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Had my Leon FR PD150 revo remapped today.....not as good as expected :( NOW WITH LOGS
- Thread starter cleverspoon
- Start date
just checked my new laptop would connect with vcds lite ready to do some more logs on injection etc and sat there in neutral and getting vibrations...think my DMF is on its way out.....One thing after another with this bloody car!!!
would a failing DMF cause low torque.......there doesnt appear to be any clutch slip but do DMF's slip/ loose torque?
would a failing DMF cause low torque.......there doesnt appear to be any clutch slip but do DMF's slip/ loose torque?
if it makes any difference my gfs mk4 golf tdi felt rapid after a clutch change and that only really slipped on hills in the wrong gear.
it'd be the clutch slipping that'd cause a loss of power but that'd be very noticeable. the flywheel can kill the clutch but the ultimate symptom would be the clutch slip.
The pattern i can see here is that things all seem to be ok just the power is down. It was down before the remap and the map only made minimal figures. Whats to say this was just an average powered engine when it was built and wasnt as lucky as others have been.
Low compression can cause a loss of power have you carried out a compression check? checked the camshaft or logged the individual injection quantities? positive readings mean there is extra fuel being added, this can be a sign of low compression but still within the perameters of the engine so it can still function - just not as efficiently.
The pattern i can see here is that things all seem to be ok just the power is down. It was down before the remap and the map only made minimal figures. Whats to say this was just an average powered engine when it was built and wasnt as lucky as others have been.
Low compression can cause a loss of power have you carried out a compression check? checked the camshaft or logged the individual injection quantities? positive readings mean there is extra fuel being added, this can be a sign of low compression but still within the perameters of the engine so it can still function - just not as efficiently.
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I havent got round to logging inhection/ timing yet, was just checking the connection with my win7 laptop as i killed the bat on my xp laptop with fully working vcds....connection ok so hopefully do logs tomorrow night......am i right in thinking the inection is 001,004,008,015,019. Im wondering if when the guy done the cambelt he might not of locked the cam/pulley correctly.
you can just watch the injection values at idle with the engine warm, its the IQ block, i forget which it is but you'll see 4 bytes of info from cyl1 - cyl4 each with an injection quantity shown as +/- 0.0mgs.
Yeah the smooth idle iq? Up around 014 or 015 i think.....i was looking at them......although engine was cold but they were all the same.
Yeah those are the ones, they should be between +/- 2.5 mg/s i believe, thats just off the top of my head though.
if there is low compression the ecu adds fuel to compensate, cylinders with high fuelling have low compression.
the problem was more than likely underlying its only the dyno run that has brought it to light, you can have the stock file re-loaded whilst you trouble shoot then have the mapped file switched back on there after.
An engine producing low power will obviousley see less gains when mapped, especially with a generic file suited to the same ecu.
I recently had my pd130 mapped at ****** and a boost leak was found. so they would only put a low boost map on until it sort it. but mine knocked out 147 hp at the flywheel standard and with the low boost map it put out 170 hp and 301 ft/lb. so if i was looking to fault find i wouldn't suggest it was a boost leak? especially if its not smoking anymore than a diesel would. but thats only my 2pence.
Not yet, iv been so busy at work then dark early nights i havent had time to do more logs. Im going to log concentrating on the timing...the guy before me did the cambelt himself.....i dont think he would of used the locking pins,so im hoping the torsion value is slightly out resulting in low power/torque. Failing that at some point im going to clean inlet manifold/egr and clean boost pipe joints just as precautionary, failing that im going to give up!!
I'm not sure if you have checked your if your clutch is slipping but give it a go if you can. Just stick it in 5th or 6th gear at about 30mph and floor it. If you hear the engine rev and you dont accelerate then the clutch is dead.
I think checking your timing is also a wise idea. Im not sure how to do it on the PD150 but on the VE110 you can go into:
01 Engine
08 Measuring Blocks
Select the 000 Group
Switch to Basic Settings
Click TDi Timings
This is the all using VCDS. Here is the link:
http://www.ross-tech.com/vag-scope/TDIGraph.html
(Out of interest which injector cleaner did you use? Millers Diesel Power is a common one, I used Comma Diesel Magic which worked very well)
I think checking your timing is also a wise idea. Im not sure how to do it on the PD150 but on the VE110 you can go into:
01 Engine
08 Measuring Blocks
Select the 000 Group
Switch to Basic Settings
Click TDi Timings
This is the all using VCDS. Here is the link:
http://www.ross-tech.com/vag-scope/TDIGraph.html
(Out of interest which injector cleaner did you use? Millers Diesel Power is a common one, I used Comma Diesel Magic which worked very well)
Clutch seems to be alright, iv allways kept an eye on that.
Yeh pd timing is different than ve, its adjusted by loosening locking bolts on the cam pulley and then turning the cam slightly, then checking again on vagcom.....im waiting for my brother to be free when im free to get oit and do some logs.
Re the injector cleaner, cant remember tbh....got it from gsf when i got my fuel filter.....i put it in about 1/8 of a tank rather than a full tank.....so should of been extra strong.
The only other thing i will eventually check is the cam lobes......but it feels much better than standard.....so if it aint broke dont fix it haha! Na ill get the intake cleaned along with the egr....then later on in the year ill get the cambelt and water pump changed then check cam itself.
Yeh pd timing is different than ve, its adjusted by loosening locking bolts on the cam pulley and then turning the cam slightly, then checking again on vagcom.....im waiting for my brother to be free when im free to get oit and do some logs.
Re the injector cleaner, cant remember tbh....got it from gsf when i got my fuel filter.....i put it in about 1/8 of a tank rather than a full tank.....so should of been extra strong.
The only other thing i will eventually check is the cam lobes......but it feels much better than standard.....so if it aint broke dont fix it haha! Na ill get the intake cleaned along with the egr....then later on in the year ill get the cambelt and water pump changed then check cam itself.
I'm not sure if running the injector cleaner that rich is a good thing. It could significantly effect power.
Have you checked your vacuum lines to your N75 Boost Control Valve? Any of them perished?
Another little trick is to unplug and plug in your MAF connector a few times to clean it and then put some dielectric, silicon grease in the connector. It ensures moisture stays out and that the connection for the small voltages is more accurate.
Have you checked your vacuum lines to your N75 Boost Control Valve? Any of them perished?
Another little trick is to unplug and plug in your MAF connector a few times to clean it and then put some dielectric, silicon grease in the connector. It ensures moisture stays out and that the connection for the small voltages is more accurate.
it cannot do any damage some garages when changing the fuel filter fill it back up with fuel system cleaner so its efectively running neat for a short period of time.
It wasnt ran too long that rich.....i put another £20 of diesel in so it stayed strong but not too strong.
Re the maff: logged on vcds and all seems fine, i have unplugged it a few times before when removing airbox etc.
Re the perished vac lines: all visually checked/ felt, all seem ok, the boost logs on vcds all seem ok too.
It used to chuck out a lil black smoke when putting the right foot to the floor, but since the remap it doesnt smoke at all (or that i can notice, deffinitly less than before) my thinking is either its more efficient at burning the fuel due to diff map OR because the timing is out it cant inject the full ammount so is running slightly lean, thats just a complete guess.
I will also be logging the idle controll to see if one cylinder is different to others....if they are ill then get a compression test done.
Although it put out 152 standard....., iv been advised that these engines usually allways put out 160 to 165, sometimes 170, so if thats true im already 15 to 20 down.....add that to the 175 i got after the map would make the 190/195 expected.
I know everythings not about the bhp figures abd its down to the dyno lottery....thats why i got before and after pront outs on the same dyno, the car actually stayed on the dyno whilst the remap was done.
Re the maff: logged on vcds and all seems fine, i have unplugged it a few times before when removing airbox etc.
Re the perished vac lines: all visually checked/ felt, all seem ok, the boost logs on vcds all seem ok too.
It used to chuck out a lil black smoke when putting the right foot to the floor, but since the remap it doesnt smoke at all (or that i can notice, deffinitly less than before) my thinking is either its more efficient at burning the fuel due to diff map OR because the timing is out it cant inject the full ammount so is running slightly lean, thats just a complete guess.
I will also be logging the idle controll to see if one cylinder is different to others....if they are ill then get a compression test done.
Although it put out 152 standard....., iv been advised that these engines usually allways put out 160 to 165, sometimes 170, so if thats true im already 15 to 20 down.....add that to the 175 i got after the map would make the 190/195 expected.
I know everythings not about the bhp figures abd its down to the dyno lottery....thats why i got before and after pront outs on the same dyno, the car actually stayed on the dyno whilst the remap was done.
I logged my camshaft timing today and on tick over it was reading -4.4 in the last column, does anybody know what type of impact this will be having, ie poor MPG or lack of power?
Going to coorect it tommorrow but just wondered.
Sorry to hilack but there seems to be a few brainiacs on here ATM...
Going to coorect it tommorrow but just wondered.
Sorry to hilack but there seems to be a few brainiacs on here ATM...
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