For the record, measured value block 10 is NOT ideal for MAF readings, since you're only going to get just the sensor reading, not the ECU specified MAF reading. It is primarily the ECU comparing plausbility of the MAP sensor to the barometric pressure sensor that's inside the ECU. And it's only a check that's done key on, engine off.
MAF is normally viewed in measured value 3 so you can see what the computer specifies vs. what the sensor is actually reading, although there are a few other blocks in VCDS that also contain MAF data... 3 is the obvious one that again shows specified MAF vs. actual reading.
Of course with an emissions delete, that's a whole different story...
But still, for MAF data I would primarily want to see MVB 3 to see ECM expectations vs. what the sensor is reporting (broken record here to drive the point home).
Meassuring block 10 is the only MAF value one can look at on the CR. It is done with the engine on but only at idle. If you hover the clicker over the value, a little window pops up telling you soecs at idle.
Measure block 3 does is not specified MAF vs actual MAF. I dont remember what it is off the top of my head but after talking with ROSSTECH support, we came to the consensus that CR ECUs not have such a block.
After reading the other thread, I'll add this:
Your friend who you swapped MAFs with still has all his emissions equipment, right?? Because at idle, a stock commonrail will have its EGRs activated, since those are introducing air into the engine after the MAF sensor, the MAF reading drops. It's quite normal to see an EGR-less TDI at 450 mg/st or more at idle when the EGRs are off/disabled.
But the reading at idle isn't going to tell you the whole story. Log measured value 3 with both MAFs, wide open throttle in 3rd gear just like you do for the measured value block 11 boost log. Note any difference.
VW also has a TSB out there now about another trick for setting the actuator. I don't have it handy, unfortunately, but they do have a specification for what the position sensor should report min vs. max voltage when performing basic setting 11.
Of course that's for replacing the actuator. A whole new turbo should have had the actuator already correctly set from the factory.
It's entirely possible you have a fueling issue. You had the head removed, right? How did you store your injectors while the work was being done? I have witnessed several cars that underperformed after cylinder head work because the injectors were not stored in fuel or other oil-based solution to prevent contamination and drying out. The injectors don't flow very well at all. Injectors that don't flow the amount of fuel they're supposed to can absolutely make for a sluggish turbo response. A MAF that underreports the air flow has a similar effect. Is there any difference in boost response and drivability when you drive with the MAF unplugged?
Also, did you make sure the injectors went back in the same cylinder they came out of? If you did not, you need to re-enter the correction values that's printed on top of each injector into the engine computer's corresponding adaptation values so the computer is correctly compensating for each injector's unique characteristics.
Yes, they do have all of their emissions equipment. I tried it on 2 JSWs. One was a mk5, the other a mk6.
I figured there would being a difference because of the EGR, being a secondary source of intake, I guessed that towards the end of my other thread.
Yes, I replaced the head. I kept them in individual ziplock brand, 1 gallon, freezer bags. I also labeled which injectors came from which cylinder and put them back to their respective cylinder.
The other basic setting I velieve you are reffering to is "Charge Pressure Control" it give N75 duty cycle and I believe the voltage specs. They were within spec on all accounts.
I did unplug it and the reading dropped by about 40mg/st. I didn't get a CEL or DTC, which I found odd, but I only tested it unplugged at idle. I did not drive it or take logs