Comprobar caudalimetro....

[Danieluki]

Buenas,...
Haber me surge una pregunta , como sé yo si mi caudalimetro está funcionando correctamente..?
Hay alguna manera de comprobar que las lecturas que está tomando mi cauda son correctas..?
En un OBD2 es mas sencillo esto pues puedes tomar lecturas de gr/seg. a relenti y hacer una comparacion...
Pero en un OBD1....? hay alguna manero de comprobar? midiendo resistencia como con el copot de un G60..? (es una idea).

Enga.

[Amberdawn]

Yo comprobe mi cauda (en el PB) midiendo resistencias y guiandome de los valores que ponia en el Haynes. El platillo de mi cauda no daba los valores que debia, tenia un retardo en las lecturas de ohm's. Cogi otro cauda y la respuesta era instantanea al movmiento del platillo. Creo que tengo algun manual sobre los Vr6 y cuando llegue a casa (estoy en la uni :D) te miro y posteo.

Saludos!

[Amberdawn]

Cawen!

No he encontrado nada donde yo creia que habria. Sigo con la busqueda...

Saludos!

EDITO: A bueno! He encontrado como diagnosticar con OBD1 pero con el util VAG 1551 o algo asi. Da error en el sensor N70 o G70 creo (no me aguerdo la letra) que es el del MAF

[Danieluki]

gracias de todas formas... toda la tarde esperando me has tenido :D

[Amberdawn]

Tranqui! Que ya lo buscare, por mis....:D

Saludos!

[Amberdawn]

*** Air Mass Sensor (G70) ***

A hot-wire air mass sensor is used to measure the airflow into the
engine. The air mass sensor is attached to the air filter housing.
The sensor housing includes a baffle grid which reduces air turbulence
and pulses. The sensor has no moving parts.

A thin, electrically-heated , platinum hot-wire in the sensor is kept
180°C (356°F) above the air temperature measured by the thin-layer
platinum temperature sensor.

As airflow increases, the wires are cooled and the resistance of the
sensors changes. Current to the platinum hot-wire changes to maintain
the constant temperature difference.

The resulting current change is converted to a voltage signal and is
used by the Motronic ECU to calculate the volume of air taken in.

Dirt or other contamination on the platinum wire can cause inaccurate
output signals. Because of this, the platinum wire is heated to 1000° C
(1832° F) for a period of one second each time the engine is switched
off to burn off this dirt or contamination.

If a fault develops with the signal from the air mass sensor, the signal
from the throttle potentiometer is used as a substitute in order for
the car to remain derivable.

*** Throttle Valve Potentiometer (G69) ***


The throttle valve potentiometer is connected to the throttle valve
shaft. It informs the ECU about the power requested by the driver.

Idle and full load switched are not incorporated in the Throttle Valve
Potentiometer. Idle speed and full throttle applications are recognized
by the ECU from the voltage output of the potentiometer.


* Signal application: *


Throttle Valve Potentiometer signals are used for determination of idle
speed stabilization, idle air volume control, fuel after-run shut-off
and fuel load enrichment.


* Substitute function: *


The ECU uses the Air Mass Sensor signal and engine speed signal as a
replacement variables if the Throttle Valve Potentiometer fails.


* Self-diagnosis: *


Self-diagnosis recognizes:

Short circuits to positive
Short circuits to ground

Note: On vehicles with automatic transmission, this potentiometer is
combined in a housing with the potentiometer for the transmission
control.

He leido que un metodo es desconectar el sensor del MAF y que si solo con el TVP (Thottle Valven Potentiometer) anda bien el MAF esta mal. El pavo contestaba que sin cauda se apagaba el coche (a mi me pasa lo mismo en el PB) pero en el FAQ de VR6 12v he encontrado la cita de arriba asi que... no se :confused:

Por otra parte he encontrado este PDF no se si es para OBD2 o OBD1 pero es el sensor G70 (el del cauda) ya me diras

Saludos!