Your turbo is probably covered for 10 years and 150,000 miles. At least mine was.
Really? Was there a class action lawsuit or something? Very interesting.
I suspect a TD1 code would be grounds for invalidation, though.
Your turbo is probably covered for 10 years and 150,000 miles. At least mine was.
Charge air pressure control valve uncond voltage sensor
First Adaptation of charge pressure actuator
I’d be interested to see throttle body requested position vs actual - starting to see damaged teeth of a few Mk7s throttles of late
That's the turbo spooling. It's functioning normally.I logged some more data using the same parameters as my runs before changing the actuator.
This was a 3rd gear highway on-ramp pull. Held around 2000rpm, floored it when the coast was clear. Noticeable lag, followed by boost.
This was a 4th gear pull on an open highway with a high speed limit, starting around 45-50mph and flooring it. Again a little lag, but boost came on.
Disclaimer about these data: This time I selected VCDS's "turbo" option, as well as "Group UDS", which significantly improves the sampling rate from what I understand. This is why the new charts seem much smoother.
My eye is drawn to the charge pressure actuator acutal vs specified parameters. Unlike in my earlier logs, it does appear that the wastegate functions as told now, no? Or am I misreading these data? You can still see that boost is not being delivered as requested; the gaps between charge air pressure actual vs specified, as well as the driver intention vs engine torque parameters show when I experienced the lag.
Is a bad diverter valve a possibility?
That's the turbo spooling. It's functioning normally.
It's an 87 tune. It probably has a major lack of timing down low to reduce the chance of knock.
https://datazap.me/u/geraltofrivia/post-wastegate-actuator-change-data-1?log=0&data=1-2-7&mark=73-81
It goes from 0psi to almost 20psi in 250rpm. That's not laggy at all. It's not just boost that makes power, so does timing.
Next time you run the tank down try a tank of 91 or 93 just for shits and giggles.
My vote goes towards the ignition timing theory. Boost pressure building is one thing, but won't mean much until the ECU pours the timing advance in. Check relationship between you requesting torque, boost pressure, and timing change. If it's an 87 octane file, it's not going to immediately give you the beans. Likely going to ease into it to reduce likelihood of knock and/or detonation.