VCDS

VCDS

AUTOMOTIVE DIAGNOSTICS

Over the past few years, I've often referred to VCDS and diagnostic scans in my blogs. For the life of me, it never dawned on me that the vast majority of Volkswagen, Audi, Seat and Skoda  vehicle owners have  no idea what it is, have never heard of VCDS, let alone know what it does. Some has never even seen a diagnostic scan of their own car. I sincerely apologize for the confusion it may have caused.  So the rest of this installment will be devoted to explaining what VCDS is, specifically for the benefit of the masses. But before I do so, I need to sketch a picture as to why car manufacturer are obligated by law to  install on-board diagnostic OBD systems into each and every car they manufacture. 

As long ago as 1946 the State of California (USA) realized that automotive vehicles significantly contributed to the rising levels of air pollution, and passed legislation to establish 'air quality emission standards for motor vehicles'. It is noteworthy, that the very first Volkswagen emission controlled engine was in fact the 1963 Type I VW Beetle engine. It employed a system known as Positive Crankcase Ventilation (PCV) to control its crankcase emissions.  During the 1970's the United States Environmental Protection Agency raised concerns over the general degradation of air quality, though they were especially concerned over the health and environmental impacts of NOx. 

NOx is an abbreviation that refers to the entire family of nitrogen oxides, among which are nitrogen dioxide, nitrous oxide, nitrates, nitric oxide  and nitric acid . NOx is known to aggravate asthmatics, can cause lung tissue diseases and reduction in overall lung function. When NOx reacts with and sulfur dioxide and other substances in the air, it eventually comes down to earth in the form of acid rain. Acid rain is damaging our vegetation  by reducing our crop yields substantially. It also causes our lakes and streams to become acidic which is totally unsuitable to many varieties of fish, shellfish and other aquatic plants and animals. Nitrous oxide emissions also add to the already high level of greenhouse gas responsible for the gradual rise in the earth’s temperature — aka global warming. But that's, just the tip of the ice-berg, because the issue is far worse and is of serious concern. In a nutshell the Federal and State Clean Air Act galvanized the rest of the world in the consciousness to reduce their carbon footprints. 

As a follow up to Positive Crankcase Ventilation (PCV) of 1963, various parts of the automotive fuel and ignition systems were modified in an effort to reduce exhaust emissions. New systems were also added while existing systems were modified to reduce fuel tank ventilation system, tailpipe and crankcase emissions. Electronics was introduced and CDI (capacitive discharge ignition) systems made their appearance and overtime technology further transformed the  four-stroke internal combustion engine. Carburetors and mechanical fuel injection gave way to hydraulic / electronic  fuel injection. Coils, points and condensers gave way to contact-less electronic ignition systems, introduced by Bosch. The Bosch D-Jetronic system was followed by Bosch  K-tronic, then the Bosch Digifant. At some point  the electronic ignition system and the electronic fuel injection were combined which gave rise to the Bosch  Motronic engine management system. 

The main objective of an engine management system is to accurately control the fuel flow and the ignition timing whilst keeping emissions to a minimum. Though various other support systems are needed to make the combustion process occur continuously. For example, crank drives the valve-train that operates the valves, the lubrication system pumps the oil to keep the engine from overheating, the cooling system reduces heat of the oil using the radiator and fan, and the electrical system supplies the voltage and current. This allows the engine management system to deliver the exact quantity of fuel, and delivers a spark at the precise moment to match the air demands of the engine — the stoichiometric ratio.

All this technology, with the help of the IEEE, led up to the  first generation OBD (On-board Diagnostics) that used Diagnostic Trouble Code (DTC) retrieval via blink code. During the successive years  further legislation was  put into place, meanwhile OBD matured  and superseded by the stringently modified OBD-II (On-board Diagnostics 2nd generation)  which has been around since 1996. In Europe OBD-II is known as EOBD-II and the emission scandal involving Volkswagen AG since 2014 revolves around them lying about the amount of CO2 emitted by their cars and for fitting a cheating device to some of their both diesel and petrol vehicles, that actually failed its 'readiness test'.

The Readiness test is essentially a group of eight (8) electronic monitors (circuits)  that oversees the correct functioning of various emission related components fitted into all modern day cars.  Each of these operational test needs to be within the legislated specification. When there is a problem with any one monitor, it will set a binary "1" in the readiness code. If there is no problem or it passes a test, it would set a binary "0" in the readiness code. Even though emission monitoring  was the imputus for OBD-II, it wasn't limited to emission monitoring. Since a computer ECU (electronic Control Unit) was needed to  oversee the emission monitors, it was expedient to put it to other uses as well, like engine management. 

As such, the electronic control unit (ECU) was renamed Engine Control Unit (ECU). The computing power of the ECU was underutilized, since its cost certainly wasn't justified by the 8 menial tasks of emission monitoring, so manufactures started adding bells and whistles and other creature comforts. The ECU increased from a 38 pin version to and 80 pin version in a matter of years. The ECU can store information and has a non-volatile memory where it stores the DTC (Diagnostic Trouble Codes) whenever it detects a problem. The ECU also has another  memory where it stores maps of the driver's driving peculiarities which is erased when the battery is disconnected. The driver is also alerted when there is a problem by one or more instrument panel lights that turn on, or start to blink. When this happens a trouble code is stored which can assist the mechanic in solving the problem.

The bells and whistles were so many that their control needed to be grouped and separated and the rest of the control modules were introduced. Hence ECU (Engine Control Module, TCM (Transmission Contol Module), ABS (Antilock Braking System) module combined with  EDL (Electronic Differential Lock), ASR (Anti Slip Regulation) and  EDL (Electronic Differential Lock), Central Electronics Module, Airbags Module, CAN Gateway Module, Instrument Module, Central Convenience Module, Seat Memory Module, Xenon  Module, Auto HVAC Module, Interior Monitor Module, etc... 

These modules are also distributed throughout the car, sometimes placed in the most obscure places with very limited access; and all these modules are also networked (interconnected) on a bus system  called CAN Bus. Individual modules have also been given some sort of intelligence (protocol) so that they can interface with diagnostic equipment. To simplify,  it can be compared to  a land line telephone extension that can communicate with the switchboard using internal control codes. Each module has its "own telephone number" with the gateway module acting as the switchboard and when a diagnostic device is connected, it can communicate with the requested module via the gateway exchange. 

Having this glut of electronic modules on-board means a glut of sensors and a glut of actuators that accompany them; amongst which are the Engine Crank or Cam Position/Speed sensor, Intake Air Temperature (IAT) sensor, the Throttle position, the Coolant Temperature (CLT) Sensor, the Throttle Valve Control Motor, the cooling fan motor (actuator), the Fuel Pressure Regulator (actuator), the Injectors (actuator), the ignition coil (actuator) and the Oxygen Sensor (O2S) (actuator), to mention but a few. 

With all these extra electronics devices that can go faulty or rather will go faulty at some time or the other,  they will need to be repaired;  and since circuit board level repairs are done at a fairly high level, beyond the abilities of average auto technician, hobbyist mechanical or DIY car owner, module replacement is the only option. In order  to determine which component has gone faulty and which module is responsible for controlling it,  without some sort of diagnostic device is near to impossible. 

So as part of the OBD-II standard, was that vehicle manufactures were obliged to install a diagnostic port in the drivers cockpit area for such diagnostic equipment to interface with the Gateway Module. This port is called the DLC (Data Link Connector). And that's were the VCDS cable plugs into. The VCDS software allows you select your vehicle from a list of VAG vehicles then gives you an option the autoscan. The scan below  is a sample of what can be expected, except that if there is a problem with the vehicle, it will be highlighted in red. Were you see  'No fault code found' is where the fault codes will be listed. The P codes can then be analysed / interpreted and the necessary repairs can be carried out.

SAMPLE SCAN

Chassis Type: 9N (9N - VW Polo (2002 > 2010))
Scan: 01 02 03 08 09 15 17 19 25 37 44 45 46 56 76

VIN: AAVZZZ9NZ8U0XXXXX   Mileage: 221080km/137372miles
-------------------------------------------------------------------------------
Address 01: Engine        Labels: None
   Part No SW: 03C 906 057 AK    HW: 03C 906 057 M
   Component: BOSCH ME7.5.20      0707
   Revision: 21H01---    Serial number: VWZ7Z0G555XXX
   Coding: 0000075
   Shop #: WSC 31414 000 00000
 
No fault code found.
Readiness: 0000 0000
-------------------------------------------------------------------------------
Address 02: Auto Trans        Labels: 09G-927-750.lbl
   Part No SW: 09G 927 750 GH    HW: 09G 927 750 GH
   Component: AQ 250 6F           0930
   Revision: 00H67000    Serial number:            
   Coding: 0000072
 
No fault code found.
-------------------------------------------------------------------------------
Address 03: ABS Brakes        Labels: 6R0-907-37x-ABS80.lbl
   Part No SW: 6Q0 907 379 AF    HW: 6Q0 907 379 AF
   Component: ABS 8.0 front   H05 0002
   Revision: 00000000    Serial number: 00000000000000
   Coding: 0002292
 
No fault code found.
-------------------------------------------------------------------------------
Address 08: Auto HVAC        Labels: 6Q0-820-045.lbl
   Part No: 6Q0 820 045
   Component: Klimaanlage        X0850
 
No fault code found.
-------------------------------------------------------------------------------
Address 09: Cent. Elect.        Labels: 6Qx-937-049-C.lbl
   Part No: 6Q0 937 049 F
   Component: 0009 BN-SG.         2S36
   Coding: 17550
   Shop #: WSC 31414

No fault code found.
-------------------------------------------------------------------------------
Address 15: Airbags        Labels: 6Q0-909-605-VW5.lbl
   Part No: 6Q0 909 601 F
   Component: 05 AIRBAG VW5       0010
   Coding: 12341
   Shop #: WSC 31414

No fault code found.
-------------------------------------------------------------------------------
Address 17: Instruments        Labels: 6Q0-920-xxx-17.lbl
   Part No: 6Q0 920 825 P
   Component: KOMBIINSTRUMENT VDO V06
   Coding: 00141
   Shop #: WSC 31550

No fault code found.
-------------------------------------------------------------------------------
Address 19: CAN Gateway        Labels: 6N0-909-901-19.lbl
   Part No: 6N0 909 901
   Component: 01K1 GATEWAY CAN    2S36
   Coding: 00015
   Shop #: WSC 31414
 
No fault code found.
-------------------------------------------------------------------------------
Address 25: Immobilizer        Labels: 5J0-920-xxx-25.clb
   Part No: 6Q0 920 825 P
   Component: IMMOBILIZER VDO V06
   Coding: 00141
   Shop #: WSC 31550
 
No fault code found.
-------------------------------------------------------------------------------
Address 44: Steering Assist        Labels: 6Q0-423-156.clb
   Part No: 6Q0 423 156 AB
   Component: LenkhilfeTRW        V270
   Coding: 10110
   Shop #: WSC 31414
 
No fault code found.
-------------------------------------------------------------------------------
Address 45: Inter. Monitor        Labels: 6Q0-951-171.lbl
   Part No: 6Q0 951 171 C
   Component: Innenraumueberw.    0020
 
No fault code found.
-------------------------------------------------------------------------------
Address 46: Central Conv.        Labels: 6Q0-959-433.lbl
   Part No: 6Q0 959 433 E
   Component: 67 Komfortgerát     0002
   Coding: 00018
   Shop #: WSC 31414

No fault code found.

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

VCDS

VCDS stands for "VAG-COM Diagnostic System" and it is a dongle based hardware cable sold by Ross-tech governed by intellectual property rights. It pairs with Ross-tech's freely downloadable and regularly updated Windows based computer program that interrogate your vehicles on-board modules. However, the software needs to be registered on-line in order to take benefit from the regular upgrades.  This software provides a GUI with menus to scan the vehicle, that allows you to view Fault Codes, Measuring Blocks and view VAG-Scope data. It also permits you to clear any Fault Codes, and recode a module after  replacing it, log Data to a CSV file,  perform Basic Settings and Output Tests. And so much more. It is probably the most versatile tool to tackle any Volkswagen, Audi, Seat or Skoda repairs. Any auto workshop specializing in VW vehicles that doesn't have VCDS is at a loss, even if  they have a Launch X431, or TOAD, or Autoboss V30, the MaxiDAS DS708, etc. VCDS is specific to VAG vehicles and personally I'm very impressed with  its functionality, and I tip my hat to the Ross-Tech team.  

However, the "high price" of their cable has permitted several competitors to compete with them, producing a clone cable that works with Ross-Tech software. I'm not saying that the price of the cable doesn't justify its capabilities but if the price was more manageable for non-USA based VW owners, virtually every VW, Audi, Skoda, Seat owner would feel obliged to invest in said cable; and at the same time Ross-Tech will get rid of all the clone shysters. the same cable and software works admirably of Bugatti, Lamborghini, Bentley, Porsche and for them price is not an issue. Being a US based company Ross-Tech wants payment in USD but the USD to ZAR is  currently sitting at 1:14 and I'm certain most VAG car owners paying in another currency that don't convert favorably with the USD may have similar reservations. Enough said, go get that cable!  

________________________________________________________________________

VCDS for Volkswagen, VCDS for VW, VCDS for Polo, VCDS for Jetta, VCDS, for Golf, VCDS for Passat, VCDS for Audi, VCDS for Bentley, VCDS for Bugatti, VCDS for Bugatti Chiron, VCDS for Bugatti Veyron, VCDS for Royale, VCDS for Bugatti Garros, VCDS for Lamborghini, VCDS for Gallardo,  VCDS for Aventador, VCDS for Huracan, VCDS for Porsche, VCDS for Porsche Cayman, VCDS for Porsche Boxster, VCDS for Porsche Panamera, VCDS for Porsche Cayenne, VCDS for Porsche Macan, VCDS for 2013 Porsche 911,VCDS for SEAT, VCDS for Škoda, VCDS for Caddy, VCDS for Amarok, VCDS for Fox, VCDS for Lavida, VCDS for Beetle, VCDS for Routan, VCDS for Scirocco, VCDS for Up, VCDS for Vento, TVCDS for Tiguan, VCDS for Taureg,

VW CADDY PROBLEM

VW CADDY PROBLEM

My business partner recently bought a VW Caddy 1.6L for our Security / CCTV installation business, not the one with the passenger seats inside in the back but the commercial panel van type. It came with the rear swing door lock removed and permanently bolted shut with the rear windows sprayed black. The windscreen mounted rear view mirror was also missing, since it served no purpose because of the black rear windows. Other than that, the vehicle was in pretty good nick, oh! and except for the fact that the black door handles were faded towards white or rather, had faded areas where the vehicle user's fingers rubbed through the coating. This is first for me. I would have though Volkswagen would use black PVC for the actual handle than use  white PVC, then coat it black. 

Faded VW Caddy door handle.

I've always know "VW door handle" to be problematic since I have had personal experience with both my VW Golf I and VW Golf II. Many of you may relate to the instance when you pulled youe VW's door open and the handle came adrift and you had to stick you finger through the hole in the door and tug a flat metal lever to open it. Subsequently VW changed the style of the door handle or  rather it is now properly fixed to the door. However, the Caddy's door handles aren't faulty..... yet, just faded. 



Anyway, so after about 12 000 km she developed a engine mis but it was extremely intermittent and therefore difficult to pinpoint. Each mis probably lasted about 3 seconds, it just didn't last long enough to make a proper diagnosis. Unfortunately, my son went to view a VW Tiguan for purchase in another province and took my VCDS with him.  So we were flying blind and had to rely on common sense and good old mechanical experience. We speculated that it may be the spark plugs, but then again it could also have been the coil pack or perhaps not. The coil pack would make the entire vehicle shake, so speculation continued until we were alerted by a flickering  Electronic Stability Control (ESC) light. 

As can be seen, to get to the spark plugs is a bit of a mission.

We concluded that this may have  something to do with the rotation of the wheels or perhaps the ABS because if any one of the wheels slipped or shaved against a pavement, causing the ABS to loose count of the rotational wheel pulses, then an error may occur and trigger the Electronic Stability Control (ESC) light. After a day or two, the AFS light also turned on,  accompanied by the  Electronic Stability Control (ESC) light that now stayed on permanently. Suddenly the Caddy turned into a stubborn mule, it could move forward at a mule's pace yet it didn't matter how much you beat the accelerator, she would just splutter. It was time that we fix her.  But since there were two instrument panel light that came on almost simultaneously we needed to look at what was common to both circuits before we started replacing anything.  Much later we realized that they were completely unrelated and that both lights turning on simultaneously was purely coincidental. We found that the AFS light was triggered by one of the right front headlight bulbs that fused. We then solved that problem.  

View of the purple OBD-II plug and the VCDS adaptor inserted

Thus far we speculated on several things but the logical step was to eliminate the spark plugs — because plugs misfire — and thereafter perhaps the  electronic coil. Since the spark plugs are inaccessible unless the intake manifold is removed, we ended up doing just that. The four plugs were removed and we discovered they were of the wrong type, someone had already replaced them before. The ones we removed were the regular single spark type whereas the recommended spark plug for the VW Caddy is the twin spark type. After replacing all four plugs with the twin spark type, the instrument light turned off and the Volkswagen Caddy idled perfectly normal. It really wasn't worth trying to figure out which plug went to heaven because the cost of replacing them was much less than the value of time. When my son finally returned with my VCDS, I scanned the Caddy and dropped it in below per you perusal.  

Electronic Stability Control light and the AFS light

As can be seen the malfunctioning items below are highlighted which remained 'Red' on VCDS even after we completed the necessary repairs.  We then had to clear the DTC memory for the ECU to be updated because even though the repairs were done, the ECU didn't know. Thereafter their  status revered to OK and the Readiness passed, which can be view  right at the bottom!  The refrigerant pressure problem under Address 08: Auto HVAC remained but the levels are fine so I suspect an electrical problem. Talking about electrical problems, the blower fan was also faulty and didn't work on all setting, so after replacing the series resistor, the blower works just fine. I covered fan blowers in a previous blog but I just needed to add the pic below because the Caddy resistor looks somewhat different.

Chassis Type: 2K (1K0)
Scan: 01 03 08 09 15 16 17 19 25 44 56

VIN: WV1ZZZ2KZ7XXXXXXX

00-Steering Angle Sensor -- Status: OK 0000
01-Engine -- Status: Malfunction 0010
03-ABS Brakes -- Status: OK 0000
08-Auto HVAC -- Status: Malfunction 0010
09-Cent. Elect. -- Status: Malfunction 0010
15-Airbags -- Status: OK 0000
16-Steering wheel -- Status: Malfunction 0010
17-Instruments -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
25-Immobilizer -- Status: OK 0000
44-Steering Assist -- Status: OK 0000
56-Radio -- Status: OK 0000
-------------------------------------------------------------------------------
Address 01: Engine        Labels: 06A-906-033-BGU.lbl
   Part No: 06A 906 033 ES
   Component: SIMOS71 1.6l 2V     8720
   Revision: --H03---    Serial number: VWZ7Z0F7186813
   Coding: 0000071
   Shop #: WSC 35110 377 00190

4 Faults Found:
16414 - Oxygen (Lambda) Sensor B1 S1: Heating Circuit
            P0030 - 009 - Malfunction / Open Circuit
             Freeze Frame:
                    Bin. Bits: 00000100
                    Resistance: 16.38 kOhm
                    Voltage: 2.100 V
                    Load: 7.8 %

            P0301 - 006 -  - Intermittent
             Freeze Frame:
                    RPM: 3072 /min
                    Mass Air / Rev.: 403.3 mg/str
                    Temperature: 72.0°C
                    Lambda: 0.0 %
                    RPM: 2144 /min
                    Mass Air / Rev.: 92.7 mg/str
                    Temperature: 73.5°C
                    Lambda: 0.0 %

            P0201 - 009 -  - Intermittent
             Freeze Frame:
                    RPM: 640 /min
                    Mass Air / Rev.: 119.9 mg/str
                    Lambda Factor: 1.016
                    Bin. Bits: 00000000

17658 - Fuel Level too Low
            P1250 - 000 -
             Freeze Frame:

Readiness: 0110 0101
-------------------------------------------------------------------------------
Address 03: ABS Brakes        Labels: 1K0-907-379-MK70.lbl
   Part No: 1K0 907 379 P
   Component: ASR FRONT MK70      0105
   Coding: 0017106
   Shop #: WSC 35110 377

No fault code found.
-------------------------------------------------------------------------------
Address 08: Auto HVAC        Labels: 1K0-820-047.lbl
   Part No: 2K0 820 047 AQ
   Component: Climatic PQ35   120 0606
    Shop #: WSC 00000 000

1 Fault Found:
00229 - Refrigerant Pressure
            002 - Lower Limit Exceeded
-------------------------------------------------------------------------------
Address 09: Cent. Elect. Labels: 1K0-937-049-21-B.lbl
   Part No:  1K0 937 049 AD
   Component: Bordnetz-SG     H52 2102
   Software Coding: 008C4F010004100057000000000000000009B1065C0000
   Shop #: WSC 35110 377

1 Fault Found:
00979 - Lamp for Low Beam; Right (M31)
            010 - Open or Short to Plus
-------------------------------------------------------------------------------
Address 15: Airbags Labels: 6Q0-909-605-VW52.lbl
   Part No:   6Q0 909 605 AH
   Component: 09 AIRBAG VW52  023 2400
   Coding: 0012345
   Shop #: WSC 35110 377

No fault code found.                  
--------------------------------------------------------------------------------
Address 16: Steering wheel Labels: 1K0-953-549-MY8.lbl
   Part No:    1K0 953 549 AN
   Component: Lenksäulenmodul 636 0070
   Coding: 0000001
   Shop #: WSC 35110 377

No fault code found.
--------------------------------------------------------------------------------
Address 17: Instruments Labels: 1K0-920-xxx-17.lbl
   Part No SW: 2K0 920 843 B HW: 2K0 920 843 B
   Component: KOMBIINSTRUMENT VDD 1612
   Revision: V0003000 Serial number: VWZ7Z0F7117651
   Coding: 0016101
   Shop #: WSC 04556  996

No fault code found.                
--------------------------------------------------------------------------------
Address 19: CAN Gateway Labels: 1K0-907-530-V2.clb
   Part No: 1K0 907 530 K
   Component: J533__Gateway   H04 0020
   Coding: 3D01034007007401
   Shop #: WSC 35110 377
                   
No fault code found.
--------------------------------------------------------------------------------
Address 25: Immobilizer Labels: 1K0-920-xxx-25.clb
   Part No: 2K0 920 843 B
   Component: IMMO            VDD 1612
   Coding:
   Shop #: WSC 00000 000
                   
No fault code found.
-------------------------------------------------------------------------------
Address 44: Steering Assist Labels: 1Kx-909-14x-44.clb
   Part No: 1K2 909 144 L
   Component: EPS_ZFLS Kl.140 H07 1806
   Shop #: WSC 35110 666

No fault code found.
-------------------------------------------------------------------------------
Address 56: Radio Labels: 1K0-035-1xx-56.lbl
   Part No: 1K0 035 186 T
   Component: Radio BVX 016 0023
   Coding: 0020200
   Shop #: WSC 35110 377

No fault code found.

End.
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------

00-Steering Angle Sensor -- Status: OK 0000
01-Engine -- Status: OK 0000
03-ABS Brakes -- Status: OK 0000
08-Auto HVAC -- Status: Malfunction 0010 (Suspect electrical fault since the level is correct)
09-Cent. Elect. -- Status: OK 0000
15-Airbags -- Status: OK 0000
16-Steering wheel -- Status: OK 0000
17-Instruments -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
25-Immobilizer -- Status: OK 0000
44-Steering Assist -- Status: OK 0000
56-Radio -- Status: OK 0000

Address 01: Engine        Labels: 06A-906-033-BGU.lbl
   Part No: 06A 906 033 ES
   Component: SIMOS71 1.6l 2V     8720
   Revision: --H03---    Serial number: VWZ7Z0F7186813
   Coding: 0000071
   Shop #: WSC 35110 377 00190

No fault code found.
Readiness: 1110 1101    (Readiness /faulty condition [above]: 0110 0101)

AUTEL D900 SCAN TOOL

AUTEL D900 SCAN TOOL

The modern day car in its current incarnation has increasingly become more and more electrotechnical than mechanical and technological advancements are constantly on the incline.  It is therefore  quite appropriate to say that vehicle owners need to become electromechanical savvy. In my opinion, the way forward is to invest in a scan tool for your particular make and model car. Since most people are familiar with Cell Phones, Decoders, Set Top Boxes, PVR, DVR and Televisions with various menus, or computers, access points and routers  with various wizards, navigating a scan tool would be relatively easy. A scan tool is an indispensable device for modern car diagnostics and is a technological marvel that's going to save you time and money, but only if you are willing to embrace the technology. 

In a previous blog I discussed VCDS which I think is a really fantastic piece of software with its hardware interface combination specific to VAG vehicles. The amount of Onboard information that is accessible with VCDS is astounding and it is literally beter than the factory  VAS Scan Tool used by VW /AUDI /SKODA / SEAT agents. In fact, in some cases VCDS  will even retrieve more faults than the VAS tools.  Be that as it may, as fantastic as VCDS is, it has major shortcomings for vehicle owners in general. Since VCDS is VAG specific, all other vehicle owners are at a loss to its technical capabilities and would have to look at other scan tools from  companies like  Auto Boss, Launch X431, Autel Maxidas DS708, Pro-Link iQ,  Mentor Touch ET6500, OTC Pegisys, Craftsman - 20899, G-Scan Oceania, Bosch 3824, etc, who produce commercial multivehicle scan tools. These companies cater for the automotive service industry since their scan tools are quite pricey and far beyond the budget of the average car owner.  If VCDS was multivehicle, it would be as good if not better than most commercial scan tools. However, since this is not the case,  Autel has come to their aid of the average car owner. Autel has a low cost handheld scan tool that is multivehicle compatible that supports the following list of vehicles.

Acura, Audi, BMW, Buick, Cadillac, Chevrolet, Chrysler, Daewoo, Dodge, Eagle, Ford, Geo, GMC, Honda, Hummer, Hyundai, Infiniti, Isuzu, Jaguar, Jeep, Kia, Land Rover, Lexus, Lincoln, Mazda, Mercedes Benz, Mercury, Mitsubishi, Nissan, Oldsmobile, Pontiac, Porsche, Plymouth, Saab, Saturn, Scion, Suzuki, Toyota, Volkswagen, Volvo.  

I acquired the 2015 version because of its versatility because it supports several models of each of the above mentioned vehicles. I wanted it to diagnose my Renault but discovered that it unfortunately does't support Renault and even more surprisingly it doesn't support my  VW Polo  2.0L Highline (9N) either but it does support the the following list of VAG vehicles.

Audi A3
Audi A4
Audi A6
Audi A8
Audi A8L
Audi All road
Audi Cabriolet
Audi S4
Audi S6
Audi S8
Audi TT

Volkswagen Beetle
Volkswagen Bora
Volkswagen Eurovan L5
Volkswagen Eurovan VR6
Volkswagen Golf A3
Volkswagen Golf A4
Volkswagen GTI
Volkswagen Jetta A3
Volkswagen Jetta A4
Volkswagen Passat
Volkswagen Touareg

I don't know if the previous years version (Autel D900 2012) supports older vehicles like 2002-2010, but am of the opinion that all newer scan tools are backward compatible though I may be wrong. Anyway, the Autel scan tool is really cool, it comes with a mini CD containing a pdf file of all supported vehicles. I would have thought they would include a list of generic DTCs for Chassis / Powertrain (P-codes), Body (B-codes)  and Network (U-codes) for easy of identification. What this implies is that you will have to either find these lists online, save them as pdfs or print them or access the internet resources to identify the codes every time you car throws you a DTC.

CONTINUED

AUDI OIL PUMP PROBLEM

AUDI A4 ENGINE NOISE

For the past week my sister's Audi A4 2.0L 2007 has been having issues. When it starts its engine sounds like a tractor engine but after about 15 secs it quietens down and sounds and idles perfectly normal. Ever since its engine oil and oil filter change some seven weeks ago by her friend. The "Engine oil pressure light" keeps turning on, after some 20 minutes of driving, accompanied by a beep from the pizzo electric buzzer. Thereafter  it repeatedly  triggers  unexpectedly,  actually giving her a fright every time it does. I ran a scan with VCDS and there was absolutely no sign of engine trouble or DTC from the engine. Except for ABS signal out of specification fault which is totally unrelated to oil pressure. So since there was no problem other than the engine  Engine oil pressure light that triggered daily she decided to drive the Audi in that condition and tolerate the beeping. 

I inquired about the oil that they used, thinking perhaps that if the  grade of oil was too thick, it would affect the oil flow and pressure.  She fetched the container which still had some oil in it from the garage to show me what it was and on inspecting the viscosity of the oil between my thumb and forefinger I was amazed by the crap they sell unsuspecting customers. It turned out that she bought SAE 10W/20 oil at the local supermarket off the automotive shelf because it was going cheap. The oil was so thin, it was virtually like water, it couldn't even form a drop at the end of my finger. I even asked her if they mixed paraffin with the oil and she said no. I looked at the writing on the container to see if it wasn't two stoke oil for lawnmowers but it wasn't. 

Audi A4 Oil Pump (Old Top - New Bottom)

I then knew that this was the cause of the problem. The oil was too thin and the oil pump had difficulty in getting enough oil to the cams, bushes and gears  resulting in the noise caused by excessive friction during the the first 15 seconds when started. I actually thought that the oil may be too thick, so that the  oil pump couldn't push through the required volume of oil per minute. After telling her what an idiot she was to buy this cheap crap oil, I begged her to get some VW 50300 Long Life Engine Oil from the Audi agents.  I even offered to drain the crap oil out her Audi, flush the engine, replace the oil filter and fill it with the correct oil. The VW 50300 Long Life Engine Oil does cost a lot more than regular oil put it has the advantage of 30000 km before the next change. Fortunately it costs less than VW Automatic Transmission Fluid

So after replacing the filter and filling up with the new oil, the Audi now sounds a lot better but it is still noisy. Not as loud as it was before and the duration of the noise reduced from 15 seconds to about 4 seconds. Its  going to cost her a new oil pump replacement within the next week or so, because driving with a suspect oil pump is asking for the engine to seize and heaven alone knows what that's going to cost to repair.

LIMP MODE Q&A

LIMP HOME MODE

When I initially bought my VW Polo 2.0L she was a thrill to drive. Her speed was instant, cornering was really good and road holding never better. She was a joy to drive, very unlike my VW Golf II, but then I started getting car troubles,  which were many and varied. My first encounter with VW agents was a disaster. After they "repaired" my EPC fault they charged me a ridiculous sum of money, only to experience the same EPC problem the following day.  After speaking to several of their mechanics, who collectively were unable to fix my car, I came to realize  that I was either far more knowledgeable about automotive electronics than all of them put together, or they knew very little about electronics.  This just put me off the agents completely and when I took my Polo to independent mechanical workshops,  I found the same to be true. I still remember how lost I felt when my VW Polo went into limp mode the first time and the second and the third and the fourth. I felt lost, stuck on the freeway, late for meetings, frustrated and miserable because I couldn't repair her like I did the VW Golf II due to the fact that the Polo had OBD-II. I  thought my VW Polo to be unreliable, there was a point that I feared driver her at night, and later started to hate  even diving the Polo.  I was literally on the verge of setting her alight. But them I decided to buy a Ross Tech cable and downloaded their VCDS and my Polo is a joy to  drive once again. The rest of this blog is devoted to 10 vehicles owners who have experiences similar trouble with their VAG vehicles ranging from Drive by wire problems, to EPC trouble, to DTC trouble Codes to CAN-Bus-issues to name but a few. 

DRIVE BY WIRE
Steve sent this:- Had the problem of no power, tried the technique described in your blog (disconnect battery, wait, reconnect, turn ignition key, wait, turn off, turn engine on, wait, press throttle...) - and it worked beautifully. Many thanks for your help, very much appreciated - particularly as you've probably save me many pounds. 

QUESTION? - DRIVE BY WIRE
Anonymous sent this:- I have a '07 Polo 1.4 16v BUD. I don't have any lights on the dash, but the engine seems really weak through mid revs and is using a bit too much fuel. When I hook up my OBDII there are no faults recorded but when I view the throttle position in real time it doesn't seem to open in a linear manner. As I press the pedal on the road, the throttle valve seems to open slower than the position of  the pedal. eg; 50% pedal = 30% throttle position, 80% pedal = 35% throttle, 95% pedal = 40% throttle, 100% Pedal = 100% throttle. As you can see WOT does give WOT at the throttle body, but I don't generally drive with my foot planted on the floor. I am confused why it does this as you would expect the throttle body to open the same amount as the pedal, could it need alignment? I am loathed to take it to the VW dealer for fault diagno$i$ so if anyone has any ideas????  Thanks 

ANSWER!
On drive by wire model vehicles the throttle doesn't open like legacy cable throttles because its electronically controlled. 

DRIVE BY WIRE
Durell  Dunn  left this:- I am currently experiencing the same problem with my 2003 polo,1.4. The car goes into limp mode and on some occasions switches off in traffic, hectic ! I will use your method. Thank you for saving me from going to a VW dealership, all I can do at this stage is do and hope 

DRIVE BY WIRE
Loci sent this:- Hi. I have a problem with my Volkswagen Polo 1.4 Tdi. It seems to have a good start but after I drive for around 35 minutes it loses the power so I could not pass 2000 giro. Thank you for your suggestions.

QUESTION? - DRIVE BY WIRE 
Anonymous asked:- My car is a polo 1.4 2012 model. When I start the car the EPC light switch on then I put gear to move the car but it limbs then I switch it off then start it again then the EPC light does not switch on then off I go... What could be wrong? 

ANSWER!
The trouble can be one of many things, among which are your accelerator pedal, throttle body, knock sensor, Fuel pump pressure, even a loose fuel cap. You need to check through each systematically but for that you at least need a scan of your vehicle.

ENGINE LIGHT COMES ON
Lee Kyprian left this:- Everyone who has ever owned a car has experienced the confusion and even panic which can arrive when your check engine light suddenly comes on.

QUESTION? VW ELECTRONIC POWER CONTROL
Abror Isoqov sent this:- Hello. My car is VW Golf 1.6 16v and I have a problem with acceleration it has no enough power. It accelerates very slow and at 5th gear it can get max 130 km/h. At neutral position when engine gets about 5000 rpm the EPC light comes on. After restarting the engine it goes off. Tester didn't determine any trouble codes. What can cause for this problem. I went about 7-8 auto services but any of them could help. But I didn't go to VW dealer because it will be very expensive. last time they charged me $125 just for diagnostic.  Please help me with this issue.   

ANSWER!
What you explaining is limp mode and everything else seems very odd. Because by the time the EPC light does go on, a DTC is already set which any scan tool should be able to retrieve. Unless there is a problem with you DLC wiring, so that communication between vehicle and scan tool is erroneous.

VW ERROR CODES
Steve Cain sent this:- Hi, vw polo 1.4tdi 2003, AMF engine code,  problem is that when driving at any speed, car looses all power, engine stuck on 1200 rpm, throttle pedal no response, glow plug heating light flashes, switch off & switch back on straight away, car drives normally, no warning lights. Can you shed any light on this problem, (driving my wife mad). Thanks, Steve 

ANSWER!
I have covered this problem quite substantially in previous blogs and it in your interest to ready through them.

WON'T REV
Anonymous sent this:- My VW Jetta 2002 1.8t stopped me on the highway and it refused to rev and the mechanic says it is the brain box. I don't understand is he correct?

ANSWER!
Yes he is correct, problem lies in the ECM circuit but not necessarily the ECM itself. Dude you need to get your car scanned to get a better idea of  the actual problem.

CAN-BUS
Hi! I read your blogs and saw writings from you  about the CAN bus protocol. I have a problem to understand something on my cars OBD connector and the CAN bus line. Can you please help me maybe? Can we talk about? When I connect my 2 channel  DSO to the OBD connector pin 6 and pin 14 ( CAN-H and L ) and pin 5 (GND) on my VW Polo 1.4D year 2003 I got this signal what I posted right now. But, when I do the same think on my Renault Clio 1.5DCI year 2003 I got the right CAN signal.  

ANSWER! 
The likely hood is that your VW Polo isn't CAN compliant because its still a 2003 and used KWP-1281 and KWP-2000 protocols.  All VW's after 2008 is fully CAN compliant.

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.

01044 - CONTROL MODULE INCORRECTLY CODED

CONTROL MODULE INCORRECTLY CODED

Since 1994 auto repairs has drastically changed, so much so that most cars cannot be repaired  without a diagnostic code tester. It is therefore advantages to invest in one of the hand held free standing devices or cable interfaces that plugs into a USB port of a laptop computer running the appropriate software to do the necessary. The best software to date for Vag cars is undoubtedly VCDS from Ross Tech. Their latest version is version 14. The software is absolutely free but the interface cable comes at a cost. It is a bit pricy but its a worthwhile investment since it entitles you to free updates for life. This interface cable has a built in PAL chip which doubles-up as a dongle containing the cable activation code. Even though there are several out-band 3rd party interface cables available on the market, none of them gives you the confidence that a VCDS HEX-CAN automotive diagnostic device, that is backed by a service company ready to help with any automotive queries, gives you. Bare in mind that this software has the ability to change the behaviour of the electronic control systems built into your car which can result resulting in catastrophic effects if not performed correctly. If you lack the competence or confidence to perform these operations, or even if you are unfamiliar with or the software, I urge you to refrain from changing anything and obtain an experts advice or assistance. Write down or print out all codes and settings so that it is easy to revert back to them.

Below are just a few of the faults that have popped-up on various vag cars over the past few years. Since the codes cover all Vag cars, the code "01044 - Control Module Incorrectly Coded" has occurred several thousand times in all makes and models of Vag cars, in all languages and countries throughout the world.

01044 - CONTROL MODULE INCORRECTLY CODED

01044 - Modul de comanda: codare incorecta
        35-00 -  -

01044 - Steuergerät falsch codiert
        35-00 -  -

01044 - Módulo de control codificadas incorrectamente
        35-00 -  -

01044 - Modul za kontrol Nepravilno Kodiran
        35-00 -  -

01044 - module de commande codées correctement
        35-00 -  -

01044 - Control Module ongecodeerde
        35-00 -  -

01044 - Beheer Module Verkeerd Gekodeerde
        35-00 -  -

01044 - Upravljački modul Pogrešno Coded
        35-00 -  -

01044 - Control Module Nepareizi Coded
        35-00 -  -

01044 - 控制模塊編碼不正確
        35-00 -  -

01044 - Kòngzhì mókuài biānmǎ bù zhèngquè
        35-00 -  -

01044 - Modul de control codificate incorect
        35-00 -  -

01044 - Kontrolli Module kodifikua Gabimisht
        35-00 -  -

01044 - وحدة التحكم الأكواد بشكل غير صحيح
        35-00 -  -

01044 - Řídicí modul nesprávný kód
        35-00 -  -

01044 - Modul Kawalan Salah Dikodkan
        35-00 -  -

01044 - Kontrol Modülü hatalı Kodlu
        35-00 -  -

01044 - Control Module Felaktigt Kodad
        35-00 -  -

Genuine VCDS cable and Software from Ross Tech.

What I find most intriguing is that for most DTC codes, VW offers some sort of help by using words like "intermittent" " implausible" "short circuit" "limit exceeded", etc.. like these faults below, but the 01044 faulty code featured above offers absolutely none. However, I have included some data below that may be of some help. Should you find these codes helpful, all I ask is for you to like my site on G+1 , Facebook, Twitter, Pinterest, etc.

00532 - Supply Voltage B+
07-10 - Signal too Low - Intermittent

01044 - Control Module Incorrectly Coded
35-00 -  -

01179 - Incorrect Key Programming
35-00 - -

01179 - Incorrect Key Programming
005 - No or Incorrect Basic Setting / Adaptation

00852 - Loudspeaker(s); Front
44-00 - Short Circuit

16795 - Secondary Air Injection System: Incorrect Flow Detected
P0411 - 35-00 -  -

01044 - Control Module Incorrectly Coded
35-00 - -

00933 - Electric Window Motor; Passenger Side (V148)
62-10 - No or Incorrect Adjustment - Intermittent

16795 - Secondary Air Injection System: Incorrect Flow Detected
P0411 - 002 - Lower Limit Exceeded

16825 - EVAP Emission Control Sys
P0441 - 35-10 - Incorrect Flow - Intermittent

00928 - Locking Module for Central Locking: Front Driver Side (F220)
27-00 - Implausible Signal

VW 9N CODES FOR:
CONTROL MODULE INCORRECTLY CODED

If  one of the following controllers is fitted in your car, try each of these codes individually  and you are guaranteed to solve your " Control Module incorrectly coded" problem, providing you have just changes the coding of one module or replaced only one module.  I need to stress as I have in a previous blog that every Control module that is fitted in your car has a prefered coding which is subject to the equipment it supervises. As such, its coding is stored as an onboard binary number, which in essence is the binary sum of the features for that specific module. Whereas the master ECU / Ctrl Head Dash  also stores an onboard binary number which in essence is the binary sum of all the Control Module's coding fitted in the car. This binary sum is called the checksum and any incorrectly coded  module will result in an erroneous checksum. If this is the case, the erroneous checksum is compared to a reference checksum also stored in the ECU module and any discrepancy could incapacitate your Volkswagen completely or present you with some peculiarities and error codes to match. Like the notorious 01044 control module incorrectly coded error. Checksum verification was adopted by BOSCH Motronic ECUs to validate its EPROM's stored data. So, it is wise not to change the coding or replace any control modules in your VW AUDI, SKODA or SEAT unless you are au fait with binary and hexadecimal number systems.

Address 09: Cent. Elect. [21343 login]
Component: 0009 BN-SG. 2S36

Controller: 6Q1 937 049 F
Coding: = 09870 / 09390 / 08332 / 25742 / 26030 /
26254 / 00004 / 09358 / 16396 / 08588 / 08204 /
00004 / 09646 / 24716 / 25743 / 24588 / 17422 /

Controller: 6Q1 937 049 D
Coding: = 00140 / 16524 / 09406 / 17422 / 25610 /
25614 / 25774 / 09358 / 25646 / 00012 / 01166 /
25774 / 25742 / 09870 / 09390 / 09646 /

Controller: 6Q1 937 049 C
Coding: = 09358 / 09390 / 00140 / 16396 / 25742 /
00012 / 25742 / 26046 / 25614 /

Controller: 6Q1 937 049 B
Coding: = 25754 / 09374 / 00140 / 17594 / 25758 /

Controller: 6Q1 937 049
Coding: = 00141 / 09234 / 09870 / 09362 / 09358 / 09394 / 09646 /

Address 09:  Cent. Elect.  [21343 login]
Component: 0000 BN-SG. 2S36
Address 09: Controller: 6Q1 937 049 F Coding: 09358
Address 09: Controller: 6Q1 937 049 F Coding: 25742
Address 09: Controller: 6Q1 937 049 F Coding: 25743

Address 09:  Cent. Elect.  [21343 login]
Component:  000B BN-SG. 2S36
Address 09: Controller: 6Q1 937 049 F Coding: 08588
Address 09: Controller: 6Q1 937 049 F Coding: 16524
Address 09: Controller: 6Q1 937 049 F Coding: 24716

NB! More component codes in the next blog ...

INSTRUMENT CLUSTER / IMMOBILIZER / KOMBI
6Q0 920 825

Component: KOMBIINSTRUMENT VDO V06
Address 17: Instruments Controller: 6Q0 920 825 E Coding: 01144

Component:  INSTRUMENT CLUSTER VDO V07
Address 17: Instruments Controller: 6Q0 920 825 E Coding: 01144

Component: KOMBIINSTRUMENT AGD V05
Address 17: Instruments Controller: 6Q0 920 825 F Coding: 01132

Component: KOMBIINSTRUMENT AGD V02
Address 17: Instruments Controller: 6Q0 920 825 F Coding: 01132

Component: KOMBIINSTRUMENT AGD V04
Address 17: Instruments Controller: 6Q0 920 825 F Coding: 01132

Component:  KOMBIINSTRUMENT VDO V06
Address 17: Instruments Controller: 6Q0 920 825 F Coding: 01132

Component: KOMBIINSTRUMENT VDO V03
Address 17: Instruments Controller: 6Q0 920 825 G Coding: 01132

Component: KOMBIINSTRUMENT VDO V06
Address 17: Instruments Controller: 6Q0 920 825 G Coding: 01132

COMPONENT KOMBIINSTRUMENT VDO V06
Address 17: Instruments Controller: 6Q0 920 825 H Coding: 01141

Component: KOMBIINSTRUMENT VDO V06
Address 17:  Instruments Controller: 6Q0 920 825 J Coding: 01142

Component: KOMBIINSTRUMENT VDO V05
Address 17:  Instruments Controller: 6Q0 920 825 K Coding: 01148

Component:  KOMBIINSTRUMENT VDO V02
Address 17:  Instruments Controller: 6Q0 920 825 L Coding: 01148

CENTRAL CONVENIENCE

Address 46:
Controller:Central Conv.

06 Komfortgerát 0002 6Q0 959 433 C Coding: 00067
07 Komfortgerát 0002 6Q0 959 433 C Coding: 00259

63 Komfortgerát 0002 6Q0 959 433 E Coding: 00016
3  Komfortgerát 0002 6Q0 959 433 E Coding: 00016
5F Komfortgerát 0002 6Q0 959 433 E Coding: 00017
   Komfortgerát 0002 6Q0 959 433 E Coding: 00018
63 Komfortgerát 0002 6Q0 959 433 E Coding: 00016
64 Komfortgerát 0002 6Q0 959 433 E Coding: 00019
65 Komfortgerát 0002 6Q0 959 433 E Coding: 00018
67 Komfortgerát 0002 6Q0 959 433 E Coding: 00018
3F Komfortgerát 0002 6Q0 959 433 E Coding: 00018
3F Komfortgerát 0002 6Q0 959 433 E Coding: 00019
2F Komfortgerát 0002 6Q0 959 433 E Coding: 00064
4y Komfortgerát 0002 6Q0 959 433 E Coding: 00065
4z Komfortgerát 0002 6Q0 959 433 E Coding: 00065
6K Komfortgerát 0002 6Q0 959 433 E Coding: 00065
4U Komfortgerát 0002 6Q0 959 433 E Coding: 00066
4M Komfortgerát 0002 6Q0 959 433 E Coding: 00064
31 Komfortgerát 0002 6Q0 959 433 E Coding: 00067
4T Komfortgerát 0002 6Q0 959 433 E Coding: 00258

   Komfortgerát 0002 6Q0 959 433 F Coding: 00018
   Komfortgerát 0002 6Q0 959 433 Coding: 00021

J2 Komfortgerát 0002 6Q0 959 433 G Coding: 00064
20 Komfortgerát 0002 6Q0 959 433 G Coding: 00065
41 Komfortgerát 0002 6Q0 959 433 G Coding: 00017

1N Komfortgerát 0002 6Q0 959 433 H Coding: 00018
2Y Komfortgerát 0002 6Q0 959 433 H Coding: 00018
1N Komfortgerát 0002 6Q0 959 433 H Coding: 00019  
1R Komfortgerát 0002 6Q0 959 433 H Coding: 00067
0H Komfortgerát 0002 6Q0 959 433 H Coding: 00067