Showing posts with label dtc. Show all posts
Showing posts with label dtc. Show all posts

Wednesday, August 24, 2022

Annoying VW EPC light

VW EPC expounded

As I've explained in an earlier blog, the amber Electronic Power Control warning light on your car's instrument cluster, is just an indicator light; drawing your attention to either (1)  an Auto-Correct EPC Problem, (2) a Pending EPC Problem, (3) an Existing EPC Problem or  (4) a Current EPC Problem. 

An Auto-Correcting  EPC problem occurs when the EPC light goes on without noticeable difference in engine performance and goes off during subsequent drive cycles which may be within a day or two or longer.

A Pending EPC Problem could be something as simple as a spark plug misfiring intermittently and appears in the scan list but after a while becomes an Auto-Correcting EPC problem alternatively if the plug continues to misfire it becomes and Exising EPC problem.

An Existing EPC Problem could be something like the MAF sensor or a accelerator pedal sensor that needs cleaning or replacement and a Current EPC Problem normally results in limp mode.



EPC light is bright YELLOW/AMBER and acts as a indicator, it is not as a warning light. 
Warning light are always RED.

EPC light is bright YELLOW/AMBER and acts as a indicator light, an advisory light; it is not as a warning light.  Warning light are always RED. Since the ECU "learns your driving style" over time, it records your optimize drive cycles to non-volatile memory along with atmospheric pressure, min & max rpm and the average fuel use data, etc, then creates an adaptive pattern or map based on these parameters. 

When this map is compared to sudden spirited driving, it may trigger the EPC light but will auto-correct (reset) itself after a few driving cycles within a day or two. Sometimes the EPC light may be accompanied by the Check Engine Light (CEL).

A Pending Problem can cause the EPC light to come and not switch off on its own. Pending implies that the problem will only get worse if left unattended to. A diagnostic scanner is needed to view the DTC error, hence its really worthwhile investing in one. 

For example, assume that cylinder number 3 randomly misfired a few times as the pending problem. The scan freeze frame data will show something like this.

000771 - Cylinder 3
               P0303 - 000 - Misfire Detected - Intermittent
             Freeze Frame:
                    Fault Status: 00100000
                    Fault Priority: 2
                    Fault Frequency: 7
                    Reset counter: 255
                    Mileage: 38187 km
                    Time Indication: 0
                    Date: 2021.11.05
                    Time: 21:09:58


             Freeze Frame:
                    RPM: 758 /min
                    Load: 13.1 %
                    Speed: 0.0 km/h
                    Temperature: 51.0°C
                    Temperature: 33.0°C
                    Absolute Pres.: 830.0 mbar
                    Voltage: 12.435 V


What this means is that cylinder misfired 7 time, and that the most recent misfire occurred at the displayed time and date highlighted in red and has a fault priority of 2.  Fault priority of 4 or lower needs to be attended to immediately since it affects the driveability of the car. Don't ignore the VW EPC light.  

Fault priority of 5 and above doesn't require immediate attention but must be attended to sooner rather than later. The freeze frame date shows that the car was idling and 758 rpm with the speed at 0 kph and that the engine hasn't reach its optimum operating temperature as yet. In a nutshell, freeze frame captures the engine operating conditions at the time when the EPC error occurred.

An Existing EPC Problem could  mean either the throttle pedal, throttle body, or brake control unit or any other circuit related to the torque circuit, like the  cruise control unit or the traction control unit is misbehaving.  However the EPC light can also indicated an unrelated problem like a loose fuel cap. With the EPC light on, and a pungent fuel smell inside the cockpit would point you to fuel cap.  

Since the fuel is under pressure, the fuel pump, fuel regulator or fuel rail pressure sensor may also be suspect, each should be excluded through a process of elimination. Remember the Electronic Power Control system is integrated with several other systems on you vehicle, like the steering control unit and the ECU, hence it's not always easy to diagnose.

Its permissible to  drive your VW for a short distances and for a short period of time after the EPC light has triggered, that's to say if driveability hasn't been impaired but its best to either fix it yourself or take it to  VW service center. An  EPC dashboard light can be caused by any of the following, but in no particular order. Sometimes both the EPC light and CEL (check engine light) would turn on.

1) Brake Light Switch failure
2) Mass Air Flow Sensor failure 
3) Engine Speed Sensor failure 
4) Throttle System Potentiometer Failure
5) Cruise Control failure
6) Accelerator Pedal Potentiometer failure
7) Repeated cylinder misfires
8) Loose fuel cap
9) Blown / Faulty  brake light

Any of these can and may cause your vehicle to go into “limp mode” which can be described as a Current EPC Problem. When limp mode strikes, the Engine Control Unit will limits the functions of the torque circuit and transmission thus prevent your VW's engine from  revving higher than 2000 rpm and limit its speed to 30-45 kpm. 

Some mechanics would reset the EPC light by cleasing the DTC list without fixing the actual problem but this is not recommended. When the  Diagnostic trouble codes (DTC) are cleared,  "your driving style" map is also deleted, meaning that the ECU would have to relearn  "your driving style"  from scratch and your VW's performance may seem a bit off.  That's to say, until your racked up sufficient drive cycles (data) with which the ECU can do an analysis in real time. 

Sunday, December 27, 2020

Limp Mode Scan codes

LIMP MODE


Limp mode has hit car owners like a pandemic, a pandemic that was pre-planned by the automotive industry, knowing full well that most car owners would be at a loss to repair it themselves and that it was  going to be a source of steady profit, a bonanza, a money spinner, a cash cow, a golden goose for them.

Virtually every car owner have experienced the wrath of Limp mode at some time or the other and are often helpless when it happens. Those of you who haven't had the displeasure of encountering Limp mod surely will, its just a matter of time - virtually guaranteed.

STANDARD FEATURE

Limp mode is a standard feature programmed into all post-1996 vehicles to protect their engines and driver / passenger when something goes awry with its EPC system, steering or braking system, etc.  The ever-aware sensing software will activate this feature when it detects abnormal readings from sensors, or compromised mechanical part operations that could potentially cause damage to the vehicle or harm to its occupants.

Every time when Limp mode is triggered the ECU will store a DTC in its non-volatile memory for later retrieval. And since Limp mode can be caused by any of several different engine components, the only way to track down the Limp mode problem is by way of a OBD-II scan tool. Scan tools may be considered the vaccines against this Limp mode pandemic, implying only those who have one will be able to fix their own cars.

ON BOARD DIAGNOSTICS

OBD-II (on-board diagnostics ver2) gave rise to a scan tool market and these scan tools comes in several makes and models, with capabilities ranging from the most basic to the most intricate costing from as little as a few bucks to tens of thousands. Most of the low end scan tools are VW compatible though some are not, whereas all the high end scan tools are compatible to virtually all cars, trucks and bikes.

SCAN TOOL

So, if your a car owner / DIY mechanic, it is imperative to get yourself a decent  aftermarket VW-Audi diagnostic scan tool. If you own an Audi,  Porsche, Bentley, Bugatti, Lamborghini,  SEAT, Škoda or Volkswagen I would suggest that you invest in the USB Cable KKL 409.1 VAG-COM Auto Scanner Scan Tool for VW/Audi (Blue) for starters. This cable supports the ISO9141 and KWP2000 transmission protocols and is usable with VCDS lite downloadable from the Ross tech website absolutely free. I started out with this rig and later bought several dedicated scan tools as well as bluetooth dongles that work with cellphones and software for my tablet. None as good or even comparable to VCDS (VAG-COM) HEX-V2 which surpasses the performance of most generic OBD-II tools, but its VW specific.

ELECTRONIC POWER CONTROL

Limp mode limits the amount of power to your engine and transmission thus delivers poor engine performance. EPC (electronic power control) may be lit and Malfunction Indicator Lamp (MIL)(K83) may also be lit. 


Limp mode scan codes:-

000289 (P0121) - Throttle Position Sensor (G69): Implausible Signal

000290 (P0122) - Throttle Position Sensor (G69): Signal too Low

004243 (P1093) - Bank 1; Fuel Measuring System 2

000545 (P0221) - Angle Sensor 2 for Throttle (G188): Implausible Signal  

000808 (P0328) - Knock Sensor 1 (G61) Signal too High - Intermittent

05445 (P1545) - Throttle valve control system, Malfunction

05464 (P1558) - EPV throttle Drive - G186, Electrical malfunction in circuit

01314 - Engine control module / No Communications

17252 (P0868) - Transmission Fluid Pressure Adaptation at Limit
             

WIRING HARNESS

As can be seen from the above, all these Limp mode scan codes / faults are associated with a VW wiring  harness problem and is normally a connector problem but it can also be the a failed throttle body, a knock sensor, the torque circuit, a brake light. The gears inside of the throttle body can strip or becomes clogged with dirt. Remember the last resort is a failed engine control unit (ECU).



Saturday, February 18, 2017

DIAGNOSTIC TROUBLE CODES

DIAGNOSTIC TROUBLE CODES

Your car has been misbehaving of late. Somehow she just doesn't seem to perform like she did in the past. It is very likely that there is a problem with your car and that she already threw an error code, now stored in its OBD (on-board Diagnostics) system. Fortunately this stored data can be retrieved via the diagnosis interface because diagnostic error codes have been standardized globally. Implying that the stored data can be retrieved with any Generic Scan Tool. Virtually every VW service center and even some private mechanics have one or more. Many private individuals have also invested in scan tools  because automotive repair cost have just skyrocketed of late hence they prefer to do the repairs themselves. I've been doing all my VW repairs for the past 8 years. 

OK, so now that youv'e done a diagnostic scan of your car, and retrieved the diagnostic scan codes, the printout looks like a foreign language. You desperately need help to understand what it means but you are no nearer to solving the misbehaving problem with the scan in hand, than you were without the scan. Don't worry, after explaining the basics of scan analysis, you will have a decent idea how to interpret your particular scan and perhaps even do the repair yourself before deleting / clearing the error code.


Low cost Diagnostic scan tools from various manufacturers.

Before we start to analyse the scan there are a few things that I need to mention. Diagnostic errors or more correctly DTC (diagnostic trouble codes) are numerous and fall into to categories, viz Generic fault codes / manufacturer-specific fault codes. However, there is a third category specific to VAG vehicles, though many mechanics also consider them as manufacturer-specific. But I will expound on this later. Fault code are divided into four categories viz, P, B, C and U One of these four alphabetical letters always precede  four numerals  and are thus referred to as an alphanumeric  code or just code for short. The P category is by far the most interesting. Both Generic fault codes and  manufacturer-specific fault codes are applicable to all OBD-II vehicles but manufacturer-specific fault code definitions vary from manufacturer to manufacturer and are also different to VAG codes.


P CODES

The P stands for powertrain, meaning the car's engine and gearbox / transmission.  So any and all preceded by a P is associated with engine or transmission problems. For example, P0100 is a powertrain code that correlates to  'mass  air flow circuit problem'. P0200 is also a powertrain code that correlates to an 'open circuit injector'P0300 is a another powertrain code that correlates to the 'detection of random/multiple cylinder misfires'. P codes start at P0000 and range to P3999.  Generic P codes are a subset of P codes and start with either P0xxx, P2xxx and P34xx - P39xx, implying that P codes  staring at P1xxx and P30xx- P33xx are not generic but manufacturer-specific codes. 

As can be seen above, in the Powertrain system , the first digit after the P indicates  whether or not the code is generic or manufacturer-specific. The second digit identifies a specific area of the vehicle that's at fault. The powertrain components are divided into 9 distinct area as can be seen below. ( Refer to diagram below)

1xx Fault codes related to 'Fuel & Air Metering'
2xx Fault codes related to 'Fuel, Air metering & Injection Circuit'
3xx Fault codes related to 'Ignition System & Misfire Detection'
4xx Fault codes related to 'Auxiliary Emission Controls'
5xx Fault codes related to 'Vehicle Speed & Idle Control System'
6xx Fault codes related to 'Computer Output Circuit'
7xx Fault codes related to 'Transmission / gearbox related faults'
8xx Fault codes related to 'Transmission / gearbox related faults'
9xx Fault codes related to 'Transmission / gearbox related faults'

The third and fourth digits identify the specific component involved with the fault. This can be referenced from a complete list of codes that can be downloaded from various OBD sites. For example, www.outilsobdfacile.com/ www.obd-codes.com/trouble_codes/ www.launchtech.co.uk  www.trouble-codes.com/ www.automotive-technology.co.uk 

The fault code doesn't identify the actual component that's causing the fault but rather narrows it down the area that needs to be investigated. Often times the sensor that does the detection actually goes faulty. For instance, the crankshaft position sensor and camshaft position sensors are prone to failure, causing the engine to stall or  fail to start. 


OBD-II Diagnostic Trouble Codes Explained


B CODES

B stands for Body and includes the Air Bag and other mechanical / electronic components not associated with the engine and transmission/gearbox. For example, B0005 is a body error code and correlates to a 'park switch circuit malfunction'. B0530 is another body error code and correlates to a 'stuck fuel level sensor'.  Generic body trouble codes start with either B0xxx or B3xxx, again implying that B codes starting with B1xxx and B2xx are manufacturer-specific codes.


C CODES

C stands for Chassis and include the ABS and other mechanical / electronic components not associated with neither  the engine and gearbox nor the body. For example,  C0281 is a chassis error code and correlates to a 'brake switch circuit malfunction'. C0238  is a chassis error code and correlates to a 'wheel speed mismatch'. The generic network trouble codes for C start with  either C0xxx or C3xxx. C codes starting with either C1xxx or C2xxx are manufacturer-specific codes.


U CODES

U stands for User Network. Initially the U stood for “undefined” but is now network-related. For example,  U0109 is a network error code  and correlates to 'lost communication with fuel pump control module'. U0405 is another is a network error code  and correlates to 'invalid data received from cruise control module'. The generic network trouble codes for U start with  either U0xxx and or U3xxx, again implying that codes starting with U1xxx and U2xxx are manufacturer-specific codes. 


VAG CODES

Now VAG codes on the other hand  range from 00000-65535 and don't have any letters. It is just a 5 digit numeral and coincides with the list of both generic code and manufacturer specific codes. For example:-

VAG code 16385 coincides with generic code  P0001 - Fuel Volume Regulator Control Circuit Open

VAG code  16389 coincides with generic code  P0005 - Fuel Shutoff Valve (A) Circuit Open


VAG code   16434 coincides with generic code  P0050 - Oxygen Sensor Heater Bank 1/2 Control Circuit

Generic fault code P0403 equates to a VAG 16787 - EGR Valve Malfunction

Generic fault code P0571 equates to a VAG 16955 code - Brake Switch Signal Implausible 

Generic fault code P1690 equates to a VAG 18098 code - Malfunction Indication Light (K83)


Generic fault code  P1814 equates to a VAG 18222 - Transmission Pressure Control Valve open or Short to Ground 

Generic fault code P0032 equates to a VAG 000050 - Oxygen (Lambda) Sensor Heating Circuit Short to Plus 

Generic fault code P0720 equates to a VAG 17104 -  Transmission Output Speed Sensor (G195) Circuit Malfunction


Generic fault code P1517 equates to a VAG 17925 -  ECU Power Supply Relay  Malfunction 

Looking at your scan printout, especially if it's a VCDS scans, it may be quite evident that there are two or three data systems delivering the same data but in a slightly different format. The clipping below purely displays VAG codes with a numeric description.

Address 17: Instruments Labels: Redir Fail!
Part No: 6Q0 920 820 H
Component: KOMBI+WEGFAHRSP VDO V05 
Coding: 00141

6 Faults Found:
01312 - Powertrain Data Bus 
37-10 - Faulty - Intermittent
01314 - Engine Control Module 
49-10 - No Communications - Intermittent
01316 - ABS Control Module 
49-10 - No Communications - Intermittent
01321 - Control Module for Airbags (J234) 
49-10 - No Communications - Intermittent
01322 - Control Module for Multi-Function Unit (MFA) (J501) 
49-10 - No Communications - Intermittent
01309 - Power Steering Control Module (J500) 
49-10 - No Communications - Intermittent


The clipping below displays both generic and VAG error codes as well as a fault description in number code.

Address 01: Engine        Labels: 06A-906-032-BBW.lbl
Part No: 06A 906 032 RJ
Component: 2.0l R4/2V      G   6505  
Coding: 00003
   
4 Faults Found:
17837 - Circuit for Brake Vacuum Pump 
P1429 - 35-00 - Open Circuit
16452 - MAP/MAF  Throttle Position Correlation 
P0068 - 35-00 - 
16804 - Catalyst System; Bank 1 
P0420 - 35-00 - Efficiency Below Threshold
16395 - Bank 1: Camshaft A (Intake) 
P0011 - 35-10 - Retard Set point not Reached - Intermittent

The clipping below  shows VAG 5 digit codes and description numbers.

46 Address: Central Conv. Labels: 1C0-959-799.lbl 
Part No: 1C0 959 799 C 
Component: HLO Komfortgerát 1H 0003 
Coding: 00258 

3 Faults Found: 
01330 - Central Control Module for Central Convenience (J393) 
53-10 - Supply Voltage Too Low - Intermittent 
00849 - S-contact at Ignition / Starter Switch (D) 
25-00 - Unknown Condition Switch 
01359 - Internal Central Locking Switch; Passenger Side (E198) 
27-10 - Implausible Signal - Intermittent

As can be seen in two of the examples above, there are also numbers like, 27-10, 37-10, 49-10, etc. The first two digits of each set of numbers are the numeric equivalent to the text meaning 'Implausible Signal, 'Faulty  and 'No Communications' respectively. Each set of numbers ends in -10, which means 'intermittent'. Hence 27-10 means Implausible Signal - Intermittent, 37-10 means  Faulty - Intermittent and  49-10 means  No Communications - Intermittent. Fault codes can also have a -00 suffix in place of -10 which implies a definite fault (not intermittent). Occasionally you would encounter just a hyphen (-). This implies that the scan equipment could not retrieve further details about the fault and just left it blank. 

Wednesday, December 14, 2016

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,

Wednesday, November 30, 2016

EGR ERROR CODES

EGR EXHAUST GAS RECIRCULATION

Pre OBD vehicles had no need for an EGC circuit because these older cars had large noisy engines, were relatively fast, were gas guzzlers and  were emitting noxious exhaust emissions as if nobody cared about the environment. When combustion takes place inside an engine's cylinders, nitrogen and oxygen combine to form various oxides of nitrogen; which are collectively termed NOx. NOx emissions are generated as a function of high combustion temperature, so when it was discovered that these noxious gas emissions (NOx) were partly responsible for damaging the ozone layer and contributing to global warming, the EPA recommended legislation for OBD/EOBD/OBD-II systems to be fitted into all cars built after 1996 in order to monitor exhaust emissions.  

VW Engineers then came up with an EGR circuit which took different forms and configurations and were often particular to the make, model and manufacturer of the vehicle. EGR can be achieved either internally by means of valve overlap, or achieved externally by means of a  simple arrangement of pipes and a sprung loaded mechanical valve or an electronically controlled solenoid valve. Some turbo charged engines incorporate a low and high pressure exhaust Gas Recirculation system whereas some non-turbo engines only use high pressure EGR. Engines with diesel particulate filter systems tend to use a fast switching electronically actuated EGR valve, whereas a pneumatically activated EGR valve is employed by several others. Some engines used vacumm controlled EGR and some use water-cooled systems, yet all designed to supplement the traditional air/fuel ratio and spark timing circuit. 


VW 2.5 TDI AXG, AHY &  ACV engine  Pressure Converters,
EGR Valve Control Solenoid, EGR Pressure Feedback Sensor
Today virtually every vehicle manufacturers employ exhaust gas recirculation (EGR) as an emissions control sub-system in their cars, which has become an integral part of OBD-II.  The OBD-II exhaust gas recirculation system monitor is responsible for determining the serviceability of the sensors, hoses, solenoids, valves and actuators that are part of the EGR system and any problem with them would most likely trigger a binary '1' in a readiness test. Readiness tests evaluate eight on-board monitors to gauge the integrity of the engine.  Having said that, On-board diagnostic monitoring predominantly applies to systems that are most likely to cause an increase in harmful exhaust emission and during roadworthy testing these systems are specifically checked to verify compliance with EPA / government regulations.

Modern day EGR circuits essentially consists of electronic components and intelligent computer circuitry capable of recirculating a precisely controlled amount of non-combustible exhaust gas back into the intake manifold. A sort of a feed-back loop if you like. The objective is to  attain  lower combustion temperatures  and obtain optimal NOx reduction at middle and high engine loads. Restated, the greater the EGR the lower the NOx. NOx is poisonous and it is in the interest of every vehicle owner to keep their carbon footprint to a bare minimum.

The components involved in the EGR circuit are, the Mass air flow rate (MAF) sensor G70, Engine Exhaust Gas Temperature (EGT) Sensor 1 G235, Exhaust Gas Temperature (EGT) Sensor 2, Exhaust Gas Temperature (EGT) Sensor 3 G495, Exhaust Gas Temperature (EGT) Sensor 4 G648, EGR Vacuum Regulator Solenoid Valve N18 / N121, Exhaust gas Heated Oxygen Sensor (HO2S) G39, Wastegate Bypass Regulator Valve N75, Hot-film air mass meter G70, Engine  RPM sensor and the position of the EGR Potentiometer G212. EGR Cooler Switch-Over Valve N345, which are all vehicle dependent. These transducers  assists the Engine Control Module to recognizes the position of the spring loaded valve plate so that it can adjusts the actuator (electric controlled motor) that in turn controls the gas return flow so that it can  mix with a portion of  fresh air entering at the intake manifold. This lowers the internal combustion temperature and reduces the formation of oxides of nitrogen and keep it well within the legal limit.

However, when this doesn't happen, Engine performance is un-noticeably lower, causing the Glow Plug Indicator Light to flash  continuously  in the case of diesel powered vehicles and the Engine management light in the case of gasoline powered vehicles. Meanwhile the ECU will also register a DTC in its non-volatile fault memory. In the event of a EGR malfuntion which wound't normally be noticed by  the driver if it wasn't for the instrument cluster light that flashes or stays on, don't just start replacing components. First and foremost clean out any carbon buildup with Wynnes EGR 3 cleaner, then check the sensor harness and their respective connectors and check solenoids for continuity.

The likeness of the EGR valve can be compared to the throttle valve, both are butterfly plates that are electronically controlled by the ECU causing them to open and close dependent on the calculated duty cycle of the generated drive pulse. The wider the throttle opens the higher the engine will rev, likewise the wider the EGR valve opens the better the engine performs and the less NOx it produces.

EGR ERROR CODES

Error codes staring at P0400 - P0409 ranges from malfunction of N18 (EGR Valve) to low/high signals from G98 (EGR Temperature sensor) to spurious signals from G212 (potentiometer)

Error codes staring at P1400 - P1408 ranges from Electrical Malfunction, to   Short to Ground/ Positive, too low or high

Error codes  P042E &  P042F dictates that the Exhaust Gas Recirculation "A" Control valve is, Stuck Open and stuck Closed respectively.

Error codes   P045E & P045F dictates that the Exhaust Gas Recirculation "B" Control valve is, Stuck Open and stuck Closed respectively. ts fairly pevalent on VW Jetta.

Error codes P2BAB & P2BAC dictates on incorrect EGR Flow, that NOx levels have exceeded and that the EGR has been deactivated.  Its fairly prevalent on the VW Crafter.

Once your problem is solved, it is imperative that you put  your VW, Audi, Skoda or Seat  vehicle, through a drive cycle but remember the drive cycle is manufacturer specific and should be executed accordingly.

Sunday, July 31, 2016

VW LOGIN CODES

VW LOGIN CODES 

The "login" codes listed below work on many of the following Volkswagen vehicles listed in alphabetically. In order to use them you need a scan tool with the appropriate data connector plugged into your car's DLC connector.  VCDS software and its dual-K+CAN cable is probably your best option but is fairly expensive compared to the other ranges of DIY scan tools.  NB! Use these codes below at your own risk. If you don't have the necessary knowledge or expertise to make adaptation changes to your car's internal electronic module then it's best to leave them alone and refer these changes or logins to an automotive  professional, or at least someone knowledgeable about OBDII Diagnostic Trouble codes (DTC), vehicle  modules, intelligent sensors, the binary system, electronics and data link protocol transmission. These are extremely helpful if you've bee having one heck of a time trying to "login" to your instrument cluster to adapt some keys. Used incorrectly could turn your ECU into a brick so practice caution.

Dual-K & CAN Ross-Tech VCDS kit











Volkswagen:- (VW) Caddy (9K chassis) 1996 - 2003 and newer
Volkswagen:- (VW) Caddy (2K chassis) 2004 and newer
Volkswagen:- (VW) Corrado  and newer
Volkswagen:- (VW) Crafter (2E chassis) 2006 and newer
Volkswagen:- (VW) Eos (1F chassis) 2006 and newer
Volkswagen:- (VW) Fox/Spacefox/Sportvan/Suran (5Z chassis) 2005 and newer
Volkswagen:- (VW) Gol/Parati/Saveiro (5X chassis) 2000 and newer
Volkswagen:- (VW) Golf/Jetta II (19E chassis) 1983 - 1992
Volkswagen:- (VW) Golf/Jetta/Vento/Cabriolet III (1H chassis) 1992 - 1998 and newer
Volkswagen:- (VW) Golf Cabriolet IV (1E chassis) 1999 - 2002
Volkswagen:- (VW) Golf/Jetta/Bora IV (1J/9M chassis) 1998 - 2006
Volkswagen:- (VW) Golf/Jetta/Bora V (1K/5M chassis) 2004 and newer
Volkswagen:- (VW) Golf/GTI/Jetta (1K/5K chassis) 2010 and newer
Volkswagen:- (VW) Golf Variant/Wagon (1K chassis) 2007 and newer
Volkswagen:- (VW) Golf Plus (5M chassis) 2005 and newer
Volkswagen:- (VW) Golf Mk.6 (5K chassis) 2009 and newer
Volkswagen:- (VW) LT (2D chassis) 1996 and newer
Volkswagen:- (VW) Lupo (6E/6X chassis) 1999 and newer
Volkswagen:- (VW) New Beetle/Cabriolet (1C/1Y/9C chassis) 1999 and newer
Volkswagen:- (VW) Passat (31/3A chassis) 1988 - 1994 and newer
Volkswagen:- (VW) Passat (3B chassis) 1997 - 2005 and newer
Volkswagen:- (VW) Passat (3C chassis) 2006 and newer
Volkswagen:- (VW) Passat CC (35/3C chassis) 2008 and newer
Volkswagen:- (VW) Phaeton (3D chassis) 2002 and newer "facelift",  2007 - 2008)  
Volkswagen:- (VW) Polo (6N/6N2 chassis) 1994 - 2002 and newer 
Volkswagen:- (VW) Polo (9N chassis) 2002 -2010
Volkswagen:- (VW) Scirocco (13 chassis) 2008 - 2009 and newer 
Volkswagen:- (VW) Sharan (7M chassis) 1995 and newer
Volkswagen:- (VW) Tiguan (5N chassis) 2008 and newer
Volkswagen:- (VW) Touareg (7L chassis) 2003 and newer
Volkswagen:- (VW) Touareg (7L6 chassis) ( 2007 and newer
Volkswagen:- (VW) Touran (1T chassis) 2003 and newer
Volkswagen:- (VW) Transporter (70 chassis) 1991 - 1996
Volkswagen:- (VW) Transporter (7D chassis) 1997 - 2003
Volkswagen:- (VW) Transporter (7H/7J chassis) 2003 and newer


ENGINE
TDI Engine adaptation login = 12233 ( 4 cylinder MSA12 and newer)
EDC17 Security Access code =  12233  
EDC15/16 Fuel cooling Activation code =  10000 
EDC15/16 Fuel cooling De- activation code =  10001
Delete FMA Learning map  = 10008 
Switched EGR off  for next driving cycle = 10011 
DPF emergency regeneration V6 = 10016 
DPF emergency regeneration 4 Cyl  = 21295
Legal top speed limiter disable (AP07) = 28575
Teach differential pressure transmitter = 30605 

UDS Short Trip password = 27971
ME7 ECU Login Codes =  07825
ME7 ECU Login Codes = 01283
ME7 ECU Login Codes = 11500 Default coding
ME7 ECU Login Codes = 11223
ME7 ECU Login Codes = 11463
ME7 ECU Login Codes = 11501
ME7 ECU Login Codes = 12233
ME7 ECU Login Codes = 33162
Other  ECUs = 26262
Golf 1,6  FSI  = 10011 
Login codes for engine type AEL = 22158
Common Rail - disable top speed limiter = 10111
01283 Cruise Activation "older" vehicles
Activate ACC = 10002
Diesel particulate filter Adaptation  = 10016
Cruise Control Activation  = 11463  
Diesel particulate filter Adaptation = 21295
Special Customer Services login = 45678

ABS

Adaptation access  MK60 = 00212
Adaptation access  NDBW = 01025
Adaptation access  DBW = 04097
Adaptation access  SPECIAL A6 = 09399
Adaptation access  FWD = 13204
Adaptation access AWD = 13504
Adaptation access  AWD ESP = 18446
Adaptation access  MK60 = 19469
Adaptation access  FWD ESP = 23049
Adaptation access  General = 27861
Adaptation access to basic settings = 40168

AIRBAG

Airbag Adaptation Enabling login = 20324

INSTRUMENT

Instrument Cluster Adaptation Login = 13861

CENTRAL ELECTRONICS

Central Electronics Adaptation Enabling login = 21343
Activate Cruise Control Adaptation Login = 11463
De-activate Cruise Control Adaptation Login = 16167
Activate Cruise Control Adaptation = 13647  
NB! The  Cruise Control System  activation  Drive-by-Wire throttle systems will vary for different engine types.

STEERING

Steering Angle Sensor Adaptation Login = 40168

SUSPENSION 

General Login = 31564
Transport Adaptation Activation = 10273
Transport Adaptation de-activation = 41172

 

Saturday, July 16, 2016

VAG 405 SCAN TOOL

VAG405 SCAN TOOL

A week ago I  ordered a VAG405 scan tool from an online store. This scan tool is essentially a dedicated stand-alone OEM level diagnostic device for scanning Volkswagen, Audi, Skoda, Seat, VW Golf, VW GTI , VW Polo, VW Jetta, VW Beetle, VW Passat, VW Touareg, vehicles... etc. Restated, it's a scan tool specific to VAG vehicles manufactured since 1990 to the current day, yet it is quite unlike the Autel D900 diagnostic scan tool I evaluated in a previous blog which is not VAG specific but can scan several makes of vehicles.


As can be seen, it can scan Golf 3, Golf 4 Beetle, New Beetle, Passat.....

It also scans the Polo, Sharan, Lupo, Bora and the Transporter, etc...

However, when the scan tool arrived, I expected something much smaller, like perhaps the size of a Samsung S7, but to my surprise it was actually quite substantial, sporting a large easy to read backlit LCD with OBD/EOBD functionality. The box also included a nylon carry case, an OBD2 cable, a USB cable and a VAG405 user's manual.

Initially, I was intrigued by the general claims made by the advert and reiterated on  the actual box it which it was packaged. It stated that  the VAG405 scan tool reads most electronic controlled modules and erases Diagnostic Trouble Codes (DTCs) from the ECU's non-volatile memory triggered by the Engine, Transmission, ABS, Airbags, Climatic control (AC), Steering wheel, Immobilizer, Instrument cluster and Central electronics, etc. That it reads and clears generic trouble codes on VAG vehicles using either ISO 9141-2 ("CARB"), or ISO 1430 ("KWP-2000") and ISO-15765 ("CAN") protocols for the latest cars and can even resets the MIL light, airbag, ABS and a host of other  OBDII systems.


ISO 1941 Protocol
KWP2000 Protocol
CAN Bus Protocol
And that it can also resets oil service light and retrieve the ECU embedded VIN (Vehicle Information Number) as well as display I/M readiness. 

All of this just sounded too good to be true so I just had to get one. But after running tests I am sorry to say that I am not too impressed with it. Not because it is brick but that it is rather inclined towards cars built prior to y2k.  I found that the VAG405 timed-out and froze when scanning for trouble codes, while displaying "Please Wait" on its LCD screen. In order to reset it, I had to physically unplug the 16 pin DLC then reconnect, else I was going to wait forever.  I assume the "Please Wait" (timeout) is an incompatibility between the non-volitile memory used in my 2007 VW Polo 2.0L Highline and that used in VW prior to y2k. However, most of the other functions appear to be compatible.

I like the fact that it is powered from the car's battery via the DLC and therefore doesn't need batteries but a nice to have would have at least been an on-off switch fitted to the scan tool, to reset the scan tool when it freezes. The software is fairly simplistic and easy to use, though rather limited since it doesn't allow you to change module coding. I couldn't retrieve my car's embedded VIN and I don't think this VAG405 can't retrieve it from  any later model VAG vehicle. It is a very nifty scan tool and great value for money if you own an older VW vehicle or Audi but steer clear of it if your car is newer that year 2000. Perhaps this peculiarity is specific to my scan tool yet everything else seem to function as per claim in the advert and on the box.

Below is a series of photographs that I uploaded to demonstrate the functionality of this scan tool.



Engine control Module data
ABS control Module data
Airbag control Module data
Instrument Control Module data
Electronics Module Control data

Gateway Control Module data

Comfort Control Module data

Failed communication occurred several times but after unplugging DLC and
reinserting comms appeared to be much better.

The software is quite informative, guiding you to causes of comms errors.
Link Error! This happened when I scanned the Steering Control Module and the Radio Control Module, both of which was present and responded to the Autel D900 scan tool.






OBD readiness tests of the 8 monitors, 6 of which are feature in the above image and
2 are featured in the image below, all of which pass,




The first 6 Control Modules, A peculiarity I picked up is that the Airbags is listed before ABS which
isn't normal compared to other dedicated scan tools and computerized scan tool software.

Control Modules 16 -25 

Control modules 35 -56

I don't believe that there are no stored codes because I know there are airbag error codes stores which I determined using VCDS. Like I mentioned earlier, the VAG405 is more suited to vehicles manufactured prior to y2k.