RANSOMWARE

RANSOMWARE

VW POLO HIGHLINE

Do you know what Ransomware is? Well, for those who don't know, it is a type of computer malware that encrypts your computer documents, photos, databases, files and other general computer data, then demands payment (ransome) to obtain the decryption key. Computer hijackers and hackers normally spread Ransomware, attached to an emails that once executed, opens a security hole in your computer system for them to exploit. The latest ransomware makes use of your computer's RDP (Remote Desktop Protocol) port to gain access to computers holding sensitive information. The RDP port is aka as port 3389. However ransomware is not limited to laptops, notebooks and desktop computers, virtually every device that are connected to an IoT (Internet of  Things) platform can be encrypted for ransom and the possibilities are quite varied. An IoT platform is essentially a suite of interrelated Internet enabled devices that deploy  applications that manage, monitor, and control connected devices.

The Internet of Things embrace technologies like Wi-FI, UWB, CAN bus, Bluetooth, ZigBee, RFID (radio frequency identification), GSM OnStar Telematics (GPS,  Tracking & remote door unlocking, Voice recognition & wireless Internet connection) Flexray, sensors, smart phones, smart homes, digital machines and mechanical objects, people or even animals that are allocated a unique identifiers -IPv6 address- with the innate ability to transfer data over a network. 

Can you imagine a hijacker capable of hacking healthcare IoT devices and medical implants; holding pacemaker patients hostage demanding payment or he will turn off their device, without any need for physical contact.  Can you imagine your car demanding money before it will start? Yes, I'm sure you can. Every VW Audi, Skoda and Seat or for that matter every car truck or tractor that was manufactured before 1996 with its glut of sensors, smart relays and internet connected telematics can hold its owner to ransom. An ECU may not hold ransomware per se but it might as well be because every time your cars coughs or sneezes it demands money. And when it refuses to start, it is as if you are being blackmailed by Volkswagen Audi Seat or Skoda into paying them some money before they get your car to start.  

I have a friend who owns a Porsche that he hardly ever drives. When he attempted starting her after about a month in the garage, the  multi-function dashboard display lit-up in red, displaying "battery/alternator visit workshop", then reverted to its normal colours displaying "undervoltage consumer defective". When the specialist Porsche mechanic arrived and jump started the car, several other light that were never on started to light up. Like the brake pad warning light, oil level monitoring failure and the check engine light and finally the  visit workshop message.

Understandably, the amount of automation in our cars today are suppose to make them safer, better and cheaper to maintain but the converse is true. The average VW owner spends virtually 30% of the value of the car before they finally give up on the car. This implies that by the time three VW owners get rid of their cars, Volkswagen got paid for four. VAG car keys are another hijack or ransome. 

Not too long ago I locked my keys in the boot of my VW Polo Highline. I simply thought just buying another key would solve all my problems. But I was mistaken nor was it that simple. I had to furnish them with my Particulars of purchase, copy of registration document,  and the VIN, just to prove that th car belonged to me. The cost of the key wasn't a few hundred rands but a few thousand rands from the a VW dealer, but that's just for the key. It still had to be programmed at a undeclared cost, so that the RFID transponder in the steering stalk of the car can communicate with the key. If that's not holding car owners to ransom then I don't know what is.

All the VW Polo Highline vehicles held to ransom by Volkswagen.
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HOW TO STEAL AN AUDI

HOW TO STEAL AN AUDI, VOLKSWAGEN, SEAT OR SKODA

Gone are the days when car thieves could slim-jim a car's door, jam a screwdriver into the ignition lock and turn it with force to start the car, or alternatively cut the ignition wires and hot wire the car, and off they go. In most cases stolen cars are seldom recovered, forcing Insurance Companies to hike their premiums. Lobbying  on their part, and government efforts to reduce car theft, resulted that immobilizer and alarm systems started appearing as standard features in most cars.  I believer that it's now mandatory for all new cars sold within the European Union to have an electronic engine immobilizer installed.

IMMOBILIZER

An immobilizer acts as an anti-theft device that inhibits the car's engine from starting, unless the correct ignition key or additional electronic deactivation device is present. This concept makes hot wiring a car totally futile. If the code received from the key is incorrect or missing, the ECU disables the system until the correct key is placed in the ignition, and or the correct key code  is presented, which will allow the car to start. Such electronic devices operate  automatically and effectively prevents thieves from starting a car by hot wiring it, thus incentivising auto Insurance Companies to offer lower rates for vehicles equipped with these anti-theft devices. Be that as it may. Are immobilizers "secure" enough? Especially considering that it only reduced car theft by an estimated 40%. 

Transponder chips used in automotive immobilizer systems

Currently, electronic chips,  algorithms and data encryption systems are used to protect cars from theft. And since its inception, the electronics industry members have had ways of marking their micro chips. In most cases, with  an alpha numeric marking and perhaps a logo. Texas chips had a tiny map of Texas, Motorola had their classic M, Phillips  had an emblem composed of a globe with a doubly wavy equator with two stars in each hemesphere. There were also several other electronic chip manufacturers many of them specializing in specific equipment. But today Philips and Texas Instruments dominates the fob key transponder market with their immobilizer chips. Legacy key manufactures like JMA and Silca each formed in-house electronics departments that specifically focuses on transponder technology and vigarously compete for market share. Then there is also Sokymat, Temic, NXT, Megamos, etc, providing anti-theft transponder / immobilizer electronic devices for keys.

Turbo Key Decoder can unlock any VAG car in just 3 minutes.

A VW 3 button remote fob key fitted with a transponder and a miniature electronic circuit board essentially broadcasts an encrypted radio signal to the receiver fitted in the car's steering column, at the exact moment the driver starts the vehicle. If the signal is recognized by the receiver and the handshake is successful, it then responds by sending an encrypted signal to the car's engine control unit (ECU), enabling the car's engine to start. In Volkswagen vehicles, the miniature electronic circuit board in the fob key handles central lock/unlock and alarm activation which normally operates on the 433Mhz (UHF) frequency band, but some models  operate on either  315MHz or at 868MHz frequency band. 

Volkswagen, Audi and Seat only uses two key blade profiles, namely HU66 and HU49 on both their flat and flip keys, whereas the Skoda uses both HU66 HU49 and SK22 blade profiles. The blades and profiles are visible in the image below which can easily be decoded with a Turbo key decoder or a cheaper Lishi decoder, aka Master Key-Set for VAG for the relevant blade profile.

Volkswagen. Audi, Seat and Skoda key blade profiles.

The intricacy starts with the numerous transponders used in Volkswagen, Audi, Seat and Skoda which varies from the PHILIPS ID33 Transponder, to the PHILIPS Crypto ID42 Transponder, to the PHILIPS Crypto ID44 Transponder, to the PHILIPS Crypto ID46 Transponder,  to the MEGAMOS  ID13  Transponder and MEGAMOS Crypto  ID48  Transponder; to the Silca and JMA equivalents. Some  precoded  Megamos Crypto transponders can be coded from the VIN using the appropriate equipment, like the AD100Pro.

Megamos Crypto ID48 transponder (glass)

Having said appropriate equipment; immobilizers according to most of us are  "secure" but research hackers have found vulnerabilities in the engine immobilizers algorithm / encryption system that is supposed to protect the vehicle from theft.  Apparently said hacker hacked one of the most popularly used immobilizers  within a mere 6 hours.  He then released a white paper "Wirelessly Lockpicking a Vehicle Immobilizer" but was gagged by the High Court of London with an interim injunction from releasing his scientific article for public consumption. 

The following is an actual cryptographic hash (SHA-512) 

9d05ba88740499eecea3d8609174b444
43683da139f78b783666954ccc605da8
4601888134bf0c23ba46fb4a88c056bf
bbb629e1ddffcf60fa91880b4d5b4aca

Silicon chip transponder

What this means is that the current 48 bit encryption systems used by most car manufacturers can be easily cracked. The rolling code Hitag2  system used by Alfa Romeo, Chevrolet, Citroen, Dacia, Fiat, Ford, Lancia, Mitsubishi, Nissan, Opel, Peugot and Renault has been crack several years ago and is not secure. A 48 bit system is fractionally secure compared to the 128 bits Advanced Encryption Standard (AES) used for computer data systems which could take more than a 100 years to crack with a Quantum Super Computer. To add doom to gloom, several key decoders and key duplicators are available on the open market and you don't have to be a certified locksmith to be able to buy it, though they is quite expensive. 

"The mechanical turbo decoder can unlock any

 Audi, Volkswagen, Seat or Seat 

within 3 minutes flat".

Once the key is duplicated, the doors can be unlocked  and turning on the ignition is just as simple.  Starting the vehicles is slightly more intricate but still doable. Silca and JMA supplies systems that can do exactly that in just a few minutes. Optika, Lector and Lector Pro reads the code from the key and generates the required code.
What this means, is  that it now easier to steal a car with a manufacturer fitted immobilizer than a car with an anti theft gorilla bar attached to its steering.

Car Steering Wheel Theft proof Lock - Auto Anti-theft Retractable Lock

Laser key cutting machines  and key duplicating machines are as popular as diagnostic scanner software and it is really easy to use. I suppose its just a matter of time before crime syndicates  invest in these devices to further ply their "trade". Looks like Gorilla bars are back in vogue.

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!  

________________________________________________________________________

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EPC DASHBOARD WARNING LIGHT

EPC DASHBOARD WARNING LIGHT

VW, Audi, Skoda and SEAT vehicles are crammed with wonderous technology, ranging from various electronic modules that overseas their general functionality to hoards of sensors that monitor how these vehicles behave and actuators that respond to software controlled decision making elements. One could say that collectively they give cars a degree of Artificial Intelligence and their seamless integration makes motoring a lot easier. But when something goes wrong, there is also a swarm of warning lights on the instrument cluster that will flash at you until you take corrective action. However, knowing exactly what each warning light flashing on its dashboard is trying to tell you, is a completely different story. Even though some of these light are self explanatory and fairly obvious to understand, others are not, and  can be interpreted by looking in the owner’s manual. Knowing what these warning lights mean is really important to drivers because they can preempt a potential breakdown or full-on engine failure, insulating you from expensive repair bills.

As a general rule, warning lights illuminated either red or amber (yellow /orange), though a blue light is often used to indicate high beam and green lights are used to mean indicate left and right  turn signals. On a VW Polo a red warning light emphatically means that something needs to be done immediately. For example, the Oil pressure warning light, or the low brake fluid level light, or the parking brake warning light, or the Coolant level low / coolant temperature high light, illuminates red or flashes red as a danger sign and needs immediate attention. Failure to remedy can result in the engine seizing, the brakes failing, damaging your rear disks and brake pads, or the engine overheating resulting in a possible blown head gasket or worse, respectively. On different model VAG vehicles, the use of red and amber light may overlap. 

An amber / yellow /orange light  on the other hand serves to be rather informative and draws the driver]s attention to a potential problem or a problems that needs to be remedied soonest. For example the amber Anti-lock braking system (ABS) light, or the amber Airbag light, or the amber Immobilizer light, or the Brake pad wear light, or the Engine fault Onboard diagnosis (OBD) light, none of which will impede driveability nor endanger the driver. But this isn't strictly true especially when encountering the dreaded yellow EPC light. 

WHAT IS AN EPC LIGHT?

EPC stands for Electronic Power Control and has  much to do with controlling the electronic throttle hence it is sometimes referred to as the "Electronic Pedal Control". Probably because the throttle valve is actuated by an electric motor rather than a physical cable between the accelerator pedal and the throttle control valve. In essence the engine control unit responds to the sensor on the accelerator pedal and sends a corresponding command to the throttle valve positioner via four wires which is commonly known as "Drive by wire". But the EPC is much more than just an Electronic Pedal Control. Any malfunctions in the either the "Drive by Wire" circuit  or its associated sensors are detected by self-diagnosis and indicated by the EPC warning light.

The Electronic Power Control (EPC) is a circuit made up of various engine components or sub circuits that collectively addresses torque. In reality it should have been called "Electronic Torque Control". Should  a problem arise in the torque system, it correspondingly illuminates the easily identifiable yellow/amber/orange word "EPC" in the instrument panel.  The EPC circuit's decision making elements are embedded into the ECU which is responsible for the electric throttle valve positioning and overall torque-oriented engine management.

As such the ECU has to gathers all torque demand inputs in order to correctly calculate the appropriate control actions. These inputs includes, the Engine speed, the Engine load signal fetched from the air mass meter, the Vehicle speed, the shift point of an automatic gearbox, whether or not the air conditioner compressor is ON or OFF, whether or not the the cruise control system is engaged, whether or not the Traction Control System is engaged  or the braking  system is applied.

The combination Brake light / brake pedal switch provides a braking input to the ECU, failure of the switch to send data of the drivers foot on the brake pedal can trigger the EPC light in certain VAG vehicles, but definitely on the VW Polo. Don't be fooled by the brake lights that are working, when the brake pedal is depressed because it does not imply that the brake pedal switch is functioning as it should. In similar fashion the Clutch Pedal Switch provides cruise control input to the ECU, engaging the clutch, automatically disengages the cruise control which could also trigger an EPC episode.

This EPC light will come on when there is a problem:-

1) With either of the accelerator pedal senders.
2) With either of the throttle angle senders.
3) With the throttle valve control unit
4) With the accelerator / throttle harness.
5) With the throttle adaptation.
6) With grime and carbon build-up in the throttle body. 
7) If the the Throttle Valve Control Unit is replaced.
8) With the Brake Light Switch
9) With one of the Knock Sensors.
10 With the Mass Air Meter (MAF).
11) with the Engine control unit
12) With the Ignition system
13) With the Fuel injection system
14) With the ABS
15) With the Power-assisted steering system
16) With Lambda regulation (fuel consumption signal)
17) With the Alternator
18) With the TCM

Bearing in mind the throttle valve control unit is located on the intake manifold and needs to ensure that the engine is supplied with the appropriate and proper air flow. By implication the MAF measures the air flow and should there be a problem with it, the  ECU will not be able to calculate the proper torque and possible go into EPC mode. The consolation is that every fault that occurs would normally create a DTC entry. So the best way to determine the cause of the EPC light coming on, associated with loss of power and limp mode, is to do a diagnostic scan. 


Links to other EPC Problems!
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IMMOBILIZER

VW, AUDI, SKODA & SEAT IMMOBILIZER PROBLEMS

The worst thing that can ever happen to you especially when you're in a hurry to get to an appointment on time,  is to turn-on your car's ignition key and see a yellow immobilizer symbol (car with a key below it) flashing in your instrument cluster accompanied by a fairly loud ear piecing audible signal. When you witness this, your car isn't going to go anywhere and neither are you. I suppose there are worst scenarios you could be in like when you stop along a dark and lonely road at night, compelled to take a pee, only to return to your car, to be met by the yellow flashing immobilizer symbol. There are so many VAG Vehicle owners who have experienced some sort of immobilizer problem with their cars and those drivers who haven't, I'm so sorry to say, but its only a matter of time before you do. That sounds very pessimistic, but once again, I'm sorry to say but that's the reality of the situation. It is what it is.

The dreaded Immobilizer symbol

Looking through my database of immobilizer issues, some of which I have shared with you below, gives you a fair idea of what can be expected from your VAG vehicle in the future. VW, Seat, Skoda and Audi vehicles comes out with a various versions of theft deterrent software systems, starting with vehicles without an Immobilizer (Pre 1995),   to Immobilizer I (Immo I - 1996), to Immobilizer II (Immo II - 2002+), to Immobilizer III (Immo III) aka Transponder III, to Immobilizer IV (Immo IV) and  the 5th generation Immobilizer (Immo V - 2011). There are also various Immobilizer hardware integrated into the instrument cluster, two of which are (J285 & J334 Immobilizer Control Module) and  (J285 & J362 Immobilizer Control Module).  Not to state the obvious, VAG cars are equipped with Anti-Theft Engine Disable immobilizers to circumvent theft; and should a car thief swap-out an ECU without matching it to instrument cluster, the engine will start briefly then die and this will be repeated indefinitely. 

AUDI, SEAT, SKODA and VW AVITARS

Since the implementation of Immo 3, variable code evaluation is use in both  the engine control unit and Immobilizer control unit. They use an equation / algorithm that calculates the generated variable code that both control units must agree upon. So, if you ever start your car and it stalls after about 1 second, then its perfectly safe to suspect the Immobilizer as faulty whether it displays the immobilizer symbol or not.  In such a case  the DTC memory should be checked and, if necessary, the control module adapted. Whether or not the has Immobilizer disabled the ECU can be verified under address word 17, and or address word 25, using a scan tool like VCDS, ODIS,  Launch, Autoboss,  Autel MaxiDAS, etc. The data whether  ON or OFF, sits in measuring block 007 under Central locking. Most importantly the DTC are the clues that's going to point you in the right direction.

ODIS is the latest VW, AUDI SEAT SKODA, BENTLEY,
LAMBORGINI and PORSCHE Diagnostic Software.

So, when the ignition is switched ON, the Instrument cluster / Immobilizer Control Module enables or disables specific vehicle functions based on a hand shake. What this means is that when the switchblade key is pushed into the ignition lock, or placed in proximity of the  coil transmitted radio signal, the instrument cluster electronics detects the key and initiates a data transfer between the pickup coil in the steering column or ignition switch and the RFID (Radio Frequency Identification) capsule embedded in the fob key. If the correct / unique identification number / authorized security data stream is received at the Immobilizer Control Module it permits the engine to start and idle uninhibited. But if it doesn't the car wont start.

RFID capsules are tiny, it stores data unique to your car  and can be found inside your fob key.

The list below constitutes just a smatter of immobilizer errors that VAG car owners can experience, which range from a low fob key battery, to an instrument cluster or ECU replacement. And somewhere in between you will have, wiring harness issues ranging from intermittent to open circuit and even short circuit. Active RFID tags have their own power source whereas passive RFID tags used in all fob keys don't require power. 
Essentially they consist of a scanning antenna, a  transceiver with a decoder to interpret the data and  a transponder - the RFID tag - that has been pre-programmed with the relevant information specific to your VIN, ECU and Instrument cluster. A dry joint on the pickup coil inside the capsule can prevent the necessary hand shake thus its a good idea to have a second matched fob key available if the key that won't start the car is suspect. In the list below, you also find appropriate codings for  Immobilizer Module address 25 and as  can be clearly seen, different control modules have different ODX/ASAM datasets, different software versions and different .rod files. Before changing any codes, make certain that you have a printed copy of all existing codes.

Immobilizer DTCs, Immobilizer Errors, Immobilizer Problems & Codes 

Address 25: Immobilizer
   Cannot be reached
--------------------------------------------------
Address 25: Immobilizer
   unobtainable
--------------------------------------------------
Address 25: Immobilizer      
   DTCs not supported by controller
   or a communication error ocurred
--------------------------------------------------
Address 25: Immobilizer      
   16897 - Incorrect Immobilizer code
   P0513 - 35-00 - Malfunction in Circuit
   17978 - Motronic Engine Control Module (ECM) -J220- Electronically locked
   P1570 - 35-00 - Malfunction in Circuit
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6X0 953 257
   Component: IMMO 0008
   Coding: 00001
   Excessive Comm Errors
--------------------------------------------------
Address 25: Immobilizer
   Control unit: 6Y0 920 883 M
   Component: IMMOBILIZER VDO V04
   Coding: 00102
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 825 E
   Component: IMMOBILIZER VDO V06
   Coding: 03144
   01176 - Key
   07-00 - Signal too Low
--------------------------------------------------
Address 25: Immobilizer      
   Part No SW: 1K0 920 874 JX    HW: 1K0 920 874 JX
   Component: IMMO            3HL 2416
   Revision: V0005000    Serial number: VWX7Z0G524F0LU
   01176 - Key
   008 - Implausible Signal - Intermittent
--------------------------------------------------
Address 25: Immobilizer      
   Controller: 6H0 953 257 B
   Component: IMMO VWZ3Z0X1234088 V71
   Coding: 09600
   01176 - Key
   65-10 - Unauthorized - Intermittent
--------------------------------------------------
Address 25: Immobilizer      
   Controller: 038 906 019 DQ
   Component: 1,9l R4 EDC 0000SG 1536
   Coding: 00002
   17978 - Engine Start Blocked by Immobilizer
   P1570 - 35-00 - Malfunction in Circuit
   16989 - Internal Control Module: ROM Error
   P0605 - 35-00 - Implausible Signal
--------------------------------------------------
Address 25: Immobilizer      
   Controller: 4A0 953 234 F
   Component: IMMO AUZ9Z0T7884365 D77
   Coding: 00000
   01176 - Key
   07-10 - Signal to Low - Intermittent
   00750 - Warning Lamp
   31-10 - Open or Short to Ground - Intermittent
--------------------------------------------------
Address 25: Immobilizer  
   Part No: 6L0 920 803 E
   Component: IMMOBILIZER     AGD V05
   Coding: 00105
   01177 - Engine Control Unit
   65-10 - Unauthorized - Intermittent
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6X0 953 257
   Component: IMMO 0003
   Coding: 00003
   00750 - Warning Lamp
   31-00 - Open or Short to Ground
   01314 - Engine Control Module
   49-10 - No Communications - Intermittent
   01176 - Key
   65-10 - Unauthorized - Intermittent
--------------------------------------------------
Address 25: Immobilizer
   Part No: 4A0 953 234
   Component: IMMO AUZ9Z0W5254731 D77
   Coding: 00000
   01176 - Key
   07-10 - Signal too Low - Intermittent
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 1T0 920 873 E HW: 1T0 920 873 E
   Component: IMMO VDD 3808
   Revision: V0001000 Serial number: VWX7Z0G33ND1A0
   00003 - Control Module
   014 - Defective
--------------------------------------------------
Address 25: Immobilizer
   Part No: 1H0 953 257 B
   Component: IMMO VWZ3Z0M2519376 V00
   Coding: 09600
   00546 - Data wiring faulty
   27-00 - Implausible Signal
--------------------------------------------------
Address 25: Immobilizer       (J334)
Part No SW: 5K0 953 234 HW: 5K0 953 234
Component: IMMO H03 0607
Serial number: 00000000000000
Coding: 000000
ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03009
ROD: EV_Immo_UDS_VDD_RM09_SE36.rod
9456681 - Key
B104C 29 [009] - Implausible Signal
Confirmed - Tested Since Memory Clear
--------------------------------------------------
Address 25: Immobilizer
Part No: 1H0 953 257 B
Component: IMMO VWZ3Z0E1731908 V00
Coding: 09600
00546 - Data wiring faulty
27-00 - Implausible Signal
01181 - Initializing; Only 2 Keys Learned
35-00 - Implausible Signal
01179 - Incorrect Key Programming
35-00 - Implausible Signal
--------------------------------------------------
Address 25: Immobilizer
Part No: 1K0 920 960 L
Component: IMMO 3354
02241 - Engine Control Module; Immobilizer Data not Adapted
000 - - - Intermittent
--------------------------------------------------
Address 25: Immobilizer
Part No SW: 3C0 959 433 H HW: 3C0 959 433 H
Component: IMMO 038 0364
Revision: 00038000 Serial number: VWZCZ000000000
Part No: 3C0 905 861 C
Component: ELV 023 0350
3C0905861C ELV 023 0350
02823 - Requirements for Locking the Steering Column Lock not met
000 - - - Intermittent
02861 - Electronic Steering Column Lock Check Sum Error
008 - Implausible Signal - Intermittent
02815 - Steering Column Lock; Supply Voltage for Locking Motor
002 - Lower Limit Exceeded - Intermittent
02817 - Steering Column Lock; Enabling Wire from Steering Wheel Electronics
002 - Lower Limit Exceeded - Intermitten
02818 - Steering Column Lock; Enabling for Electronic Ignition Lock
009 - Open or Short to Ground
02811 - Control Module for Electronic Steering Column Lock (J764)
014 - Defective - Intermittent
--------------------------------------------------
Address 25: Immobilizer
Part No: 2K0 920 941 CX
Component: IMMO VDD 0716
--------------------------------------------------
Address 25: Immobilizer
Part No: 1P0 920 825 B
Component: IMMO VO3 0424
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 923 Q
   Component: IMMOBILIZER VDO V03
   Coding: 01444
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 923 R
   Component: IMMOBILIZER VDO V02
   Coding: 01432
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 903 J
   Component: IMMOBILIZER VDO V06
   Coding: 01431
--------------------------------------------------
Address 25: Immobilizer      
   Controller: 6Q0 920 825 E
   Component: IMMOBILIZER VDO V03
   Coding: 01144
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 825 F
   Component: IMMOBILIZER AGD V05
   Coding: 01132
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 804
   Component: IMMOBILIZER VDO V06
   Coding: 01131
--------------------------------------------------
Address 25: Immobilizer (J334)
   Part No SW: 5K0 953 234 HW: 5K0 953 234
   Component: IMMO H04 0406
   Serial number: 00000000000000
   Coding: 000000
   ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03008
   ROD: EV_Immo_UDS_VDD_RM09_SE25.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
Part No SW: 6J0 920 901 A    HW: 6J0 920 901 A
Component: IMMO          X07 0110
Serial number:            
ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03004
ROD: EV_Immo_UDS_VDD_RM09_SE25.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
Part No SW: 6R0 920 861 B HW: 6R0 920 861 B
Component: IMMO H23 0110
Serial number:
ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03004
ROD: EV_Immo_UDS_VDD_RM09_VN35.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
   Part No SW: 5K0 953 234 HW: 5M0 920 960 E
   Component: IMMO H14 0112
   Revision: X0014004 Serial number:
   Coding: 000000
   ASAM Dataset: EV_ImmoUDSMM9RM10 A01102
   ROD: EV_ImmoUDSMM9RM10.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
Part No SW: 5K6 920 970 G HW: 5K6 920 970 G
Component: IMMO H05 0206
Serial number: 00000000000000
ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03004
ROD: EV_Immo_UDS_VDD_RM09_VW36.rod
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 3C0 959 433 AR    HW: 3C0 959 433 AR
   Component:    IMMO         043 0383
   Revision: 00043000    Serial number: VWZCZ000000000
   Part No: 3C0 905 861 H
   Component:    ELV          028 0380
   3C0905861H    ELV          028 0380
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 1K6 920 974 H    HW: 1K6 920 974 H
   Component: IMMO            VDD 2416
   Revision: V0003000    Serial number: VWX7Z0H43NL82Z
--------------------------------------------------
Address 25: Immobilizer
Controller: 6X0 953 257
Component: IMMO 0007
Coding: 00001
--------------------------------------------------
Address 25: Immobilizer
Part No: 5P0 920 825 A
Component: IMMO VO3 0422
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 1Z0 920 912 E    HW: 1Z0 920 912 E
   Component: IMMO            VD1 1610
   Revision: V1610056    Serial number: SKZ7Z0G4047329
--------------------------------------------------
Address 25: Immobilizer (J334)
Part No SW: 5K0 953 234 HW: 5K0 953 234
Component: IMMO H03 0505
Serial number:
Coding: 000000
ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03009
ROD: EV_Immo_UDS_VDD_RM09_VW25.rod
--------------------------------------------------
Address 25: Immobilizer
Part No SW: 8P0 920 931 HW: 8P0 920 931
Component: KOMBIINSTR. VDO H18 0560
Revision: D0H18002 Serial number: AUX7Z0F6FN5049
-------------------------------------------------
Address 25: Immobilizer
Controller: 6X0 953 257
Component: IMMO 0003
Coding: 00001
--------------------------------------------------
Address 25: Immobilizer
Controller: 6X0 953 257
Component: IMMO 0008
Coding: 00001
--------------------------------------------------
Address 25: Immobilizer (J334)
   Part No SW: 5K0 953 234     HW: 5K0 953 234
   Component: IMMO          H07 0705
   Serial number: 00000000000000
   Coding: 000007
   ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03709
   ROD: EV_Immo_UDS_VDD_RM09_SE36.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
   Part No SW: 5K0 953 234 HW: 5K0 953 234
   Component: IMMO H07 0308
   Serial number:
   Coding: 000000
   ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03005
   ROD: EV_Immo_UDS_VDD_RM09_SE35.rod
--------------------------------------------------
Address 25: Immobilizer (J334)
   Part No SW: 5K0 953 234 HW: 5K0 953 234
   Component: IMMO H03 0607
   Serial number:
   Coding: 000000
   ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03009
   ROD: EV_Immo_UDS_VDD_RM09_VW36.rod
--------------------------------------------------
Address 25: Immobilizer (J334)    
   Part No SW: 6J0 920 901 A    HW: 6J0 920 901 A
   Component: IMMO          X07 0110
   Serial number:            
   ASAM Dataset: EV_Immo_UDS_VDD_RM09 A03004
   ROD: EV_Immo_UDS_VDD_RM09_SE25.rod
--------------------------------------------------
Address 25: Immobilizer
   Part No: 1P0 920 904 C
   Component: IMMO VO3 0422
--------------------------------------------------
Address 25: Immobilizer
   Controller: 6X0 953 257
   Component: IMMO 0008
   Coding: 00001
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 903 J
   Component: IMMOBILIZER VDO V06
   Coding: 01431
--------------------------------------------------
Address 25: Immobilizer
   Part No: 6Q0 920 923 R
   Component: IMMOBILIZER VDO V06
   Coding: 01432
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 1K0 920 953 P HW: 1K0 920 953 P
   Component: IMMO 3HL 1610
   Revision: V0003000 Serial number: VWZ7Z0G9079540
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 3AA 959 433 HW: 3AA 959 433
   Component: IMMO 043 0399
   Revision: 00043000 Serial number: VWZCZ000000000
   Subsystem 1 - Part No: 3C0 905 861 J
   Component: ELV 029 0380
   3C0905861J ELV 029 0380
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 3C0 959 433 AQ    HW: 3C0 959 433 AQ
   Component:    IMMO         044 0383
   Revision: 00044000    Serial number: VWZCZ000000000
   Part No: 3C0 905 861 G
   Component:    ELV          027 0380
   3C0905861G    ELV          027 0380
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 8P0 920 981 A HW: 8P0 920 981 A
   Component: KOMBIINSTR. VDO H73 0300
   Revision: D04 Serial number: AUX7Z0E1FNG04N
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 8P0 920 900 F HW: 8P0 920 900 F
   Component: KOMBIINSTR. VDO H72 0210
   Revision: D03 Serial number: AUX7Z0D9FND0BK
--------------------------------------------------
Address 25: Immobilizer
   Part No SW: 8J0 920 980 G HW: 8J0 920 980 G
   Component: KOMBIINSTR. VDO H02 0480
   Revision: D0H02002 Serial number: AUX7Z0I4FNJ115
--------------------------------------------------
Address 25: Immobilizer  
   Part No SW: 1K0 920 974 N    HW: 1K0 920 974 N
   Component: IMMO            3HL 2418
   Revision: V0003000    Serial number: VWX7Z0H824U00R