back towards the tank.

This could at least explain the timing, and possibly also the unreliability due to the temperature-dependent behavior of the air intake opening.

Thank you for your suggestion, I will probably at least try to replace the diesel filter and seals soon. Do I absolutely need to have a canister of diesel on hand for the first fill, or can I use some trickery?

"The shaking only occurs as the "normal" slight shaking when the car is in idle, at the traffic light after about 1 km. However, on the way to the office with a lunchbox on the passenger seat, showed the idle speed control working at its maximum. Increase values by 0.07, across all 4 PDs...

Roger wrote:

Thank you for your suggestion, I will probably at least try replacing the diesel filter and seals soon. Do I absolutely need to have a canister of diesel on hand for the first fill, or can I use some trickery?

When I start the engine, the pre-feed pump runs for a short time. That definitely increases the throughput.

I estimate that, at the latest after 10x Zündung, all the air would be out of the filter and the K-Jetronic.

Of course, it's more elegant to give the pump a continuous power supply for about 10 seconds, slightly above the pump relay's base

For air control, I also replaced the rubber hose at the filter outlet with a clear piece

Hi Roger,

How is it looking now?

You had, after all, replaced the diesel temperature sensor, hadn't you?

Does he still make those noises, or is there (at least for now) peace and quiet?

Currently, things look good, ever since the G81 switch .