Experiencing 17964 Charge Pressure Control Crash in Octavia 1.9 TDI ASZ 130 at High Speeds

Hello,
Well, I have a problem with the turbine in Octavia 1 1.9 TDI 130 ASZ.
At faster speeds, 150km in 5th gear, 180km in 6th gear, error 17964 charges pressure control crashes.
The same happens when starting quickly and then in 3rd gear at 3.5 thousand revolutions.

I replaced the N75 valve, correctly connected because the first time there was no power. Tubes are now connected according to the ASZ diagram in the label.

Logs from 011

The car pulls from 1800 to the end like furious But then notlauf. At the start you can feel it from 1700 sudden "kick" and then there is fire.

Vacuum hoses checked, all tight, functional.

Pear tested on BS 011. I checked in the channel under the samhodhod pear moves about 2cm, without slowing down.

Can the pear stutter at higher speeds or is it rather refreshing VTG?

Where can the cause lie? Thanks in advance.

greetings

You need to detach the pear and see if the geometry itself is very light in the entire range of work. Probably a little pruning at maximum pulled and will not manage to let go when you start suddenly or when the engine is heavily loaded.

Ok, but when it gets stuck, it's the turbine and the geometry to clean?

Yes, for cleaning, and by the way it has loose axle, it needs to be regenerated.

Ok, that's the topic to close. Since the rest excluded n75 and pear.

Added after 2 [hours] 9 [minutes]:

Is everything ok with the flow? All logs from 010 are in standards

Refreshes the topic again, could it also be the fault of the boost pressure sensor? Can you check it somehow? Block 010 in vag com?

Hello again, I'm cleaning the turbine geometry, the spec checked the valves all ok. As I mentioned n75 is new. Pear is like new, it works, no corrosion, new like from the box. Despite this, for example at 5 gear at high speed the engine catches notlauf. What could it be? Should I replace the MAP sensor?

From the log it is evident that there is an overload - the engine controller orders to cut off the negative pressure given by N75 and the pressure given by the turbine does not drop.
It is best to connect a vacuum gauge in front of the pear and observe while driving, which shows what the vacuum is when VAG shows N75 control at 94%.
You may have a badly connected or damaged N75, a clogged hose going to an N75 air filter, a jammed turbine.
The fact that it has been cleaned does not mean anything - it can already be so worn that the steering wheels get hooked / blocked.
Show block 11 on the engine not running.
For example, you can give a longer hose from the N75 to the turbine by running it through the cabin. When reloading occurs, unfasten the hose in the cabin and the current pressure should sleep immediately. If it does not fall, then the problem is in the turbine. If this drops, the problem is on the N75 or tubing side.

I will do logs 11 on the engine not working tomorrow morning.

Below I will give logs after cleaning the geometry etc. (Almost the same as before the interference), the car has a slightly better bottom (better kick) but there is reloading. The hoses have been checked and they are fine, one has been replaced. Pear on 011BS moves smoothly throughout. Her condition is perfect. The new N75 valve, the same on two valves, that's why I gave the turbine for cleaning. He doesn't have enough work space or a vacuometer. Everything has already been checked. From what I read at my uncle google, this could be another reason - MAP sensor. At the allegro I can buy one for ASZ for PLN 50. Buy one on trial? Maybe the current sensor distorts the values and everything is ok. What do you think grala1?

It makes no sense to replace the MAP sensor. I don't believe its damage here.
First of all, you can see that the measurement of pressure starts from about 1000 so as it should be.
Secondly, damage to the sensor contradicts what can be seen in the measurements shown.
How does turbine control work?
The controller requires a top-up value of e.g. 2500 and will control the N75 until the MAP sensor reading appears at the value it requires. If the pressure from the sensor is too low, the N75 will open more and the pear will pull a strong barbell. If the controller sees too high pressure from MAP, it closes the N75 and the pear leaves the bar. If after that the pressure will be too high then the N75 will be even more closed and if the value read further is greater than the set value, the controller will close the N75 and then the pear will release the bar, which causes a decrease in pressure on the MAP sensor.
Your pressure stays on all the time despite the fact that the N75 has been turned off by the engine control unit. If the driver has triggered an overcharge error, the N75 is no longer controlled and the turbine should not blow and you blow all the time.
Since you say that N75 is functional, the hoses are not clogged, the problem lies in the turbine.
Put on a longer hose between the N75 and the turbine and unplug it while driving as it overloads. I will show you whether the turbine blows by itself or if the pears are vacuum.

How to put it on to cut off the tubing while driving? How to bring a hose to the cabin? One person drives and the other has to disconnect the hose. Well, probably some connector to disconnect then right?

Added after 11 [hours] 12 [minutes]:

Adds 011 logs



Added after 49 [seconds]:

Could this be a problem of a badly adjusted barbell (pear)? Because I do not know if the turbo does not get up too late and later reloads