Comparison of Leading Diagnostic Systems

If you looking to buy an OBD-II scanner, you'd probably be as confused as I was when I initially contemplated do so. In the realm of automotive diagnostics, the market offers a plethora of OBD-II systems, each vying for attention with unique features and capabilities. So let's embark on a constructive comparison of some prominent players in this arena: Launch, ODIS V23, VAS, Genuine Ross-Tech VCDS (VAG-COM), icarsoft, and the VAG Group Dealer Diagnostic Software.

1. Launch:

Launch stands out as a robust diagnostic system known for its user-friendly interface and broad compatibility across various vehicle makes and models. Its extensive database of diagnostic trouble codes (DTCs) and live data parameters makes it a versatile choice for technicians. Launch's continuous updates ensure compatibility with the latest vehicle systems, enhancing its utility for a diverse range of users.

2. ODIS V23:

ODIS (Offboard Diagnostic Information System) is the official diagnostic software for Volkswagen Group vehicles. Its seamless integration with VAG (Volkswagen Audi Group) cars provides in-depth access to manufacturer-specific systems. ODIS V23 excels in advanced coding and adaptation capabilities, making it a preferred choice for authorized dealerships and professional technicians dealing exclusively with VAG vehicles.

3. VAS (VAG Diagnostic Tool):

VAS, the VAG Diagnostic Tool, shares its roots with ODIS and is tailored for VAG Group vehicles. It offers comprehensive diagnostic functions, guided fault finding, and system-level adaptations. VAS is renowned for its accuracy and reliability in diagnosing intricate issues within VAG vehicles, catering to the discerning needs of dealerships and specialized repair shops.

4. Genuine Ross-Tech VCDS (VAG-COM):

The Genuine Ross-Tech VCDS, popularly known as VAG-COM, has gained a cult following among enthusiasts and professionals alike. Renowned for its detailed and customizable diagnostics, VAG-COM provides extensive control over VAG vehicle systems. Its interactive interface allows users to delve deep into coding and adaptations, making it a preferred choice for those who value precision and control.

5. icarsoft:

icarsoft offers a range of OBD-II diagnostic tools catering to various vehicle manufacturers. Its user-friendly interfaces and affordability make it accessible to a broad audience. icarsoft tools often feature comprehensive DTC libraries, live data streaming, and basic coding functionalities, making them suitable for both enthusiasts and independent repair shops.

6. VAG Group Dealer Diagnostic Software:

Designed for official VAG dealerships, the VAG Group Dealer Diagnostic Software is a comprehensive tool that provides unparalleled access to manufacturer-specific systems. Tailored for VAG vehicles, this software ensures accurate diagnosis, guided troubleshooting, and seamless integration with the latest advancements in VAG Group technology.

The choice between Launch, ODIS V23, VAS, Genuine Ross-Tech VCDS, icarsoft, and VAG Group Dealer Diagnostic Software hinges on specific user needs, vehicle preferences, and budget considerations. Launch excels in versatility, ODIS V23 and VAS cater to the intricate needs of VAG vehicles, Genuine Ross-Tech VCDS offers precision and customization, icarsoft provides affordability, and VAG Group Dealer Diagnostic Software ensures the highest level of integration for official dealerships. Evaluating the unique features of each system empowers users to make informed decisions based on their specific requirements within the diverse landscape of OBD-II diagnostic tools.

Electronic Vehicle Architecture

The Electronics  Industry has had the fastest growth in the shortest amount of time, when compared to any other industry worldwide.  But before I expound on that, let me just say that, the invention of numerous mechanical contraptions during the late 1800s, like  James Watt's steam engine for example, started the transition towards new manufacturing processes which collectively gave rise to the Industrial Revolution. Much later Samuel Finley Breese Morse invented the single-wire electric telegraph system and developed the Morse  Code. 

A bit of History

Sometime thereafter Alexander Graham Bell invented the first practical telephone system. Their's and the collective  efforts of so many others, without discounting anyone's  inventions and efforts, changed telecommunications forever. Ancient records show that  the first streets of Baghdad were paved with tar, that the Babylonians used asphalt to construct the walls and towers of Babylon.  The I-Ching even bears testimony to the fact that the cites of China used oil, extracted in its raw state some  2000 years ago before refining was first  discovered. Implying that the petroleum industry is not new, but that the current status of petroleum is a key component of politics,  technology and society today.

No tot digress, tar, crude oil and pitch, were used as a sources of fuel long before paraffin was even distilled from it. The thin distilled  paraffin was normally used as fuel for lamps whereas several hundreds of years later, the thicker residue was used to lubricate machinery. In and around the  time when oil/gas/fuel/petroluem was extracted from coal, Étienne Lenoir successfully built the internal combustion engine and innovated by Nikolaus Otto, who became famous for successfully developing the compressed charge internal combustion engine - the Otto engine.  

Assembly lines

Henry Ford on  the other hand wasn't an inventor nor an innovator as many have been led to believe, but he was rather a business magnate and a captain of  industry, who formed the Ford Motor Company, and sponsored the development of the "assembly line technique" for vehicle mass  production. One can therefore confidently say that their combined efforts, without diminishing any other contributor's efforts by the very least, over a period of some 200 years, are partially responsible for the social changes and economic development that shaped  societies that we live in today. This was  the infancy of the Automotive industry.

However, compared the Industrial revolution, modern day electronics would be equivalent to a Global Coup. Initially there was the  vacuum tube aka the electron tube, colloquially known as a valve. It gave way to the trusty transistor and discrete components which gave rise to the  analogue Integrated Circuit (IC) aka chip, followed by digital Transistor/Transistor logic (TTL) chips, followed by complementary  metal oxide semiconductors (CMOS), then digital semiconductors like ROM (digital read only memory), RAM (random access memory),  EEPROM (electronically erasable programmable read only memory), followed by large scale integration chips and VSLI (Very Large Scale  Integration Chips). 

Electronics and Software

With the advent of multilayer circuit boards and surface mounted technology, microcontroller SoC (system on a chip)  and microprocessors (µP) became pervasive. Assembler language was superseded by several high level languages for programmable chips and  software programming sat at the heart of most electronic devices and electronic systems. All of this happened in 50 years of electronics  as opposed  to 200 years of mechanical devices.

So you may ask, what has all this history to do with Volkswagen, Audi, Seat and Skoda and for that matter all other modes of transport  from plans to trains? Well the short answer, everything! Much like the Industrial Revolution with its mechanical ingenuity;  cars and planes were also predominantly mechanical since its inception, its mechanical ignition system was prone to imprecise ignition timing, resulting in improper fuel mixture burn, thus increasing its exhaust pollution. 

With the rise of telecommunications, so did  the electric wires, and electrically controlled gauges, relays and switches in cars and planes multiplied. The ever inflating cost of  gasoline then triggered the invention of CDI (Capacitive Discharge Ignition systems) which is in fact the first type of electronic  contraption integrated into the ignition system of a vehicle in order to, more precisely control its ignition timing, making it more  fuel efficient. 

These devices were available as add on kits and not produced as standard equipment in cars at the time. The preferred standard  equipment was the IDI  (inductive ignition system) and is the most common ignition system found on all cars built prior to 1980. It used a coil and distributor incorporating breaker points in its ignition system that was prone to ware-out due to arcing on  contact. During the 80's engines still used a coil and distributor to achieve dwell but it was somewhat computer controlled and by  the 90's the automotive computer evolved to ignition modules and the ECU, replacing the coil with a power pack. 

However, with the constant and  ever increasing price of gasoline and looming environmental concerns centred around vehicle exhaust pollution, the automotive  industry then accelerated its research and development into newer more compact fuel efficient power-train systems capable of higher  power output with enhanced robustness with a open policy towards alternative fuels.

New generation cars

So, by the 90's the Insulated-Gate Bipolar Transistor (IGBT) was introduced into the ignition system as discrete component connected  to the ECU called OBD - On-Board diagnostics. By 1993 the CAN protocol was standardized by ISO which led to its increased popularity  and adoption across the automotive industry.  By 1996 OBD had evolved to OBD-II and the discrete IGBT evolve into a IGBT module  integrated into individual coils itself. Starting from Y2k ignition systems were all ECU based but power packs were replaced by a  dedicated coil per cylinder, yet cloning the use of an Insulated-Gate Bipolar Transistor (IGBT) as discrete component connected to  the ECU. 

Communication Buses

From 2004 to 2010 the discrete Insulated-Gate Bipolar Transistor (IGBT) integrated into individual ignition coils evolved to a smart IGBT alongside the ECU.  The automotive ignition system had undergone a complete revolution which contributed significantly  to the system’s efficiency, exhaust pollution reduction, and robustness. By which time the use of wires had been minimized in  preference of a bus network which supported vehicle weight reduction and  vehicle cost. Copper wire have been replaced by fibre optic cable to facilitate faster communication. Some of the most important bus communication systems are CAN-Bus, Lin-Bus, MOST and  FlexRay.

Actuators and sensors, electronic control modules, Can-Bus and the ECU collectively facilitating Electronic Power Control (EPC) aka electronic throttle  control (ETC), Electronic Exhaust gas reticulation (EEGR), Electronic Valve Control (EVC), Electronic fuel injectors and so much  more, are just a small part of the overall influence that electronics have had on all vehicle engines. Other subsidiary programmable electronic  modules which are smaller computers in their own right now permeate cars, bikes, planes and boats, all connected together by at least three network systems. 

CAN-Bus is a multi-master twisted pair wire system reserved for high speed control systems like brakes,  whereas LIN bus is a single master, single wire system for low level communication for use by the rain sensor, sun roof, internal heating, and  the infotainment-bus, is a slow-speed system reserved for radio, GPS, internet communication, etc. Each system communicating with each  of its nodes in its provided protocol, each having different data transmission rates. By incorporating this level of electronics into cars, it has vastly improved stichometry and overall engine  performance, its economy, its driveability  and its safety besides reducing  emissions. 

Inept electronic knowledge

However, few mechanics know sufficient about electronics with its combinational logic, digital multiplexing, bits and  bytes, start and stop bits, fixed frames, software, etc to repair these cars packed with intercommunicating electronic modules. Even though scan tools have vastly increased their chances at successful repair, not knowing how to interpret fault codes further disadvantages them, not to  mention how frustrating it is for the vehicle owner who gets stuff around by incompetence. And here I’m even refereeing to the  "Automotive Technicians" employed by their respective automotive agents, who are more often than not incapable of repairing vehicles fitted with OBD-II. I'm quite sure there are several hundred if not thousands  of  VW owners who would concur.  How is it even expected for the DIY mechanic to fix it him or her self if the agents can't. Needless to say that  with continuous improvements comes great complexity and their successful  strategy to part us with our hard earned monies.

Diagnostic Trouble Codes abbreviated as DTC have been around for approx 30 years and is a component of OBD-II (onboard diagnostic system ver.2). These codes can be found stored  in the ECU's non-volatile memory for later retrieval by way of a scan tool. DTCs are displayed specific to the kind of problem that the system can or does detect from inside of a car engine/transmission, chassis, body or network.

Scan codes

In reality DTC codes can assist "automotive technicians", DIY mechanics and car owners to understand the problem with the car and possibly point them towards the nature of the problem or at the very least the system concerned. Bearing in mind many DTCs are generic but many of them are manufacturer specific and is best interpreted by consulting the car's manual.  Generic codes are defined by the EOBD / OBD-II standard and will therefore be the same for all car manufacturers.

But, let me break it down to for you. All diagnostic codes are alphanumeric as in P0XXX. It start with a letter followed by 4 numbers, as in P0303. This initial letter is P but can also be either B, C or U. They stand for Powertrain, Body, Chassis and Network respectively. The first numeral following the letter signifies whether the fault is generic of manufacturer specific. Since its a 0, its a generic code but if had a 1 then it would be manufacturer specific. The number 3  following the first 0 can be any numeral between 1 and 9. This number directs you to the subsystem of the car and is as follows.

Px1xx Air and fuel metering

Px2xx Air and fuel metering

Px3xx Ignition system and misfires

Px4xx Auxiliary  / additional emission control

Px5xx Speed control and idle regulation

Px6xx Communication /computer output signals

Px7xx Transmission

Px8xx Transmission

Px9xx Control modules, input and output signals

The final two numbers (xx) designate the individual components / sensors /actuator that threw the error. For example P0300 says, it's a powertrain error, it's generic in nature, it's in the ignition system and it's a random misfire. 

Whereas P0301 says misfire by cylinder No. 1,

Whereas P0304 says misfire by cylinder No. 4,

Whereas P0308 says misfire by cylinder No. 8,

Whereas P0312 says misfire by cylinder No. 12,

Likewise P0403 says, its a powetrain error, it's generic in nature, it's in the auxiliary / emission system and that the "Exhaust gas recirculation control malfunctioned"

Likewise P0501 says, its a powetrain error, it's generic in nature, it's in the speed control/regulation circuit and it's the "Vehicle speed sensor is out of range".

Like wise P0656 says,its a powetrain error, it's generic in nature, its in the computer/communication system and that its the "Fuel level output electrical sensor/circuit" 

Then there are also VAG specific 5 number numerical codes that coincide with P,B,C and U codes, like 16692 which coincides with P0308 (Misfire Detected on Cylinder 8)

And 17026 which coincides with P0642 (Knock Control Control Module Malfunction)

NO PROBLEM FOUND

NO PROBLEM FOUND

Have you ever taken your under warranty car to your service agent after experiencing extreme EPC Light and Engine Light activity, only to be told "No problem found"? Does the inside of your under 75,000km  car sound like an aviary when you turn-on it's fan? Or, do you constantly have to top-up your oil level between oil changes or at least every 1500 km? How do you handle it, when you go to the agents, to complain about excessive oil consumption, only to be  told that, “all cars use oil and oil consumption is a normal part of a car’s operation, beside oil consumption issues were disclosed in the vehicle owner’s manual". Has your car behaved like a washing machine during a rinse and spin cycle while driving on the freeway, misfiring, shaking and scaring the living day light out of you? If yes to any of the above, then you must be driving a VAG Car - VW, Skoda, Audi or Seat. Yes, when those injector coils go faulty in mid travel, it really frightens you because the car feels like is going to fall apart any moment.  

This also happens to VW, Jetta, VW Caddy, Volkswagen Jetta, Volkswagen Golf, Volkswagen Beetle, Volkswagen Passat, Volkswagen Touareg, Porsche Cayenne, Volkswagen Amarok, Volkswagen Caddy, Volkswagen CC,  Volkswagen Fox, Volkswagen Gol G5,   Volkswagen Golf Mk6,  Volkswagen Jetta, Volkswagen Scirocco,  Volkswagen Sharan, Volkswagen Tiguan, Volkswagen Touareg,   Volkswagen Touran, Audi A3, Audi A6, Audi A7, Audi A8, Audi Q5, Audi Q7, Volkswagen Phaeton, Volkswagen Polo, Volkswagen  Lupo and Volkswagen Passat.

I've experienced the radiator fan blades disintegrate while driving, and the unbalanced rotation caused the same, exact, identical, engine shake. Then I've also experienced starting difficulties, irregular idling, poor fuel economy, hesitant acceleration, engine misfires and engine stalls. Not to mention the the constant, "in your face" red engine  warning light. All of which turned out to be components of the charge air path, especially the Mass Airflow Sensor (MAF).

When the "No problem Found" response became unbearable, it was time for self discovery. So what I've come to realize is that a mass air flow sensor, is integral part of every modern VAG engine and is normally situated somewhere inside the intake air duct, between the air filter and the engine. 

I've owned several cars, amongst which were Renault, Opel, Mercedes Benz and Mazda yet never ever had the need to replace a MAF even after several years. However with VW, it needs to be cleaned or replaced regularly every 2-3 years. Cleaning a MAF is cheaper than replacing it though replacing a MAF sensor is just easier. It is DIY job because the MAF replacement cost at a VW dealers averages about R1500,00. 

MASS AIRFLOW SENSOR 

VAG engines require a "perfect blend" of air and fuel for absolute combustion. This "perfect blend" is known as stoichiometric or Lambda = 1, which essentially means "the mixture is right" in mechanical jargon. The vacumn caused by the turbo blower and the pistons down-ward travel creates air charge. The main aim of the charge air path is to provide a smooth increase in torque, and to deliver high efficiency throughout its  operating ranges. This air charge is measured by the MAF, so by implication a  properly functioning MAF is absolutely crucial to a smooth ride. But in modern Engine Management Systems their are several components that contribute to maintaining this "perfect blend" among which are:-

1) The Electronic throttle control (EPC)
2) Charge air pressure sensor G31
3) Mass Air Flow (MAF) sensor G70
4) Barometric Pressure (BARO) sensor F96
5) Intake Air Temperature (IAT) sensor G42 / G299

So any fault in the Mass Air Flow (MAF) sensor G70 will trigger the EPC light, because the Motronic engine control unit (ECU)  uses it as an engine load signal and as a reference data to calculate the  signal plausibility of other sensor inputs, when and how much fuel to deliver, and when to generate a spark for the relieve cylinder. At the same time, it will also trigger a DTC in memory. The MAF also works in conjunction with an O2 sensor that provides a “closed-loop” feedback  known as short term fuel trim (STFT) / Long term fuel trim (LTFT), in order to make corrections to that predicted air mass. If the air filter isn't replaced on a regular basis, a build- up of impurities in the MAF will cause it to start failing when it gets too dirty to do its job and trigger the EPC light. 

VW AUDI SKODA SEAT

VW AUDI   SKODA  SEAT 

Can you believe it, Volkswagen  cars are produced with cookie cutters! Ok, ok that's exaggerating it a bit. I just needed to stretch this  analogy so that you can stretch your  imagination.  Volkswagen AG (VAG) has use the A04 / PQ24 platform for several of their cars during 2001 - 2015. Hence it turns out that the VW Polo 9N1, VW Polo 9N2,  VW Polo 9N3, VW Polo 9N4, the Volkswagen Fox 5Z1,Volkswagen Fox 5Z3, the Skoda Fabia 6Y2, Skoda Fabia Sedan  6Y3, Skoda Fabia Combi 6Y5, the Skoda Fabia-2 542, Skoda Fabia Combi-2  545, the Russian Skoda Fabia-2  572, the Skoda Roomster 5J7, the Audi A2 8Z0, the Seat Ibiza-3 6L1 and the Seat Cordoba 6L2 all share many similar features and electronic modules, engine components, wiring harnesses, if not the same, perhaps even identical. By just looking at the four of them, it is easy to see this, except for cosmetic changes of course. But underneath their outer apparel they are the virtually the same car using the same mechanical and electronic spares.

Volkswagen subsequently revised  their vehicle platform naming and identification system, for their ultra-compact (city cars), super-mini cars, compact cars (small family cars), mid-size cars and their full-size luxury cars to  numbers that look like PQ24, PQ25, PQ34, PQ35, etc. PL45, PL46, etc, PL62,  PL64 etc. For the uninitiated it only brings about more confusion in an already confusing time of information overload.

SUPER MINICARS

"A01" platform for the Volkswagen Polo Mk1,
"A02" platform for the Volkswagen Polo Mk2 - Classic, 
"A03" platform for the Volkswagen Polo Mk3- 6N/6KV,
"A04" platform is now known as the PQ24  -  all cars listed above,
"A05" platform is officially the PQ25 - for Audi A1, VW Polo (6R) and  SEAT Ibiza (6J). 

But for now we are interested in the meaning of platform codes like PQ24, PQ25, PQ34, PQ35, etc. PL45, PL46, etc, PL62,  PL64 and see how it affects the VW Polo range of cars with regards to spares and repair procedures.  When deconstructing the platform codes, we discovered that the  nomenclature for PQ24 is derived as follows:-

P - stands for a passenger car platform
Q - (Quer in German) stands for a transverse engine
2 - stands for the platform size or class
4 - stands for the generation
Essentially implying a passenger car platform with a transverse engine, fitted into a supermini of the fourth generation (MkIV).

Meaning, one of the cars mentioned in the heading of this blog installment, since all of them are classified as supermini cars.

Whereas the nomenclature for PL45 is derived as follows:- 

P - stands for a passenger car platform
L - (Längs in German) stands for a longitudinal engine
2 - stands for the platform size or class
5 - stands for the generation
Essentially implying passenger car platform with a longitudinal engine, fitted into a mid-size cars of the fifth generation (MkV).

Meaning a Volkswagen Passat (3B) or a Audi A4 (8D), etc.

Whereas the nomenclature for PL64 is derived as follows:
P - stands for a passenger car platform
L - (Längs in German) stands for a longitudinal engine
6 - stands for the platform size or class
4 - stands for the generation
Essentially implying passenger car platform with a longitudinal engine, fitted into a full-size luxury car of the fourth generation 

Meaning a Volkswagen Phaeton, Audi A8, or even a  Bentley Continental GT, etc.

Platform nomenclature was decided because car manufacturers are determined to get a better return on investment by using the same robotic arms and software programming on their  assembly lines / conveyer belts to assemble a host of different vehicles that look similar, with predominantly the components.  Also meaning that the space needed to stock parts are greatly reduced because instead of stocking the same part for 15 different models they have to stock just just one.

Case in point is the Joint-venture between Volkswagen and Ford Motor Company for producing the  Volkswagen Sharan (7M), SEAT Alhambra (7M), and the Ford Galaxy (7M). Volkswagen also started a Joint-venture between themselves and Daimler AG, to produce the Volkswagen LT range and the Second and third generations Mercedes-Benz Sprinter. In a sense one can just call this badge engineering, because Mazda and Ford have also have had long-term alliances, making cars until their partnership dissolved. 

ELECTRO-HYDRAULIC POWER STEERING FAILURE

ELECTRO-HYDRAULIC POWER STEERING FAILURE 

In a matter of just a few short days, I've received a flurry of assistance requests from several VW owners,  all of whom seem to have power steering issues of some sort or the other. These issues ranging from complete failure of power steering to intermittent steering assist, to stiff and hard to steer. Among  the vehicles affected are VW Jettas,  Volkswagen transporters, Volkswagen Passats,  VW MKIV  TDI's and Golf Mk5s. Unfortunately specifics about steering problem can vary tremendously because some VAG vehicles are Hydraulically controlled, whereas some are electronic and others are ally controlled, all of which use slightly different technologies and components often spacely dissimilar.   

This implies some vehicles will have a Power steering pump as part of the steering rack assembly whereas others will have a power steering motor / hydraulic fluid reservoir a good meter separated from the steering rack. The following is  a general overview of the operation of VAG power steering systems. But what all these systems have in common, is the dreaded yellow steering light on the instrument panel which lights up for a 3- 4 seconds when the ignition is switched on but goes out after the engine is started. This is part of the self test that checks all electronic modules and mechanical mechanisms are synchronised to work together in harmony. However when the Servotronic warning lamp K92 stays on after the engine is started, there is definitely a fault with the power steering system.


When this happens it is a good idea to book the car in for repairs or do the repairs yourself because it could be quite  expensive.  Either way get the vehicle off the public road because loss of steering while driving can be very dangerous if not fatal especially going around corners because of the possibility of over steer.  An electro-hydraulic power steering system is fairly intricate because its control modules are interconnected. The Power steering control module controls the hydraulic pump motor which produces the hydraulic pressure needed for the steering servo assistance. But in order to this, it needs signals from the 'Powers steering sensor' which is located in the steering column and from the speedometer sensor via the 'Instrument cluster control Module' which is responsible for turning on the yellow steering wheel symbol should there be a problem. And lastly the Power steering controller also needs the engine speed data from the 'Motronic control Unit'. It also needs a 12V supply from terminal 30 as well as 12 volts supply from terminal 15 and of course an earth connection. The power wires are fairly thick and chunky which implies high current delivery. Poor electrical connection can cause arching which will disrupt functionality. Loss of any of signals or voltages to the Power Steering control module for even a few seconds will interrupt steering assist and make the car hard to steer. 

In a previous blog I described the  steering loss I encountered due to loss of  voltage to my car's hydraulic pump motor because my positive battery terminal was loose which resulted in intermittent supply to the main steering control module. It is worthwhile to  to check the level of the Hydraulic fluid in the reservoir when you suffer hard of stiff steering. If there is a leak, the hydraulic pump motor cannot produce the necessary pressure resulting in stiff steering. If the fluid is low, refill the reservoir but don't start the engine but get someone to continually turn the steering wheel between the left and right extremes while waiting for all air bubbles to surface. When the appearance of air bubbles  ceases, it would be ok to start the engine. It is also worth your while to   check for DTC's with a scan tool. Should there be a steering error,  deleting often restores steering assist. The LenkhilfeTRW V270 used in the Polo 9N is normally coded as 10110 which can be changed to 10120, 10130 or 10140 in order to incrementally increase the stiffness of the steering. For more Steering codings click here.

A CALL FOR EMISSIONS TESTING OF ALL MAKES OF MOTOR VEHICLES

A CALL FOR EMISSIONS TESTING OF ALL MAKES OF MOTOR VEHICLES  

By now, virtually everyone who owns a VW, Audi, Skoda or a Seat or those who don't, must  have heard about the Volkswagen AG emissions scandal. A scandal of global proportions  that rocked the entire automotive  industry and affects 11 million diesel powered vehicles as well as some 430 000 petrol powered vehicles, all of which were fitted with the now notorious "cheat device". Initially the Volkswagen management pleaded ignorance about said "cheat device" but later stepped up to the plate, admitting their liability and offering restitution to all VAG vehicle owners directly affected  by the "cheat device". 

This excludes you and me and all our fellow VW group vehicle owners who have also been compromised by Volkswagen's exploits, whether it was intentional or not. I'm specifically referring to all VAG vehicle owners loosing value on the vehicles since the scandal  broke, which is still dropping steadily.  According to Volkswagen we would just have to bite the bullet, but is offering to make a once off financial cash/voucher disbursement to all VAG vehicle owners directly affected by the "cheat device". Meanwhile, Governments from several countries are up in arms about their carbon credits, and instituting litigation against Volkswagen for the shortfall on taxation paid by consumers, because of the "doctored emission values.  Scandal mongers have been heckling and spreading rumours that the emissions problem, more than likely affect all of the 127 models of cars produced by Volkswagen. 

However, in my opinion, Volkswagen cannot be the only auto manufacturer that got their emissions figures to wrong, especially considering its global market share and its clout within the automotive industry. It gives the impression that someone out there is not too happy with Volkswagen for whatever reason and decided to set the wheels of blame, revenge, envy in motion. Having said that, there are rumours and allegations that other motor manufacturers used similar software  devices to cheat at emissions. However, none of them have come forward or owned up like Volkswagen did. Is it possible that the Kyoto protocol emission reduction agreements that were discussed over several years then ratified are unattainable, too presumptuous or just impossible to meet? If there is even the slightest truth in that, then all automotive manufactures would fall short of the target. Or is it that out of a class of x, Volkswagen is the only kid that failed. 

Evidently his cannot be true especially considering that German engineering impress and in many cases even exceeds their own expectations.  Based on this assumption, I call for emissions testing across the entire spectrum of motor vehicles, especially American cars because they were renown as gas guzzlers and where there is fire, is obviously a lot of smoke. With COP21 just a month away, it would be in the interest of all vehicle owners to demand that their preferred manufacture submit their cars for emission testing. It would be a great injustice to Volkswagen and VAG vehicle owners if all the manufacturers are guilty and only Volkswagen gets burnt in the process. Add you opinion below if you think that all motor manufacturers emissions figures needs to be scrutenized.

All these Vehicles were emission tested

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VAG FUEL TRIM PROBLEMS

SHORT TERM FUEL TRIM ISSUES

Modern day OBD-II systems can be described as high-end electronic systems that "sort of" took the automotive industry by surprise. As such , there are so many motor mechanics that have not made the transition from technologies prevalent in older model cars to the technologies pervasive in newer model cars yet, and understandably some never will.  Several of these motor mechanics don't even own a scan tool and even fewer of them are able to interpret the DTCs and the results of a diagnostic scan. With the  result, that many VW owners took it upon themselves to become ODB-II savvy and even do their own automobile repairs. Many of whom have invested in low end scan tools like VAG COM, Actron, Nextech Carmen,  Foxwell, OBD Scan, Altar, etc, and others invested in high end scan tools like G-Scan, VCDS, Xtool, Launch, AutoHex, Autel and Auto Boss etc. Even though the VW service departments are equipt with the best diagnostic scan tools they tend to lack the technical personnel with the requisite expertise to understand them and effectively repair clients VW, Audi, SEAT and SKODA cars. Electronics has taken over the modern day car and being knowledgeable about electronics is key however not every car owner  is therefore not equipt to to analyse the diagnostic printout. As an example, lets take a look at the infamous VAG fuel trim problems list below. All of them very loudly shouts that the stoichiometric  ratio is off. Generic Short Term Fuel Trim (STFT) DTCs range from P0170- P0175 which are generic government required codes and Long Term Fuel Trim (LTFT) range from P1123-P1130, P1139-P1139,  P1151-P1152, P0166-P1167 and all are manufacturer specific.

SHORT TERM FUEL TRIM (STFT)

16554 - P0170 - Fuel Trim, Bank1 Malfunction
16555 - P0171 - Fuel Trim, Bank1 System too Lean
16556 - P0172 - Fuel Trim, Bank1 System too Rich
16557 - P0173 - Fuel Trim, Bank2 Malfunction
16558 - P0174 - Fuel Trim, Bank2 System too Lean
16559 - P0175 - Fuel Trim, Bank2 System too Rich

LONG TERM FUEL TRIM (LTFT)

17531 - P1123 - Long Term Fuel Trim Add.Air, Bank1 System too Rich
17532 - P1124 - Long Term Fuel Trim Add.Air, Bank1 System too Lean
17533 - P1125 - Long Term Fuel Trim Add.Air, Bank2 System too Rich
17534 - P1126 - Long Term Fuel Trim Add.Air, Bank2 System too Lean

17535 - P1127 - Long Term Fuel Trim mult, Bank1 System too Rich
17536 - P1128 - Long Term Fuel Trim mult, Bank1 System too Lean
17537 - P1129 - Long Term Fuel Trim mult, Bank2 System too Rich
17538 - P1130 - Long Term Fuel Trim mult, Bank2 System too Lean

17544 - P1136 - Long Term Fuel Trim Add.Fuel, Bank1 System too Lean
17545 - P1137 - Long Term Fuel Trim Add.Fuel, Bank2 System too Lean
17547 - P1139 - Long Term Fuel Trim Add.Fuel, Bank2 System too Rich

17559 - P1151 - Bank1, Long Term Fuel Trim, Range 1 Leanness Lower Limit Exceeded
17560 - P1152 - Bank1, Long Term Fuel Trim, Range 2 Leanness Lower Limit Exceeded

17573 - P1165 - Bank1, Long Term Fuel Trim, Range 1 Rich Limit Exceeded
17574 - P1166 - Bank1, Long Term Fuel Trim, Range 2 Rich Limit Exceeded

17582 - P1174 - Fuel Trim, Bank 1 Different injection times

THE DEFINITION OF A BANK

Before we continue, it is important to get certain definitions right. In 8 cylinder (W8) engines and 12 cylinder (W12) engines, 4 or 6 cylinders are staggered  aligned at a V-angle,  72 degrees in relation each other, thereby making the engine more compact.  Each staggered row of either 4 or 6 cylider has its own head,  which is called a "Bank",  hence Bank 1 and Bank 2. On the other hand VR6 engines cylinders are also staggered but has a single cylinder head, however the three left most side cylinders (odd numbers) are called "Bank 1" (passenger side left-hand drive) and the right most cylinders (even numbers) are called Bank 2. Four cylinder engines normally have 4 in-line cylinders but here as well, the odd cylinders are called Bank 1 and the even cylinders Bank 2 as can be seen in the "Chassic type: Skoda Fabia  1,2l/4V" below. But this configuration does apply to all 4 and 5 cylinders engines because in some engines all cylinders are referred to as bank 1. Looking at  the above P-Codes  P0170-P0175 it can clearly be seen that  P0107 refers to Bank 1 and is common to both  P0171 and P0172. And likewise P01703 refers to Bank 2 and is common to both  P01704 and P0175. This information allows us to determine which cylinder is bank is running rich or lean. Intermittent signals may be due to continuous STFT occurrences or the bad electrical connections at the o2 sensors. However, every time the engine is started the OBD-II system  does a self test on the O2 sensors,  and should the Check engine light not remain on, then the O2 sensor is probably not the culprit.

______________________________________________________________________

Chassis Type: 6N - VW Polo
16554 - Fuel Trim: Malfunction: Bank 1
P0170 - 35-10 - - - Intermittent

Chassis Type: 6N - VW Polo
16555 - Fuel Trim; Bank 1: System Too Lean
P0171 - 35-10 - - - Intermittent

Chassis Type: 6Y - Skoda Fabia
16555 - Fuel Trim: System Too Lean: Bank 1
P0171 - 35-10 - - - Intermittent

Chassis Type: 3B - VW Passat B5
16555 - Fuel Trim: System Too Lean: Bank 1
P0171 - 35-10 - - - Intermittent

Chassis Type: 9N - VW Polo
16555 - Fuel Trim; Bank 1
P0171 - 35-10 - System Too Lean - Intermittent

Chassis Type: Audi 3.2
16556 - Fuel Trim; Bank 1
P0172 - 35-10 - System Too Rich - Intermittent

Chassic type: Skoda Fabia  1,2l/4V 
16557 - Fuel Trim: Malfunction: Bank 2
P0173 - 35-10 - - - Intermittent

Chassis Type: 6N - VW Polo
16556 - Fuel Trim; Bank 1
P0172 - 35-10 - System Too Rich - Intermittent

Chassis Type: 3B - VW Passat B5
16556 - Fuel Trim; Bank 1
P0172 - 35-10 - System Too Rich - Intermittent

Chassis Type: 1J - VW G/J/B Mk4
16556 - Fuel Trim: System Too Rich: Bank 1
P0172 - 35-10 - - - Intermittent

Chassis Type: 9N - VW Polo
16556 - Fuel Trim: System Too Rich: Bank 1
P0172 - 35-10 - - - Intermittent

Chassis Type: 6N - VW Polo 
16556 - Fuel Trim; Bank 1
 P0172 - 35-10 - System Too Rich - Intermittent

Chassis Type: 8D - Audi A4 B5
16557 - Fuel Trim; Bank 2: system too lean
P0174 - System too Lean

Chassis Type: 4F0 - Audi A6 3.2L
16559 - Fuel Trim; Bank 2
P0175 - 007 - System Too Rich

Chassis Type: 4A - Audi 100/A6 C4
16559 - Fuel Trim: System Too Rich: Bank 2
P0175 - 35-00 - -
16556 - Fuel Trim: System Too Rich: Bank 1
P0172 - 35-10 - - - Intermittent
16557 - Fuel Trim: Malfunction: Bank 2
P0173 - 35-00 - -
16554 - Fuel Trim: Malfunction: Bank 1
P0170 - 35-10 - - - Intermittent

Chassis Type: 8D - Audi A4 B5
16554 - Fuel Trim; Bank 1: Malfunction
P0170 - 92-00 - Unknown Error Elaboration
16554 - Fuel Trim, Bank 1
P0173 - 92-00 - Unknown Error Elaboration
17658 - Fuel Level too Low

Audi A4 B5 96 a4 2.8l
16558 - P0174 - Fuel Trim, Bank 2
P0174  - System too Lean  -detecting lean fuel in exhaust
16555 -  Fuel Trim, Bank 1
P0171  - System too Lean -- detecting lean fuel in exhaust
16554   Malfunction
P0170 - 35-10 - - - reached maximum amount of fuel adjustment
16557 - Fuel Trim; Bank 2
P0173 - Malfunction

Fuel Trim: System Too Rich means / Rich Mixture implying too much fuel, not sufficient air
Fuel Trim: System Too Lean means / Lean Mixture, implying too much air, not sufficient fuel

Correct combustion relies on an air/fuel mixture of 14.7 to 1 ratio. Meaning 14.7 parts air to every 1 part of fuel, but if  the air ratio dips below 14.7 parts, then the mixture is called  "rich", whereas when the air exceeds 14.7 parts, then the mixture it is called  "lean".  To keep the engine running properly, the Engine Control Module measures the oxygen content in the exhaust emissions with the oxygen (O2) sensors in the exhaust system and makes adjustments to the mixture by injecting more or less fuel. The ECU is capable of keeping the STFT air/fuel mix within  specific parameters under normal conditions, and is based on input signals  from the Barometric Pressure Sensor and the Oxygen Sensor and will make minor adjustments to the air/fuel mixture. However when these adjustments it makes exceed a internally stored predetermined level, it sets  a fault code. When DTC P0171 and P0174 are triggered, the oxygen sensors are detecting too much oxygen in the exhaust fumes instructing the ECU to add more fuel in order to maintain a correct  air/fuel mixture.  But when DTC P0172 and P0173 are triggered the reverse is implemented. When DTC P0170 and P0173 are triggered the ECU is unable to compensate for the errors and uses an internally generate signal as compensation.  The main causes of STFT DTCs are due to leaking vacuum  hoses or a poorly functioning  Mass Air Flow Sensor sensing too little air or a faulty Barometric Pressure sensor or insufficient Fuel Pump pressure. Functionality of all these sensors can be checked by verifying there scan data before attempting to replace them. Cleaning the MAF wire with electro cleaner may help but take care not to damage it. Symptoms of STFT DTC may cause the EPC light to come on, make the car go into limp mode, stall, hesitate before acceleration, idle unevenly, backfire and refuse to idle. LTFT will be dealt with in future blog.

INTERMITTENT IMPLAUSIBLE

VW POLO 9N HIGHLINE

The VW Polo comes in three flavours viz. the 9N1, 9N2 and the 9N3, dating from 2002-2009.  The Skoda Fabia and the Seat Ibiza/Cordoba share many of the 9N trates but omit Address 25 since all their onboard control module functions are not identical. In the case of the VW Polo, it shares the coding in Address 17 with Address 25 because they are linked, but this applies morso to the 9N3. However, the easiest way to recognised the 9N and its clones, are by the 6Q0, 6Q1, 6L0, 6N0 and 6R0 modules which are also populated in the Polo 6N range. The interesting thing is that even though some module are the same in both its hardware and software, they have different codings specified. 

It is understandable, since the coding value is subject to the collective components fitted because the coding is a sum of the binary value applicable to the individual components. This can be seen in the three scans below. Be that as it may, module coding seems to be a huge problem with most vehicle owners who do their own repairs, however I have also seen qualified mechanicians struggle for days to get a car back to its readiness state. The status chart below is what every VAG driver / owner desires from their vehicle, but  is often totally elusive.

01-Engine -- Status: OK 0000
03-ABS Brakes -- Status: OK 0000
08-Auto HVAC -- Status: OK 0000
09-Cent. Elect. -- Status: OK 0000
15-Airbags -- Status: OK 0000
17-Instruments -- Status: Status: OK 0000
19-CAN Gateway -- Status: Status: OK 0000
25-Immobilizer -- Status: OK 0000
44-Steering Assist -- Status: OK 0000
46-Central Conv. -- Status: OK 0000
56-Radio -- Status: OK 0000

Readiness: 0 0 0 0 0  / Gata de funcþie: 0 0 0 0 0 / Tests passés: 0 0 0 0 0

VCDS FAILED READINESS SETTING

What I have found, is that when a component that contributes to the module coding value malfunctions, the scan reads "1 Fault Found: 01044 - Control Module Incorrectly Coded" but if the malfunctioning component is first repaired or replaced, and the fault is cleared, the  01044 code does not return since the checksum of the module is once again correct. Many vehicles owners see this 01044 code and start changing module codes, normally just to see what happens. But, and a big but at that, before I continue, I need to stress that it's imperative to print out a scan of the faults and the module codings before any repairs are attempted, so that, if there is a problem, you can always revert back to the original coding. Failure to so could incapacitate your car until it can be correctly re-coded which could be both time consuming and expensive. Implausible and Intermittent (implausible  intermittent signal) problems on VAG cars are rife or rather intermittent and implausible  (implausible  intermittent signal)  problems on all cars are rife ever since control modules were introduced. The main reason for this is bad, poor or intermittent electrical contact, especially  considering the vast increased in the number of multi-pin plugs and sockets and edge connectors. Because vehicles move,  the  forces on the electrical connections constantly changes and that's besides the expansions caused by heat and the contractions caused by cold, and the corrosive effect of the weather on vehicles. Hence intermittent problems in all languages abound. What follows is just a sampling of the intermittent and implausible (implausible  intermittent signal) error codes we could encounter.

01314 - Engine Control Module
013 - Check DTC Memory - Intermittent

00816 - Sensor für Lenkhilfe
30-00 - Unterbrechung / Kurzschluß nach Plus

00716 - Air recirculation Flap Positioning Motor (V113)
000 -  -  - Intermittent

01336 - Bus de données Groupe Confort
80-00 - en mode fil unique

004506 - Fuel Pressure Sensor (G247)
P119A - 000 - Malfunction - Intermittent - MIL ON

01596 - Servomoteur de volet d´air frais/air recyclé (V154)
30-10 - Rupture/court-circuit au pôle + - Intermittent

01336 - Data Bus for Comfort System
80-10 - Single-Wire Operation - Intermittent

01271 - Stellmotor für Temperaturklappe (V68)
000 - - - Sporadisch

00588 - Airbag Igniter; Driver Side (N95)
32-10 - Resistance too High - Intermittent

00778 - Steering Angle Sensor (G85)
49-10 - No Communications - Intermittent

00706 - Relais de ventilateur de radiateur V7 et V35 -vitesse 2 (J513)
009 - Rupture/court-circuit à la masse - Intermittent

00896 - Closing unit tailgate (F256)
27-10 - Implausible Signal - Intermittent (implausible  intermittent signal) ----------

00576 - Klemme 15
002 - unterer Grenzwert unterschritten - Sporadisch

01312 - Powertrain Data Bus
37-10 - Faulty - Intermittent

00-Senzor unghi volan -- Status: OK 0000
01-Motor -- Status: Malfuncþie 0010
03-ABS frâne -- Status: OK 0000
08-Clima automatã -- Status: OK 0000
09-Electronica centralã -- Status: Malfuncþie 0010
15-Airbaguri -- Status: OK 0000
16-Electronicã volan -- Status: OK 0000
17-Instrumente bord -- Status: OK 0000
19-Poarta CAN  -- Status: Malfuncþie 0010
25-Blocare pornire -- Status: OK 0000
42-Uºa electr. ºofer -- Status: OK 0000
44-Asistenþã direcþie -- Status: OK 0000
46-Confort -- Status: Malfuncþie 0010
52-Uºa electr.pasager -- Status: Malfuncþie 0010
56-Radio -- Status: OK 0000
69-Tractare -- Status: Neautorizat 0001
76-Asistenþã parcare -- Status: OK 0000
7D-Încãlz. Aux. -- Status: Malfuncþie 0010

VW JETTA WIRING HARNESS

However,  we all desire the following messages from our cars:-  Aucun code défaut trouvé. No fault code found. Kein(e) Fehlercode(s) gefunden. Nu a gãsit coduri.  The wiring harness of all cars are made with flexible multicore wire with terminal connectors and clip-lock plugs to facilitate connection durability when driving on bumpy roads and uneven surfaces but it seems that shaking, vibration, heat, shafting and corrosion are responsible for the above errors which would probably not resulted if there were not as many interconnected sub harnesses, and multi-pin electrical connections. Volkswagen  vehicles wiring harnesses have undergone a huge technological evolution since 1984. So much so that  30 years later the average wiring harnesses has become extremely complex because the number of terminals have progressively increased from a typical 200 terminals in a 1994 vehicle to as many as 1,400 terminals in the latest models.

The cost implications of these new wiring harnesses and electronic modules constitute more than a quarter of the price of the cars. It is estimated that it takes approximately one and a quarter hours to completely assemble and engine on a production line, whereas it takes more than 5 hours to assemble a wiring harness. Since the complexity of wiring harnesses  escalated exponentially, it is only obvious that the time and cost associated with repairing wiring harness would increase considerably. Thinner wires are used carrying extremely low-level signals and data, interlinked electronic control modules, sensors and actuators communicating in several protocols, collectively resulting in limited access and mass confusion. Restated, automotive repairs have become lot more complicated and it is estimated that almost half of all warranty repairs are caused by electrical malfunctions, and approximately 30 percent of all tow-ins, are due to problems associated with the wiring harness.

This emphatically tells us that the wiring harness is no longer a collection of wires and connectors bound together, because each and every length of wire, connection,  twist and turn, is carefully engineered to suit the application and its environment. Therefore whenever electrical harness repairs become necessary, don't use shortcuts and offcuts pieces of wire from an old extension lead or solid wire from domestic electrical cable and solder joints. Solder joints will eventually break due to vibration and spirited driving. Use the appropriate motor grade multicore flexible wiring of the appropriate diameter with the correct terminals and the appropriate electronic modules and components to restore the wiring harness to its original integrity because failure to do so, will only result in more intermittent and implausible (implausible  intermittent signal) contacts. To give you some idea of the wiring harness complexity I have included the numbers of the various sub harnesses that constitute the entire harness for my car.

WIRING HARNESS

VW Polo Highline 2.0L wiring harness  numbers ( Teilenummern ZSB- Leitungsstrang)

6Q2 970 005 DH, 6Q2 970 006 Q, 6Q2 970 010 L,  6Q2 970 024 H,
6Q2 970 076 AB, 6Q2 970 091 H, 6Q2 970 099 E , 6Q2 970 106 RB,
6Q2 970 111 D,   6Q2 970 154 C, 6Q2 970 191 D,  6Q2 970 083 CJ,
6Q2 970 050 P,    6Q2 970 125 K, 6Q2 970 102 RQ,  6Q2 970 023 CD,
6Q2 970 003 L,    6Q2 970 049 F, 6Q2 970 000 RQ,   6Q2970 030 AA
6Q2970 012 CN,

The underlined 6Q2 970 049 F above is the Cent. Elect. Controller 0009 BN-SG.   2S36 siting at Address 09,  the rest are individual harnesses or rather interconnecting parts of a whole harness.

SCANS

Chassis Type: 9N1 - VW Polo
Scan: 01,02,03,08,09,15,17,19,37,44,46,56,69

Address 01 -------------------------------------------------------
Controller: 032 906 032 E
Component: ME7.5.10 *2503
Coding: 00071

Address 03 -------------------------------------------------------
Controller: 6Q0 907 379 AF
Component: ABS 8.0 front H03 0002
Coding: 0002175

Address 08 -------------------------------------------------------
Controller: 6Q0 820 045
Component: Klimaanlage X0840

Address 09 -------------------------------------------------------
Controller: 6Q0 937 049 D
Component: À0_0 BN-SG. 1S34
Coding: 25742

Address 15: ------------------------------------------------------
Airbags
Controller: 6Q0 909 605 AE
Component: 0H AIRBAG VW5 0C 0010
Coding: 12360

Address 17 -------------------------------------------------------
Controller: 6Q0 920 823 B
Component: KOMBI+WEGFAHRSP VDO V02
Coding: 00141

Address 19 -------------------------------------------------------
Controller: 6N0 909 901
Component: 0000 GATEWAY CAN 1S34
Coding: 00014

Address 44 -------------------------------------------------------
Controller: 6Q0 423 156 AB
Component: LenkhilfeTRW V270
Coding: 10140

Address 46 -------------------------------------------------------
Controller: 6Q0 959 433 E
Component: 67 Komfortgerát 0002
Coding: 00018

Address 56 -------------------------------------------------------
Controller: 6Q0 035 186 A
Component: Radio FF6 0001
Coding: 00401

End -------------------------------------------------------


Fahrzeugtyp: 9N - VW Polo
Scan: 01 02 03 08 09 15 17 19 25 37 44 45 46 56 76

Adresse 01: -------------------------------------------------------
   Motor
   Teilenummer: 03D 906 023
   Bauteil: SIMOS91 1.2l 2V     5415
   Revision: --H04---    Seriennummer: VWZ5Z0G8041219
   Codierung: 0000071
   Betriebsnr.: WSC 00810 219 84798
 
Adresse 03: -------------------------------------------------------
   Bremsen  
   Teilenummer SW: 6Q0 907 379 AF    HW: 6Q0 907 379 AF
   Bauteil: ABS 8.0 front   H05 0002
   Revision: 00000000    Seriennummer: 00000000000000
   Codierung: 0002082
   Betriebsnr.: WSC 00788 785 00200

Adresse 08: -------------------------------------------------------
   Klima/Heizung  
   Teilenummer: 6Q0 820 045
   Bauteil: Klimaanlage        X0850

Adresse 09: -------------------------------------------------------
   Bordnetz      
   Teilenummer: 6Q1 937 049 F
   Bauteil: 0009 BN-SG.         2S36
   Codierung: 25742
   Betriebsnr.: WSC 00788
 
Adresse 15:  -------------------------------------------------------
   Airbag      
   Teilenummer: 1C0 909 605 K
   Bauteil: 19 AIRBAG VW51 0P   0010
   Codierung: 12601
   Betriebsnr.: WSC 00788
 
Adresse 17: -------------------------------------------------------
   Kombiinstrument    
   Teilenummer: 6Q0 920 804
   Bauteil: KOMBIINSTRUMENT AGD V04
   Codierung: 01131
   Betriebsnr.: WSC 00000
 
Adresse 19: -------------------------------------------------------
   CAN-Gateway      
   Teilenummer: 6N0 909 901
   Bauteil: 01K1 GATEWAY CAN    2S36
   Codierung: 00014
   Betriebsnr.: WSC 00788
 
Adresse 25: -------------------------------------------------------
   Wegfahrsperre
   Teilenummer: 6Q0 920 804
   Bauteil: IMMOBILIZER     AGD V04
   Codierung: 01131
   Betriebsnr.: WSC 00000
 
Adresse 44: -------------------------------------------------------
   Lenkhilfe    
   Teilenummer: 6Q0 423 156 AB
   Bauteil: LenkhilfeTRW        V270
   Codierung: 10140
   Betriebsnr.: WSC 00788
 
Adresse 46: -------------------------------------------------------
   Komfortsystem    
   Teilenummer: 6Q0 959 433 E
   Bauteil: 3F Komfortgerát     0002
   Codierung: 00019
   Betriebsnr.: WSC 00788
 
Adresse 56: -------------------------------------------------------
   Radio      
   Teilenummer SW: 6Q0 035 152 G    HW: 6Q0 035 152 G
   Bauteil: Radio DE2           0007
   Revision: 00005000    Seriennummer: VWZ4Z4G3272350
   Codierung: 0020200
   Betriebsnr.: WSC 00788 785 00200
 
Ende -------------------------------------------------------

Type chassis: VW Polo 9N
Scanner: 01 02 03 08 09 15 17 19 37 44 45 46 56 76

Adresse 01: -------------------------------------------------------
Moteur
No. pièce: 038 906 019 NC
Pièce: 1,9l R4 EDC 0000SG 6138
Codage: 00002

Adresse 03: -------------------------------------------------------
Freins ABS
No. pièce Log: 6Q0 907 379 AF Mat: 6Q0 907 379 AF
Pièce: ABS 8.0 front H05 0002
Révision: 00000000 No. de série: 00000000000000
Codage: 0002193

Adresse 08: -------------------------------------------------------
Climatronic
No. pièce: 6Q0 907 044 E
Pièce: CLIMAtronic PQ24 3805

Adresse 09: -------------------------------------------------------
Centrale Elec.
No. pièce: 6Q1 937 049 F
Pièce: 0009 BN-SG. 2S36
Codage: 09870

Adresse 15: -------------------------------------------------------
Airbags
No. pièce: 1C0 909 605 K
Pièce: 17 AIRBAG VW51 0N 0010
Codage: 12599

Adresse 17: -------------------------------------------------------
Instruments
No. pièce: 6Q0 920 825 H
Pièce: KOMBIINSTRUMENT VDO V06
Codage: 01141

Adresse 19: -------------------------------------------------------
Gateway CAN
No. pièce: 6N0 909 901
Pièce: 01K1 GATEWAY CAN 2S36
Codage: 00014

Adresse 44: -------------------------------------------------------
Direction assistée
No. pièce: 6R0 423 156
Pièce: LenkhilfeTRW V272
Codage: 10120

Adresse 46: -------------------------------------------------------
Module confort
No. pièce: 6Q0 959 433 E
Pièce: 5F Komfortgerát 0002
Codage: 00017

Adresse 56: -------------------------------------------------------
Radio
No. pièce Log: 6Q0 035 152 E Mat: 6Q0 035 152 E
Pièce: Radio 9NK 0004
Révision: 00001000 No. de série: VWZ4Z4H0100621
Codage: 0040400

End -------------------------------------------------------

Feel free to upload your VW, SKODA, SEAT & AUDI scans.

Adresse, Address,  Betriebsnummer, WS Code, Control Module for Airbags, Control Module for Climatronic, Control Module in Instrument Cluster, Power Steering Control Module, Engine Control Module, Data Bus for Comfort System, Coding, Control Module for Digital Sound Package, No Signal/Communication - Intermittent, Intermittent Operation, Defective - Intermittent, Open Circuit — Intermittent, Short to Ground — Intermittent, Open or Short to Plus — Intermittent, Implausible Signal — Intermittent, No Communications - Intermittent, Electrical Fault in Circuit - Intermittent,