Navigating the Used VW Market

My years of navigating the pre-owned market have taught me one fundamental truth: when it comes to buying a used Volkswagen, caution is not just a virtue, it's a financial necessity. Whether you're eyeing a hot hatch like the GTI, an Audi A4 or a practical family car, the pursuit of value for money requires vigilance. A deal that seems too good to be true almost always has a hidden cost, and that's a repair bill you'll be stuck with.

Here is a substantial breakdown of what my experience has taught me to look out for, differentiating between a private sale and a dealer purchase.

Private Seller vs. Dealership: The Core Difference

The biggest distinction lies in recourse and protection.

Private Seller Pitfalls (Higher Risk, Potentially Lower Price)

• "Sold As Seen" Reality: When buying privately, the car is "sold as seen." Once the money changes hands, you own all the problems. The seller has no legal obligation to fix issues that appear the next day.
• Hidden History: While a private seller can give you direct insight into the car's life, they also have a greater incentive and opportunity to conceal maintenance neglect or accident damage. You must rely heavily on your own inspection and independent checks.
• Lack of Warranty: You get no warranty or after-sales support. Any breakdown is your immediate, sole expense.

Dealership Pitfalls (Higher Price, Added Assurance)

• The "Premium" Price: Dealerships charge a premium for their overheads, reconditioning, and the legal assurance they provide. Expect to pay more than a private sale.
• Sales Pressure: You're dealing with professional negotiators who want to maximise profit. Be prepared to stand firm on your price and walk away if you feel rushed or pressured.
• Surface-Level Fixes: While reputable dealers inspect cars, some may only perform the minimum work required to get the car through an inspection. A shiny engine bay might be hiding an underlying issue. Always check for a full, itemised inspection report.

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The Red Flags: When to Walk Away

My golden rule is simple: if the deal is significantly below market value, there is a reason.

Red Flag	The Danger	What it Implies
"Bargain" Price	Value is imperative, but if the price is 10-20% below comparable market listings, the seller is desperate to offload a major problem.	Major mechanical or structural fault that is too expensive to fix, like a failing transmission or a cracked cylinder head.
No Service History/Records	Especially for complex German engineering like a VW, missed service intervals are catastrophic. GTIs, for example, are highly sensitive to missed oil and DSG services.	Negligence. This almost guarantees costly wear-and-tear repairs soon after purchase.
Warning Lights Cleared	If the car is advertised as "just serviced" and all dashboard warning lights are off, check the engine's "Readiness Monitors" with a diagnostic tool. If they are not set, the codes have recently been cleared, masking a fault.	Concealment of a serious fault (e.g., engine or emissions issue) that triggers a constant warning light.
Sloppy Modifications (Mods)	Look for aggressive engine tunes, lowered suspension that scrapes, or badly fitted aftermarket parts.	Hard driving and abuse by a previous owner who may have exceeded the engine/drivetrain limits.

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Essential Inspection Checklist: Where Problems Lurk

You need to look beyond the shiny paint and into the details. Here are the non-negotiables:

Under the Bonnet: The Engine (The Most Costly Area)

• Oil Leaks: Look for dark, wet patches or crusty, black build-up around the valve cover, oil pan gasket, and transmission seams. A small weep is common on older cars, but active dripping is a red flag. VW engines are known for leaks around the timing chain cover or rear main seal on some models.
• Coolant Leaks: Look for pink or white residue near hoses or on the ground. A common VW issue is a failed water pump or thermostat housing (especially on TSI/TFSI engines). These can lead to overheating and catastrophic damage.
• Check the Oil Dipstick: The oil should be a clean, translucent brown/gold colour, not thick, black sludge. If it looks like a chocolate milkshake, that indicates a serious head gasket failure (water mixing with oil).

• Tire Condition (The Contact Patch): Inspect all four tyres closely. Are they matching brands? Mismatched, cheap tyres suggest the owner skimped on safety and maintenance. Look for uneven wear (e.g., bald on the inner or outer edge). This indicates a serious alignment or suspension issue potentially caused by an accident.
• Rust and Bodywork: Check the wheel arches, the sills (the metal strip under the doors), and around the windshield/rear window seals. Surface rust is one thing, but bubbling or holes signal a significant problem. Look for overspray in the wheel wells or door jambs, which indicates a cheap body repair.
• Suspension: Look for cracked or leaking shock absorbers (oil on the piston rod). Bounce each corner of the car—it should settle quickly, not bounce repeatedly.

• Upholstery Damage: Significant rips, major stains, or excessive wear on the driver's seat bolster and pedals that doesn't match the odometer reading suggests high, hard use or odometer tampering.
• Smell: A damp, musty smell could point to a leak in the sunroof (common on some VW models) or a flood-damaged car. A sweet smell could be leaking coolant.
• Test ALL Electrics: Test the A/C (must blow cold immediately), all windows, the sunroof, and the infotainment system. Expensive electrical issues are a major headache on modern V Dubs.

 

The biggest hidden threat to value and safety is undeclared accident damage. Insist on running a comprehensive vehicle history report (AA) using the VIN (Vehicle Identification Number). This should reveal any declared accidents, structural damage, salvage titles, or finance outstanding on the vehicle. Never skip this step.

Visual Inspection for Damage

A history report only shows declared damage. You need to look for signs of poor repair:

1. Panel Gaps: Check the gaps between the hood, fenders, doors, and trunk. They should be uniform and consistent. If the gap on one side is noticeably wider or narrower than the other, the car has been repaired and the panels are misaligned.
2. Bolts and Fasteners: Open the hood and trunk. Look at the bolts holding the fenders, hood, and hinges. If the paint is chipped or scratched on the bolts, those panels have been removed or replaced.
3. Weld Spots: Look at the inner structure of the engine bay and door jams. Factory welds are clean and uniform. Messy or gloopy welding, or excessive sealant, is a sign of a structural repair.
4. Glass and Lights: Check the manufacturer's logo on all the glass (windshield, side windows). If one window or one headlight is noticeably newer or a different brand than the others, it was likely replaced after a collision.

My final piece of advice: comparison is key.

1. Determine Market Value: Before you even look at a car, check multiple online listings for the exact model, year, mileage, and specification you are interested in. Use valuation tools to establish the Private Party (lower) and Dealer Retail (higher) price ranges.
2. Factor in Condition: Use the inspection checklist above to determine if the asking price is justified.
• Pristine Car with Full History: Pay at the top end of the range.
• Average Car with Minor Faults (e.g., minor leaks, cheap tyres): Negotiate down to account for immediate repairs.
• Car with Major Red Flags: Walk away. The true cost of fixing the hidden issues will erase any apparent savings.

Be careful, be thorough, and remember that an extra day of research can save you thousands in unexpected repair bills. Is there a specific model or year of VW you were considering that I can give you more detailed advice on?

FAULT FINDING VW

I’ve driven and owned VW, Audi, SEAT and Škoda cars for the past 20 year and if there is one thing you need to make peace with, is that check engine light.  It isn't your enemy, it's a conversation starter. But it speaks in a German dialect of engineering, and if you try to talk to it with a cheap parts store scanner, you're going to have a hard time. I've learned this the hard way, by replacing perfectly good parts and missing the real issue. Let me save you some headache and money.

My first mistake was thinking a basic OBD-II scanner was enough. On my old B5 Passat 1.8T, it pulled a P0300 random misfire code. I threw coils and plugs at it. Nothing. It wasn't until I bit the bullet and got a proper VAG-COM (now VCDS) cable that I saw the truth. The generic code was useless. VCDS showed me the real story: a specific misfire counter on cylinder 3, and more importantly, a long-term fuel trim at +18% at idle. The code was the symptom; the data was the diagnosis. It was a cracked vacuum line underneath the intake manifold, a known flaw on that engine, sucking in unmetered air. The scanner told me what; VCDS showed me why.

The Engine Control Module (ECU) learns and adapts to your driving, to fuel quality, to a slightly dirty throttle body. This is where people get tripped up. Let's say your battery dies. You jump it, and now the car idles rough or surges. You panic, thinking you've fried something. Chances are, you just reset the ECU's adaptations. The throttle body, for instance, needs to relearn its closed position. You can't just drive it. You need to perform a Throttle Body Alignment—a specific Basic Setting procedure in the scan tool. I spent an afternoon thinking I'd killed my Golf TDI's ECU after a battery change before I found that menu in VCDS. Five minutes later, it was purring.

Every VW Group powertrain has its own personality—and its common failures. The code points to the system; your experience and the data point to the component.

• The "Limp Mode" Tango (Especially on TDIs and 1.8T/2.0T): You're on the highway, you decide to overtake and suddenly—nothing. No power, revs limited. Limp mode. The code will often be something like "Charge Pressure: Negative Deviation" or "Turbocharger/Supercharger Underboost." Your heart sinks, thinking "turbo is dead." Stop. Nine times out of ten, especially on the 1.8T, it's a split or disconnected boost pressure hose or a failed diverter valve. On the TDIs, it's a sticky variable vane turbo actuator (seized with carbon) or that same boost leak. I keep a spare diverter valve in my toolbox. It's a 20-minute swap. Always check the cheap, easy stuff first. The car is protecting itself from what it thinks is an overboost scenario caused by a leak.

• The No-Start Heart Attack: Cranks but won't fire. On a gasoline engine, check for RPM signal in live data first. If it reads zero while cranking, your crankshaft position sensor (G28) is likely dead. It's a common fail point. On a TDI, especially the older ones with an in-tank lift pump, listen for the pump humming when you turn the key. No sound? Check the fuel pump relay (often relay 109 or 401) and the fuse. Also, never ignore the immobilizer. If the little key symbol light on the dash is flashing, the car doesn't recognize your key. Sometimes it's as simple as a low key-fob battery, sometimes it's a failing instrument cluster. I had a 2002 Jetta that wouldn't start because a previous owner had messed with the cluster. A VCDS scan of the immobilizer module told the tale.

• The Sneaky Mechanical Fault Masquerading as an Electrical Code: This is the big one. A code does NOT mean "replace that sensor." It means "this circuit is out of spec." Example: I got a "Coolant Temperature Sensor (G62) Implausible Signal" on my A4. The live data showed the coolant temp reading -40°C while the engine was warm. Classic bad sensor, right? Replaced it. Code came back. Turned out, the wiring harness to the sensor had rubbed against the engine block, melting two wires together and shorting the signal. The sensor was fine; the wiring was the culprit. Always back up a code with live data. If the sensor reading is physically impossible, the sensor or its circuit is bad. If the reading is plausible but wrong, you might have a mechanical issue (like a real overheating problem).

Scan ALL Modules. Don't just scan the engine. Use VCDS and do an Auto-Scan. A fault in the Central Convenience module can cause weird electrical drains that indirectly affect the engine.

1. Note the Codes, Then Look at the Freeze Frame. This snapshot tells you the conditions when the fault occurred. Was the engine cold? Under load? At idle? This is huge.

2. Go to Live Data (Measuring Values). This is your cockpit. For running issues, look at:

- Fuel Trims (Long Term & Short Term): Are they wildly positive (adding fuel, indicating a vacuum leak) or negative (pulling fuel, indicating a rich condition or faulty MAF)?

- Specified vs. Actual Boost: Graph them. If actual never meets specified, you have a leak or weak turbo. If it overshoots and then dives, you have a sticky actuator or bad boost control valve (N75).

- MAF Sensor Readings: At idle, a 2.0L engine should read about 2.5-3.5 g/s. Rev to 2500 RPM in neutral; it should jump to 8-12 g/s and be smooth. A dead or dirty MAF will read low and cause lack of power.

3. Think Simple, then Complex. Is there oil in the intercooler pipes? (Common on higher-mileage turbo cars). Are the vacuum lines soft and cracked? Is the PCV breather hose collapsed? I've "fixed" more VW group cars with a R20 hose than a R200 sensor.

4. After Repair, Clear Adaptations (if relevant) and Perform Basic Settings. Did you replace the throttle body, fuel pump, or battery? Do the required procedure. The car needs to relearn.

Owning any VW car is a relationship. They're brilliant but demanding. The OBD-II system is your direct line into its “mind”. Get the right tool (VCDS is worth every penny), learn to speak the language of data, and always—always—diagnose before you replace. The light isn't telling you to panic; it's telling you to have a conversation. Now you know how to talk back. But note this is not a VCDS advert nor am I receiving any compensation from them whatsoever. I'm promoting because there is no better diagnostic for VW that it.

Automotive Electronics

Automotive electronics represent a significant chapter in the success story of the 20th century's electronics industry. This field has given birth to a plethora of innovations, from electronic components and printed circuit board design to the internet, computers, fiber networks, communication protocols, wireless transmission, and cell phones, among others. The impact of electronics spans across various sectors, including automotive, aerospace, and medical industries.

In the automotive sector, electronics have ushered in a new era of innovation, revolutionizing the modern-day automobile. From basic radio systems to autonomous vehicles capable of operating without human intervention, the integration of advanced electronic technologies has reshaped the automotive landscape. However, many of these advancements have been spurred by government mandates, such as On-Board Diagnostics (OBD).

On-Board Diagnostics has played a crucial role in the automotive industry's response to global warming, greenhouse gas emissions, and climate change. Mandated by legislation and driven by international initiatives like the United Nations Framework Convention on Climate Change (UNFCCC), OBD systems are designed to monitor and control vehicle emissions, contributing to environmental sustainability efforts.

The evolution of OBD from its inception to the current OBD-II standard has been instrumental in regulating vehicle emissions and promoting fuel efficiency. With the implementation of microprocessor-driven Engine Control Units (ECUs), manufacturers can optimize engine performance and reduce exhaust emissions effectively. However, this shift has also posed challenges for auto repair shops, necessitating the development of third-party diagnostic software compatible with OBD-II systems.

Tools like VCDS, OBD Auto Doctor, and Advanced Driver Assistance System (ADAS) have become essential for mechanics to communicate with ECUs and diagnose engine issues effectively. Additionally, the standardization of protocols like ISO14230-4 (KWP2000) and ISO 15765 CAN network has facilitated seamless communication between vehicles and diagnostic equipment.

The integration of catalytic converters, O2 sensors, and various other components into modern vehicles has become standard practice, contributing to cleaner and more efficient engines. However, this comes with an additional manufacturing cost, ultimately borne by consumers. Furthermore, it has necessitated continuous learning and adaptation among mechanics to keep pace with the rapid advancements in automotive electronics, mirroring the challenges faced in the medical industry with the advent of electronic medical equipment.

In essence, automotive electronics have reshaped the way vehicles are designed, manufactured, and maintained, ushering in an era of innovation and environmental responsibility. As technology continues to evolve, so too will the role of electronics in shaping the future of transportation.

 

Comparison of Leading Diagnostic Systems

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

1. Launch:

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

2. ODIS V23:

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

3. VAS (VAG Diagnostic Tool):

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

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

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

5. icarsoft:

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

6. VAG Group Dealer Diagnostic Software:

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

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

Unlocking the Mysteries of Automotive Diagnostics

Unlocking the Mysteries of Automotive Diagnostics

In the intricate world of modern automotive technology, the ability to diagnose and troubleshoot issues has become an indispensable skill for both mechanics and car enthusiasts. One of the key frameworks governing this diagnostic landscape is the Onboard Diagnostics (OBD) system, specifically the second iteration, OBD-II, which adheres to the standards set by the Society of Automotive Engineers (SAE).

SAE and OBD-II Standards:

The SAE plays a crucial role in establishing standards that govern automotive diagnostics. In the context of the VW Polo and many other vehicles, OBD-II is the standardized system designed to monitor and report the performance of various vehicle systems, ensuring compliance with emission regulations.

Stoichiometry and Emission Control:

Understanding stoichiometry is fundamental to comprehending OBD-II's role in emission control. Stoichiometry refers to the chemically balanced ratio of air to fuel necessary for complete combustion. OBD-II monitors this ratio through sensors, with the Oxygen Sensor System (OXS) playing a pivotal role in providing feedback to the engine control module (ECM).

EPC Light - Electronic Power Control:

One of the telltale indicators of an issue within the electronic realm of the VW Polo is the Electronic Power Control (EPC) light. This warning light illuminates when the system detects a fault affecting the engine's performance. The EPC system is responsible for managing the throttle, ensuring optimal power delivery and efficiency.

Check Engine Light and DTC Codes:

The infamous Check Engine Light (CEL) is another beacon of concern for drivers. When illuminated, it signals potential issues with the engine or emissions system. Diagnostic Trouble Codes (DTC), communicated through the OBD-II system, provide mechanics with specific information about the nature of the problem, allowing for a targeted and efficient diagnosis.

Limp Mode and Safety Features:

In the event of a critical issue, the VW Polo employs a safety feature known as Limp Mode. This mode restricts the vehicle's performance to prevent further damage, allowing the driver to reach a service center safely. Understanding the triggers for Limp Mode requires decoding the specific DTCs stored in the OBD-II system.

Sensors, Senders, and Actuators:

Central to the OBD-II system are an array of sensors and senders strategically placed throughout the vehicle. These components, such as the Oxygen Sensor, monitor various parameters and relay information to the ECM. Actuators, controlled by the ECM, respond to these inputs by adjusting engine functions to maintain optimal performance and emissions.

16-Pin OBD-II Connector:

Mechanics rely on the 16-pin OBD-II connector to interface with the vehicle's diagnostic system. This standardized connector provides access to the wealth of information stored within the OBD-II system, facilitating precise diagnosis and troubleshooting.

Automotive Acronyms:

Navigating the world of automotive diagnostics often involves deciphering a myriad of acronyms. From EPC to DTC,to HVAC, to OXS, to EGR and beyond, mechanics adeptly use these shorthand terms to  efficiently communicate and clients and pinpoint issues with precision.However, it can confuse the hell out of them.

Delving into the realm of automotive diagnostics for the VW Polo unveils a sophisticated interplay of technologies governed by SAE standards and OBD-II protocols. Mastery of these systems empowers mechanics to unravel complexities, ensuring optimal performance and emission control for vehicles on the road. 

As technology continues to advance, a deep understanding of automotive acronyms and diagnostic intricacies remains paramount for those entrusted with keeping our vehicles running smoothly. However, it would be feasible even advisable for vehicle owners to get get up to speed with Automotive technology. Technology is here to stay and no matter how hard we try, cannot will it away.

ON-BOARD DIAGNOSTICS 

A few days ago I was driving behind a string of cars through Liesbeek Parkway when I was startled by several drivers repeatedly  hooting at an Audi A4 driving in front of them to get out of the way or change lane. The Audi A4 that was holding up the traffic had a Guateng registration plate and  my first impression was that its occupants got lost at the spaghetti junction fly-over, not knowing which off ramp to take.

However when these impatient hooting drivers finally overtook the Audi A4 and I got to drive behind it;  I then realized that the Audi A4 was in fact in Limp Mode. Its driver was attempting to get to the shoulder of the road from the centre lane and the traffic just wasn't easing up.

In my opinion, these impatient driver just weren't aware that when a vehicle goes into Limp Mode it cannot go any faster than it's already going even though its driver was flooring the accelerator pedal. And I may add that ignorance about Limp Mode is no excuse, because its been around since 1996.

Vehicle Delivery Services Salvaged Limp Mode car

DRIVER COURTESY

Driver courtesy is very important to bolster safe driving conditions for everyone but an education regarding Limp Mode would be considered far more important. When a car suddenly reduces speed after driving at normal speed, it could be one of several reasons; among which could be steering vibration due to a puncture. Or the vehicle ran out of fuel. Or the engine may have switched off due to a dead battery caused by either alternator issues or snapped fan belt. 

Or the engine may be overheating, or the driver heard a disturbing noise coming from the engine. Or it could be an electrical fault like a faulty fuel pump or an ignition system failure like a defective engine or transmission control unit. Or the driver could have fell ill behind the wheel, to mention but a few of the myriad of reasons why a vehicle could stall or it may have entered in Limp Mode. 

AUTOMATIC TRANSMISSIONS

The engines of cars with automatic transmissions can sometimes switch off mid travel for some obscure reason. The only option the driver has, is to pull off the road, bring the car to a halt, place it in park or neutral to restart the engine. I know of someone who shifted his automatic transmission into neutral when the engine cut out mid travel, restarted the car and shifted it back into drive. This caused his car to almost come to a stand-still instantly causing the wheels to screech as the engines inhibited the transmission.  This type of action can and probably will damage the transmission subject to the gearing system inside and should never be done. Unfortunately no On-board diagnostics makes provision to prevent this.

When an engine cuts out at say 100kph both the power steering and vacuum boosted brakes stops working, thereby making steering difficult and the braking inefficient. It is therefore best to pull off onto  the shoulder of the road and check what the problem is an remedy it before continuing on your journey.

ON-BOARD DIAGNOSTICS

On-Board Diagnostics does a pretty decent job of protecting the engine and transmission against damage by limiting  acceleration, keeping the engine revs to a maximum of 2000 (RPM) and speed to about 45kph - aka Limp Mode. When Limp Mode is enabled, it may lock an automatic transmission  in low gear and even disable both heating and air conditioning. Yet keeping the engine running so that it can be driven to a repair shop.

However, as clever as an ECU is,  it doesn't do anything to alert the driver of the car that follows close behind. Considering tail lights, brake light, reverse lights and  indicators represents a language used by vehicle drivers for those  following behind, to indicate their driving intentions. This light language that's been around for the better part of the automotive industry's existence yet it still haven't come-up with an appropriate and safe warning sign/method for Limp Mode. 

LIMP MODE INDICATOR

To remedy this, car manufacturers could include flashing hazard lights or perhaps fit an LED Display with a scrolling message along the the rear window as an alert to tell the driver following behind that the car in front of it has gone into Limp Mode. Alternatively, electronics savvy car owners can fit their own aftermarket hack by identifying the switching output of the appropriate automotive  High Side Switch (HSS) responsible for protection and diagnostics inside the ECU when Limp Mode is enabled.

Automotive industry High-Side Switches /Drivers - Integrated Circuit 

This may not be as easy as it may seem or sounds because of the myriad of automotive chip manufactures, each pushing their our integrated circuits (ICs) running custom/propriety software, among which are Infineon Technologies AG,   Robert Bosch, Qualcomm, Renesas Electronics Corporation (Intersil), NXP Semiconductors,  STMicroelectronics, Texas Instruments, Intel and Microchip Technology Inc, etc.

However, most of these manufacturers produce Power Switches and incorporate Open Load Detection in their design so that they can perform open-circuit diagnosis on loads, such wiper motors, fans, head lamps, fuel pump, mirrors, actuators in general and LED lights while  the load is enabled or disabled. Open load diagnosis is probably the most important function of the software driven High-Side Switch (HSS) and Low-Side Switch when wired in a specific configuration which allows for currents from 5mA to more than 10A to be accurately detected.   

As such able to generate a hardware signal (Limp Mode signal) that can directly control the hardware without the participation of the microprocessor in the ECU. This output can be used to as either a digital High of Low (using CMOS inverter) to drive a LED display that flashes LIMP MODE..... LIMP MODE..... LIMP MODE.....

Overactive Check Engine Light

AUTOMOTIVE RELIABILITY  

All automotive manufacturers have reliability issues with some or  certain of their vehicles and Volkswagen is no exception even though it is one of the largest car manufacturer in the world. Globally the masses buy cars in general based on its looks (aesthetics), price, performance and reliability but not necessarily in that order.

In my opinion, reliability play a major role in decision making and should always be considered first. Hence, the question that begs to be asked is, "What's the use of owning a smart looking car with better than average performance that you acquired at a very attractive price but is as unreliable as a career politician". 

Understandably car manufacturers at times produce lemons (The Monday Car) or unknowingly fit a substandard part to some of the vehicles which only becomes apparent when it starts to fail in the field, necessitating a recalls. However, often times these troublesome parts slip through the cracks and fail infrequent enough and disparate enough as not to alert car owners to this pending problem and that is replaceable under recall. 

As a consequence car owners foot the repair bill for something that may never have been necessary to fix or replace if the manufacturer did their due diligence by adequately testing these parts before use. Any and all parts not tress tested or burn-in tested invariably fails and these failing parts then becomes known as Common Problems that plague the car owners.

Case in point, the Volkswagen Jetta 2006 - 2019 appears to have the most issues — aka Common Problems — necessitating seven (7)  major recalls due to some 295 complaints by owners to the National Highway Traffic Safety Administration (NHTSA). When these statistics are compare to the more reliable models, like the Volkswagen Golf GTI and the Tiguan which had absolutely no recalls and a very small number of complaints registered with the NHTSA, one notices the reliability factor.

MISLEADING DATA

This reminds me of how computer hardrives manufactures like Seagate, Western-Digital and Hewlett-Packard etc label hardrives by rating them at 1 Million hours  — MTBF (mean time before failure). One would be misled to believe when manufacturers as a whole guarantees the item/part in question for 1 million hours of operation before failure,. Whereas the said item has not even been in existence or production for this length of time, let alone tested for failure for this duration. One (1) million hours roughly equates to 114 years, so one can see how misleading that rating really is.

WHAT MTBF REALLY MEANS

Having said all that, I feel that MTBF is a really bad measure for determining the probable life span of any item, be it a hardrive, a light bulb, a printer, a TV, a car part or an entire car. However, what MTBF really means, is that if the manufacturer built 1 million units and started running burn-in test on all of them at the same time, one item is expected to fail per hour.  The same hold true for producing 5000 units, implying 1 unit will fail every 5000 hours. This is especially true for electronic components, its failure varying between the stringent implementation or slack specification and tolerances they are manufactured under. 

The German tradition and culture of manufacture in general gives rise to vehicles one can rely on with proven reliability and durability based on robust design, assembly, pride and attention to detail. This is noticeable on cars built and assembled in  Wolfsburg, Lower Saxony, Germany when compared to German designed cars manufactured/assembled elsewhere among which are South Africa, Mexico, Brazil, Asia etc. 

If your Volkwagen's VIN number starts with SN, ST or W you have a car that may outlast you whereas any other "world manufacturer identifier" prefix will virtually guarantee you a life of replacing parts. Purely because they are assembled from parts originating from ancillary OEM parts manufacturers and Chinese auto parts manufacturers instead of genuine VW parts originating from Germany.

Common Problems on Volkswagen vehicles mainly stems from these sub-standard rogue parts and several of them may be responsible for your Overactive Check Engine Light, from your leaking coolant, to excessive oil use and smoking, to engine overheating, to mention but a few.

EXCESSIVE SMOKING

Hard plastic has become the preferred product from which to manufacture modern day car spare parts —  in place of diecast aluminum machined to perfection —  and is used in abundance in most cars to reduce manufacturing costs, the overall weight of the vehicle that consequently improve its millage. 

However these plastic parts do become brittle over time thus prone to failure due to the engine heat. For example a blocked plastic PCV (Positive Crankcase Ventilation) valve — responsible for extracting the blow-by gases from the crankcase —  may be the cause of rough idling, poor acceleration and an increase in oil consumption and as a consequence excessive exhaust smoke. When detected by to O2 sensor will cause the Check Engine Light (CEL) to trigger.

OVER HEATING

Plastic thermostat assemblies commonly leak prematurely when they become contaminated by engine oil from a leaking PCV system. This may lead to that stubborn coolant leak that you cannot find  is more-likely-than-not caused by plastic pipe couplings, plastic hoses connectors, or perhaps the plastic radiator tanks located behind the AC condenser  that developed a minute crack, all able to cause overheating.

VW POLO CANBUS

If you own a Volkswagen Polo, you more likely that not already know that a Controller Area Network (CAN) bus is an automotive wire network loosely referred to as a bus. The word "bus" comes from the electrical power distribution sector where bus-bars were considered a metalic strip made of copper, brass or even aluminium that served as a source of electric power to the load. 

CAN BUS

However CAN Bus is more akin to Ethernet than a bus-bar. Ethernet is a computer networking technology using Unshielded Twisted Pair cable (UTP) either CAT5 or CAT6 which is now commonly used in local area networks capable of sending  IPv4 / IPV6 packet across its networks at speeds ranging from as slow as 10Mb/s to as fast as 1000 Gb/s, hardware dependent of course. 

Twister pair electrical wires with various colour tracers.

Likewise CAN is a network technology commonly used in automotive networks capable of sending CAN-frames across its network at various speeds, again application dependent. It is essentially a  very reliable multi-master arbitration free serial bus, connecting numerous Electronic Control Units (ECUs) aka nodes together.

CAN BUS vs ETHERNET

The big difference between the two, is that Ethernet is an 8-wire bus comprising of 4 unshielded twisted pairs of wire, each with a specific colour coding, whereas CAN has only a single unshielded twisted pair of wires also with a specific colour coding. The CAT5 protocol insists on 2 twists per centimeter and CAT6 with more twists per centimeter whereas the CAN protocol insists on a 1 turn per centimeter. The lay of these wires are very specific and necessary to reduce or cancel interfering signals picked up from the environment by them, which is more commonly referred to as "crosstalk".

CAN BUS HIGH & LOW

Bearing in mind CAN comes in two varieties used for different functions, viz CAN-High (CAN-H) and CAN-Low (CAN-L).  CAN-H is used for the Powertrain, the Convenience and Infotainment buses. 

Whereas CAN-L is used for the rest of the bus wiring.  Both CAN-High and CAN-Low uses different colour wires for different makes of vehicle. For example:-

Manufacturer        CAN High        CAN Low

Mercedes                  Brown/red         Brown

Volvo                        White                Green

Vauxhall                   Green                White 

BMW 1 & 3             Green/orange     Green 

BMW 5 & 6             Black                 Yellow 

Porsche                     Yellow              Black

The big difference between the three buses for VW,SEAT, Skoda and Audi is that:-

1) The Powertrain bus wires interconnected to all the powertrain modules / nodes are coded Orange & Black CAN-H 

2) The Convenience bus wires interconnected to all the convenience modules / nodes are coded Orange & Green CAN-H 

3) The Infotainment bus wires  interconnected  to the infotainment modules / nodes are coded Orange & Violet /Purple CAN-H 

4) CAN-L bus wires to all the interconnected convenience modules / nodes are coded Orange & Brown. (Electronics colour code 31)

REPAIRING WIRES

CAN wires are typically multi-strand 0.35mm to 0.5mm square with 120 ohm termination impedance, capable of transmitting information using two complementary signals which makes them even less prone to crosstalk. But thin wires are prone to break and if and when they do, it is recommended  that when repairing these CAN Bus wires, that both wires must always remain the same length and of equal thickness. 

Implying CAN BUS is extremely unforgiving. So, when wire 1 of the pair is broken, wire 2 should also be cut and the piece of wire added in-between must be exactly the same length; and that the lay length of 1 turn per centimeter must be observed. 

ELECTRICAL INTERFERENCE

Failure to do so, may created a discrepancy in the wire length of the one wire in the twisted pair as well as in their differential voltages, hence result in network errors — ground noise, electrical interference, hum, buzz,  spark plug spikes — cannot and will not be appropriately cancelled. 

Whenever repairs are made to any CAN Bus wiring, it is highly recommended that all CAN Bus wire repairs are covered and highlighted with yellow insulation tape to signify to anyone doing successive work, that a previous repair was carried out. 

That EPC light.

The most likely reason you're reading this blog post, is because you encountered an EPC fault with your Volkswagen vehicle. I bet you wondered what that yellow/orange light was when it lit-up or perhaps startled when you car went into "limp mode". Whether you're driving a VW Polo or VW Jetta, VW Golf,  VW Caddy, VW Passat, T-Cross, Sharan, Touareg, Transporter, or any other Volkswagen or even a German Audi, or a Czech Skoda or a Spanish VW SEAT, you've come to the right place because they all have an  Electronic Power Control circuit. 

In fact all "modern day" vehicles have EPC circuit, which loudly says that the automotive industry have finally reached some consensus on standardization. But let me tell you what the EPC light actually is. It's just a signal light informing you that there is an error in your vehicles torque circuit. That's the short answer, however, I can tell by the look on your face that it wasn't a  satisfactory answer, so let me give you the long version.

The EPC light is part of the Electronic Power Control Circuit which is just one of the components of OBD-II which was mandated by a certain regulatory bodies with regulatory intent. Their initial intention was to limit carbon emissions / exhaust fumes from cars on the street of America. 

The California Air Resources Board (CARB) and the Environmental Protection Agency (EPA) together with the Society of Automotive Engineers (SAE) and the International Organization for Standardization (ISO) collectively originated the On-Board Diagnostic (OBD) System because of high levels of smog produced by automobiles throughout the USA.  

Their initial On-Board Diagnostic System was subsequently superseded by the all new and improved verion OBD-II, hence all cars manufactured post 1996 has an Electronic Power Control Circuit and by extension an EPC light. The European on-board diagnostics (EOBD) regulations are the European equivalent of the American OBD-II. 

On-Board Diagnostic (OBD-II) is an automotive mechatronic, micro processor / micro controller based computer system with programmed presets that continuously monitors inputs from numerous sensors fitted through the car. 

It then computes/compares/ compensates these inputs against stored data and drives various actuators to perform certain tasks. In a nutshell OBD-II is an input/output (I/O) information processing system much like the PC / laptop / or even your smart phone. By example, a keyboard, a mouse, a joystick, a scanner and a microphone are common computer input devices whereas a HD monitor, a printer, speakers and headphones are common computer output devices. 

Here the computer/laptop makes calculations based on its internal operating system and software to do something intelligible for humans. However in the case of OBD-II, its CPU (Central Processing Unit) is called an ECU (Electronic Control Unit) and among its input sensors are the Accelerator Position Sensor, Mass Air Flow sensor (MAF), Lambda O2 Sensor, Knock sensor, Oli level sensor, Coolant Temperature Sensor, the Camshaft Position Sensor, the Crank Position Sensor, the Wheel Speed  Sensor etc, to mention but a few.

Among its output actuators and solenoids are the drive-by-wire electronic throttle actuator, the fuel injectors, the EPC light, Malfunction Indicator Light (MIL), the Immobilizer, the Airbags and the Power Steering Pump, etc, again to mention but a few,

This ECU is sometimes referred to as an Engine Control Unit especially when intending to make reference to the TCU (Transmission Control Unit). The ECU is sometimes even called ECM (Engine Control Module) when making reference to other electronic control modules like the ABS module, the Instruments module, the Central Electronics Module, the CAN gateway module, the Radio Module, etc, again to mention but a few 

However, the ECU and the TCU are collectively referred to as Powertrain Control Module (PCM). The ECM essentially controls the efficiency of the engine performance by using a Crankshaft Position Sensor to determine the position of the cams in order to activate the injection of fuel into the cylinders and the timing of the ignition spark to ignite it at precisely the correct moment in petrol engines. 

Likewise the ECM in Diesel engines, plays a huge role in the success of the turbodiesel models. But in order for this to happen, an electronic throttle control had to be introduced, replacing the  cable from the pedal to the carburetor system which was prone to idle speed deviation between a hot and cold engine that became more and more prevalent as the components wore out. 

In so doing, the ECM can adjust the electronic throttle angle during acceleration to achieve the right quantitative relationship ratio between the actual airflow through the engine and the injected fuel thus maintaining Stoichiometry. Controlling the throttle airflow on the fly, markedly improves overall torque and driveability which is known as torque-mapping, an advantage that is only possible with drive-by-wire. 

So, the Electronic Power Control Circuit consists of the ECM, the Accelerator Position Sensor, the Throttle Position Sensors, the Throttle Actuator, the MAF / Air Filter, the Fuel Injectors, the High Pressure Fuel Pump, Fuel Temperature Sensor, Fuel Rail Pressure Sensor and Pressure Relief Valve. 

The single accelerator position sensor is made up of two individual potentiometers each acting independently of the other but collectively operate with opposite polarity voltages supplied by the ECM, as a safety back-up for one another. 

Thus, if either potentiometer fails, the ECM will activate limp mode. This is a safety measure that prevents the system from acting as if it had an accelerator cable that got stuck in the runaway position and the makings of a potential accident. The cruise control also has influence on the throttle body and requires the brake pedal to be depressed to cancel the cruise control. 

The ECU normally takes this cancellation signal from the brake light MOSFET low-side driver in the ECU. So either the brake pedal switch and the a brake light bulb can cause an EPC error along with the aforementioned fuel supply components. It's best to have a diagnostic tester to check for DTC errors via the DLC connector. It would at the very least steer you in the right direction to fix your EPC problem effectively.

Electronic Power Control (EPC)

It was very surprising to discover how many thousands if not millions of car owners out there, have no idea exactly what  Electronic Power Control (EPC) is. Yet most of them would like to know what the Electronic Power Control (EPC) circuit really does , more especially the Volkswagen, Audi, Seat and Soda owners. 

Considering they've been plagued by the Electronic Power Control (EPC) light, limp mode, DTC errors and poor engine performance to the point of frustration and panic for a number of years. Nobody seems to be able to give them good advice or practical guidance; and in many cases not even the Volkswagen, Audi, Seat and Skoda agents can. 

Leaving VW owners confounded, disappointed and disillusioned by their choice in cars, which results in so many car owners swearing, never to invest in VW brands ever again.

Unscrupulous motor mechanics tend to take advantage of these situations, recommending that the car owner brings their car to them as soon as possible before damage occurs to the engine.  Whereas in fact, the Electronic Power Control (EPC) is a safety circuit designed to prevent damage to the engine. 

When the  Electronic Power Control (EPC) mode does engage, it can and often does affect the car's stability and cruise control and torque circuit giving the impression there is a lot more wrong than there actually is. 

Since the Electronic Power Control (EPC) is "yellow" and not red, it acts more as an advisory light rather than a warning light, even though everybody tends to call it a warning light. A  flashing amber light is considered a "warning signal" but still doesn't have the danger status of "red warning light". 

 


Technically the "yellow" Electronic Power Control (EPC) light is in fact  amber which is a blend between orange and yellow. Car dashboard light colours can be roughly divided into three categories. 

Warning lights are Red in colour. Advisory lights are  amber in colour and information lights are generally either white, green or blue in colour. Having said that, its simple to understand that amber implies that you should keep an eye on, or be prepared for either  a reduction in power or  interruption to power.

Hence, Amber lights are used as Indicator lights (flashers) on cars for the turn signal and hazards. Amber lights are also used by roadside breakdown vehicles to alert drivers. An amber traffic light is generally considered a cautionary light, signalling  readiness to stop. Much like an amber  traffic light does. 

Now that you know what the colours of the lights imply, allow me to give you the low-down on Electronic Power Control (EPC) itself. EPC is an acronym and it is the official abbreviation for Electronic Power Control. 

Electronic Power Control is an embeded system, specifically designed into electronic circuits that permits it be part of a larger electro-mechanical system.  An Electronic Power Control system can also simply be described as a self-contained "feedback" circuit.  

It can even be further  explained, as a microprocessor based electronic circuit -or a computer if you like- that alters its output bias based on its inputs. Its "status quo" or current baseline is taken as a reference point and the objective is to control its operation within its predetermined parameters, and as close as possible to the said baseline, based on the signals from its inputs. 

Should any of these inputs, that predominantly come from sensors fail, for whatsoever reason, the computer circuit wouldn't be unable to complete its processes and would either enter into a "compensatory state", a "warning state" or an "error state". But more about this later!

The Electronic Power Control circuit has become standard equipment as part of the OBD-II (On-board Diagnostics 2) system in all modern day cars, manufactured since 1996. The Electronic Power Control is an integral part of every computerized ignition and engine management system, embedded into the ECU (elcectronic computer unit). 

The Electronic Power Control (EPC) dashboard advisory light is also part of this system and is normally activated by errors in the vehicle's torque circuit but not exclusively. The Electronic Power Control (EPC) light is  actually  a "new" addition to the plethora of light on the more modern vehicle's dashboards, a light  that gives any driver a sense of despair when it turns on. 

But more about that later ...

However, since a full blown explanation is outside the scope of a single blog-post, it is imperative that you need to read  every blog installment or the entire blog to get the full Electronic Power Control (EPC) picture.

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