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!  

________________________________________________________________________

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

VW AUDI SKODA SEAT

VW AUDI   SKODA  SEAT 

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

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

SUPER MINICARS

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

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

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

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

Whereas the nomenclature for PL45 is derived as follows:- 

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

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

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

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

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

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

HEATER FAN BLOWER MOTOR TANDEM RESISTOR

HEATER FAN BLOWER NOT WORKING

With Winter looming in the Northern Hemisphere and Summer looming in the Southern Hemisphere, our car air conditioners are going to be in big demand very soon. On a really hot day the temperature down here in the Cape can easily rise to 35 degrees celsius and the inside of any car would be roughly 3-4 degrees more. That's the kind of discomfort nobody has signed up for. The converse is just as true, I remember when I was in Germany a few years back, during November the temperature dropped right down to minus 24 degrees celsius and whilst in France it was around minus 4 degrees or less most mornings. Trying to brave such weather conditions without on-board creature comforts borders on insane. So while the temperatures hasn't peaked yet, there is still time to get your fan/blower fixed. 

Of late, somehow several VW, Audi, Seat and Skoda owners have been having issues with the fan/ac/blower not working or not working properly. On a previous blog I failed to add the fan/blower issue to the list of common problems, but believe me it is. Below are some questions asked by a few VW owners regarding their respective VW vechicle refering to the fan/AC/Blower motor.  Well the culprit is normally the Heater Fan Blower Motor Tandem Resistor with OE/OEM Number 6Q0959263A / 6Q0959263/6Q0 959 263 A, manufactured by Hans Pries. Alternatively the Hella brand replacement part with  part number 5HL 351 321-301 or 5HL351321-301. 

The speed of the 12V blower motor is controller via this series "blower resistor". It's a wire wound ceramic resistor and it does get quite hot on speeds position 1, 2 and 3. In the last position the resistor is bypassed. So if you blower isn't working on every speed it is most likely the resistor. However if you have an A/C with  a four speed switch and the blower doesn't work on any of its 4 positions, then its most likely the ground wire that's loose, burnt, poor contact, intermittent. Look behind the fan switch, there is a large 4 pin white molex connector and when its ground wire overheats, it looks discoloured, sort of lightly toasted and sometimes makes intermittent contact. On some models the motor is electrically isolated, so connect a jumper between the car body and motor earth, just to test. If the connector is faulty, the motor with spin. If it doesn't spin, check for 12V DC supply on the Red/White wire with a multimeter, if there is no supply voltage, check the fuse and the heater relay. 

BLOWER SWITHC CONECCTIONS

Red/Black - 12V supply to switch from fuse/relay box
Black/White - position 1
Yellow/Black - position 2
Yellow - position 3
Brown - from blower motor to ground/earth

Red/white - 12V supply 
Blue - position 1
Green - position 2
Black - position 3
Red - position 4 
Brown - from blower motor to ground/earth

Blower motor series resistor can be found in the glove compartment on some models

Question:

My heater fan doesn't seem to be working properly, I can feel a small amount of air blowing but I don't hear the blower motor. Please help me!

Answer: 

Read the blog!

Question:

Just bought an Audi A2 2005 and discovered defroster/heat/AC doesn't work. Is this major or should I cancel the sale? 

Answer: 

Read the blog! 

Question:

I have problem with my Jetta fan/blower that stops working, it just switched off after only owning car for two months.  No DTC codes!

Answer: 

Read the blog!

Question:

I recently noticed my interior heater/fan was becoming weak, and stops altogether at low speeds. Must I replace the motor.

Answer: 

Its very likely that the motor brushes has reached end of life. I think a new pair will give you blower a new lease on life. You didn't indicate what car you have, because yours  motor can possibly be of the  sealed type, meaning you would have to replace the motor if and only if you've exhausted the above.

Question:

My Golf's fan/blower works OK, but  after a while it makes a really loud noise like its struggling to keep turning and then it switches off. However when I hit a speed bump in the road it gives me a fright when it just turns back on. Can you help?

Answer: 

Read the blog!

Question:

Just bought a VW caddy and the fan/blower seems lazy and makes a noise that varies between loud and quite, previous owner says there is a leaf that fell down the ducting and lying on the fan. I'm not convinced because sometimes when I turn on the blower, it doesn't blow at all. Any suggestions?

Answer: 

Read the blog!

The heater fan blower motor resistor is one of those items that works on a great many VW, Audi, Skoda and SEAT cars. The list below gives you some idea  how common the problem really is. When you suspect that your heater fan thermal resistor has gone faulty make certain the part number is the same as the one you replacing it with because there is a fair amount of variation  even though there is a degree of compatibility.

Audi, SEAT, compatibility list

SEAT and Skoda compatibility list

SEAT, Skoda and VW compatibility list.


AUDI A2 (8Z0) 1.2 TDI, AUDI A2 (8Z0) 1.4, AUDI A2 (8Z0) 1.4 TDI,  
AUDI A2 (8Z0) 1.4 TDI,  AUDI A2 (8Z0) 1.6 FSI,  


SEAT CORDOBA (6L2) 1.2,  SEAT CORDOBA (6L2) 1.2 12V,  
SKODA FABIA (6Y2) 1.0,  SKODA FABIA (6Y2) 1.2,  SKODA FABIA (6Y2) 1.2,  
VW FOX (5Z1) 1.2,  VW FOX (5Z1) 1.4,  VW FOX (5Z1) 1.4 TDI,  VW POLO (9N ) 1.2,  

SEAT CORDOBA (6L2) 1.4 16V,  SEAT CORDOBA (6L2) 1.4 16V,  
SEAT CORDOBA (6L2) 1.4 16V,  SEAT CORDOBA (6L2) 1.4 TDI,  
SEAT CORDOBA (6L2) 1.4 TDI, SEAT CORDOBA (6L2) 1.4 TDI,  
SEAT CORDOBA (6L2) 1.6, SEAT CORDOBA (6L2) 1.6 16V,  
SEAT CORDOBA (6L2) 1.9 SDI,  SEAT CORDOBA (6L2) 1.9 TDI,  
SEAT CORDOBA (6L2) 1.9 TDI,  SEAT CORDOBA (6L2) 2.0,  
SEAT IBIZA IV (6L1) 1.2 12V,  SEAT IBIZA IV (6L1) 1.4 16V,  
SEAT IBIZA IV (6L1) 1.4 TDI,  SEAT IBIZA IV (6L1) 1.4 TDI, 
SEAT IBIZA IV (6L1) 1.6 16V,  SEAT IBIZA IV (6L1) 1.8 T Cupra R,  
SEAT IBIZA IV (6L1) 1.9 TDI Cupra R,  SEAT IBIZA IV (6L1) 1.9 TDI Cupra R,  
SEAT IBIZA V (6J5) 1.2,  SEAT IBIZA V (6J5) 1.4,  
SEAT IBIZA V (6J5) 1.4 TDI,  SEAT IBIZA V (6J5) 1.9 TDI,  
SEAT IBIZA V (6J5) 1.9 TDI,  SEAT IBIZA V SPORTCOUPE (6J1) 1.2,  
SEAT IBIZA V SPORTCOUPE (6J1) 1.4,  SEAT IBIZA V SPORTCOUPE (6J1) 1.4 TDI,  
SEAT IBIZA V SPORTCOUPE (6J1) 1.9 TDI,  SEAT IBIZA V SPORTCOUPE (6J1) 1.9 TDI,  

SKODA FABIA (6Y2) 1.4,  SKODA FABIA (6Y2) 1.4 16V,  SKODA FABIA (6Y2) 1.4 16V,  
SKODA FABIA (6Y2) 1.4 TDI,  SKODA FABIA (6Y2) 1.4 TDI,  
SKODA FABIA (6Y2) 1.4 TDI,  SKODA FABIA (6Y2) 1.9 SDI,  
SKODA FABIA (6Y2) 1.9 TDI,  SKODA FABIA (6Y2) 1.9 TDI RS,  
SKODA FABIA (6Y2) 2.0,  SKODA FABIA 1.2,  SKODA FABIA 1.2,  
SKODA FABIA 1.4,  SKODA FABIA 1.4 TDI,  SKODA FABIA 1.4 TDI,  
SKODA FABIA 1.6,  SKODA FABIA 1.9 TDI,  SKODA FABIA Estate (6Y5) 1.2,  
SKODA FABIA Estate (6Y5) 1.2,  SKODA FABIA Estate (6Y5) 1.4,  
SKODA FABIA Estate (6Y5) 1.4, SKODA FABIA Estate (6Y5) 1.4 16V,  
SKODA FABIA Estate (6Y5) 1.4 16V,  SKODA FABIA Estate (6Y5) 1.4 16V,  
SKODA FABIA Estate (6Y5) 1.4 TDI,  SKODA FABIA Estate (6Y5) 1.4 TDI,  
SKODA FABIA Estate (6Y5) 1.4 TDI,  SKODA FABIA Estate (6Y5) 1.9 SDI,  
SKODA FABIA Estate (6Y5) 1.9 TDI,  SKODA FABIA Estate (6Y5) 2.0,  
SKODA FABIA Estate 1.2,  SKODA FABIA Estate 1.2,  
SKODA FABIA Estate 1.4,  SKODA FABIA Estate 1.4 TDI,  
SKODA FABIA Estate 1.4 TDI,  SKODA FABIA Estate 1.6,  
SKODA FABIA Estate 1.9 TDI,  SKODA FABIA Praktik 1.2,  
SKODA FABIA Praktik 1.2,  SKODA FABIA Praktik 1.4,  
SKODA FABIA Praktik 1.4 TDI,  SKODA FABIA Praktik 1.9 SDI,  
SKODA FABIA Saloon / Sedan (6Y3) 1.2,  SKODA FABIA Saloon / Sedan (6Y3) 1.2,  
SKODA FABIA Saloon / Sedan (6Y3) 1.4,  SKODA FABIA Saloon / Sedan (6Y3) 1.4,  
SKODA FABIA Saloon / Sedan (6Y3) 1.4 16V,  SKODA FABIA Saloon / Sedan (6Y3) 1.4 16V,  
SKODA FABIA Saloon / Sedan (6Y3) 1.4 16V,  SKODA FABIA Saloon / Sedan (6Y3) 1.4 TDI,  
SKODA FABIA Saloon / Sedan (6Y3) 1.4 TDI,  SKODA FABIA Saloon / Sedan (6Y3) 1.4 TDI,  
SKODA FABIA Saloon / Sedan (6Y3) 1.9 SDI,  SKODA FABIA Saloon / Sedan (6Y3) 1.9 TDI,  
SKODA FABIA Saloon / Sedan (6Y3) 2.0,  SKODA ROOMSTER (5J) 1.2,  
SKODA ROOMSTER (5J) 1.2,  SKODA ROOMSTER (5J) 1.4,  
SKODA ROOMSTER (5J) 1.4 TDI,  SKODA ROOMSTER (5J) 1.4 TDI,  
SKODA ROOMSTER (5J) 1.6,  SKODA ROOMSTER (5J) 1.9 TDI,  

VW POLO (9N ) 1.2,  VW POLO (9N ) 1.2 12V,  VW POLO (9N ) 1.2 12V,  
VW POLO (9N ) 1.4 16V,  VW POLO (9N ) 1.4 16V,  VW POLO (9N ) 1.4 16V,  
VW POLO (9N ) 1.4 FSI,  VW POLO (9N ) 1.4 TDI,  VW POLO (9N ) 1.4 TDI,  
VW POLO (9N ) 1.4 TDI,  VW POLO (9N ) 1.6 16V,  VW POLO (9N ) 1.8 GTI,  
VW POLO (9N ) 1.8 GTi Cup Edition,  VW POLO (9N ) 1.9 SDI,  VW POLO (9N ) 1.9 TDI,  
VW POLO (9N ) 1.9 TDI,  VW POLO Saloon / Sedan 1.4,  VW POLO Saloon / Sedan 1.4,  
VW POLO Saloon / Sedan 1.4 TDI,  VW POLO Saloon / Sedan 1.9 SDI,


VW Golf 3 blower resistor
VW Amrok blower resistor
VW Sharan blower resistor
VW Touareg blower resistor
VW Touareg blower resistor
VW Polo blower resistor
VW Audi blower resistor
VW Fabia blower resistor
VW Ibiza blower resistor
VW Passat blower resistor
VW Skoda blower resistor
VW Seat blower resistor
VW Transporter blower resistor
VW Transporter blower resistor

6Q0959263A / 2D0959263 / 1K0959263A / 701959263B / 701959263D / 7L0907521B / 7L0907521 / 7L0907521A / 7L0907521B / 701959263A / 3C0907521E / 3C0907521F 1K2820015F / 6Q2907521B / 8D1820021 / 1J0819022 / 8K0820521B / 1J0819022A
74024583 / 8D0959263 / 1JO907521 / 1J0819022A 7E0959263C / 6Q0959263A / 

1J0819022A /