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Go Back   TDIClub Forums > TDI Model Specific Discussions Areas > VW MKVI-A6 Golf family including Jetta SportWagen (~ 2010-2014)

VW MKVI-A6 Golf family including Jetta SportWagen (~ 2010-2014) Discussions area for A6/MkVI (2010-2014) Golf and Golf Wagons (Jetta Sportwagon in the USA).

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Old April 6th, 2012, 19:49   #16
specsalot
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Thanks Ryan - I didn't have a long chat with service writer today but will take this up on Tuesday. I have another earlier scan that shows a reset counter of 87. So this motor has probably not worked well (or at all) for some time. Most of the time I don't run the HVAC in recirc mode. But it will be nice to have this corrected before the summer heat comes in earnest.

--Paul
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Old April 7th, 2012, 16:31   #17
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The car's going to get a work out between now and Tuesday morning's appointment (estimated close to 600 miles). Per Don''s link to the Rosstech Wiki, the following issue is suggested:

When found in VW Golf/Jetta (1K): 2.0l CR-TDI (CBEA/CJAA):
Verify the mechanical part of the Exhaust Valve Control Module (J883) is not siezed or binding.


After some thought, it's hard to imagine that the VNT turbo element is acting up this early in the lifecycle of this engine / turbo. As noted earlier there are no observed hose issues. My conclusion is that the weak point (per above) is that the Exhaust Valve may have been sticking a bit. Prior to this malfunction, the car had been on a 300 mile RT. Was driven to work (~ 4 miles with 0 traffic issues - easy riding) and acted up the first time the engine was loaded. During a long run at highway speeds the engine likely settles into LP EGR which probably means the valve is running partially shut.

I've seen the recent thread on exhaust valve maintenance. Wondering if anyone notices a connection between exhaust valve issues after long road trips? If there is an issue with this valve sticking there's a good chance I'll see a repeat of this DTC. Any comments / thoughts?
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Last edited by specsalot; April 7th, 2012 at 18:11.
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Old April 8th, 2012, 21:21   #18
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Did ~ 250 miles today - Issue did not re-appear. Car ran well delivering expected fuel economy. Looks like this issue is rapidly going to zero for now. I believe my exhaust valve may be getting sticky. At 14.7k miles this seems a bit premature for a FL car thats never been on salted roads or to the beach.
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Old April 10th, 2012, 11:16   #19
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Got the car into the shop this morning. Here is the summary of activity:



VCDS reported the following with respect to the flashing glow plug:

Address 01: Engine (CJA) Labels: 03L-906-022-CBE.clb
Part No SW: 03L 906 019 DB HW: 03L 906 019 DA
Component: R4 2,0L EDC G000AG 7970
Revision: 12H14--- Serial number:
Coding: 0050078
Shop #: WSC 01357 011 00200
VCID: 6EFD1A00798C243

2 Faults Found:

000665 - Boost Pressure Regulation
P0299 - 000 - Control Range Not Reached - MIL ON
Freeze Frame:
Fault Status: 11100000
Fault Priority: 2
Fault Frequency: 1
Mileage: 23243 km
Time Indication: 0
Date: 2012.14.28
Time: 17:52:29
Freeze Frame:
RPM: 2415 /min
Speed: 52.0 km/h
Load: 23.5 %
Absolute Pres.: 2131.8 mbar
Absolute Pres.: 1652.4 mbar
Lambda: 95.5 %
Lambda: 94.7 %

000665 - Boost Pressure Regulation
P0299 - 001 - Control Range Not Reached
Freeze Frame:
Fault Status: 01100001
Fault Priority: 2
Fault Frequency: 1
Mileage: 23243 km
Time Indication: 0
Date: 2012.14.28
Time: 17:52:29
Freeze Frame:
RPM: 2415 /min
Speed: 52.0 km/h
Load: 23.5 %
Absolute Pres.: 2131.8 mbar
Absolute Pres.: 1652.4 mbar
Lambda: 95.5 %
Lambda: 94.7 %
Readiness: 0 0 0 0 0


The service writer reviewed service notes and specifically confirmed that this was an over boost fault. The VCDS freeze frame data did not identify specified vs actual. I called RossTech and they could not shed any more light on which value was which in the freeze frame. They indicated that these pressure figures represented values reported directly from the engine controller.

I've put ~ 600 miles on the car since the original fault with no additional faults occurring. Trust me, I tried to duplicate this situation. So at this point I'm considering this matter closed. I've worked with machinery enough to know that it is typically not "self healing". So if there is an underlying issue behind this code, it will likely resurface down the road.

The other fault code on the HVAC system is a bit interesting. I scanned the car shortly after getting VCDS (20 August 2011). I really didn't look at the scan just saved it. It shows the following fault:

Address 08: Auto HVAC (J301) Labels: None
Part No SW: 7N0 907 426 AB HW: 7N0 907 426 AB
Component: AC Manuell H18 0303
Revision: 00013001
Coding: 0000001002
Shop #: WSC 01357 011 00200
ASAM Dataset: EV_ACManueBHBVW36X A01010
ROD: EV_ACManueBHBVW36X_VW36.rod
VCID: 74C908686E2B

1 Fault Found:

9474577 - Motor for Recirculation Flap
B1092 11 [009] - Short to Ground
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Reset counter: 84
Mileage: 3673 km
Date: 2005.14.24
Time: 18:07:45


A rescan of the system on 4-2-12 showed this entry:

Address 08: Auto HVAC (J301) Labels: None
Part No SW: 7N0 907 426 AB HW: 7N0 907 426 AB
Component: AC Manuell H18 0303
Revision: 00013001
Coding: 0000001002
Shop #: WSC 01357 011 00200
ASAM Dataset: EV_ACManueBHBVW36X A01010
ROD: EV_ACManueBHBVW36X_VW36.rod
VCID: 74C90868DFA00E3

1 Fault Found:

9474577 - Motor for Recirculation Flap
B1092 11 [009] - Short to Ground
Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Reset counter: 27
Mileage: 21134 km
Date: 2012.14.18
Time: 16:46:07


The service writer at the dealership said that VW's tend to throw codes on systems in most cases because control instructions are not executed immediately by components. He said this happens a lot with HVAC systems and audio systems. For now I'm taking this explaination at face value. I know from my own experiences Bosch management systems are only so smart. It would make no real economic sense to build a system that could differentiate between stuck and sticky HVAC flappers.

According to the Ross-Tech Wiki, the decreasing reset counter implies that there have been a number of successful operations of this recirculation flapper. The fact that it's not to zero, implies it still malfunctions from time to time. For now I'm going to consider this closed as well. When I got home from the dealership today, I scanned the vehicle and found this HVAC code had been cleared along with the engine faults shown above.

Based on this experience, I'm going to adopt a practice of scanning my car routinely on a monthly basis. Of course I will be scanning anytime fault lights or limp mode occurs. I don't have much else to report. Not additional lessons learned except for my earlier comments. It does appear that this issue points toward stuck IGV's rather than a stuck exhaust valve. So I would have to agree with 740GLE's great instincts that this was a VNT issue. I always defer to the voices of experience but wonder how anyone could make this kind of call up front. Perhaps 740GLE knows more about Ross-Tech output then their own technical department does. On balance it is comforting to know that the engine does go into limp mode if over boost occurs.

Last time I washed the car I saw that a rock had damaged the lens on the driver side fog light. The dealership is ordering a replacement. To "wet their beak" I'm going to let them install it. Parts & labor will be ~$160 for the replacement. One more opportunity to QA the dealership. I got the car back washed and even vacuumed out. So the dealer seems to be in the game from a customer service perspective.

THANKS TO EVERYONE for your thoughts and comments on this issue. I'm still in learn mode on this vehicle and your help made a difference.
-Paul
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Last edited by specsalot; April 10th, 2012 at 11:56.
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Old April 12th, 2012, 07:08   #20
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I took my car back to the dealership this morning to have the drivers side fog replaced (rock probably cracked the lens). While waiting, I wondered out on the showroom floor. I quizzed a salesmen about MY2013 Golf's. Specifically about whether they would be getting "add blue". He said that things were still not completely nailed down for MY2013. He said that "add blue" was primarily fitted on vehicles to save weight.

When I was chatting with the service writer I asked him about MY2013 Golf's and "add blue". It was funny - He made the same comment that "add blue" was primarily a weight saving addition. He basically said that the Golf's don't really need to trim weight. He doubted that "add blue" would be fitted on MY2013 Golf's.
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Old April 13th, 2012, 17:43   #21
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Quote:
Originally Posted by specsalot View Post
The other fault code on the HVAC system is a bit interesting. I scanned the car shortly after getting VCDS (20 August 2011). I really didn't look at the scan just saved it. It shows the following fault:

Address 08: Auto HVAC (J301) Labels: None
Part No SW: 7N0 907 426 AB HW: 7N0 907 426 AB
Component: AC Manuell H18 0303
Revision: 00013001
Coding: 0000001002
Shop #: WSC 01357 011 00200
ASAM Dataset: EV_ACManueBHBVW36X A01010
ROD: EV_ACManueBHBVW36X_VW36.rod
VCID: 74C908686E2B

1 Fault Found:

9474577 - Motor for Recirculation Flap
B1092 11 [009] - Short to Ground
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Reset counter: 84
Mileage: 3673 km
Date: 2005.14.24
Time: 18:07:45


A rescan of the system on 4-2-12 showed this entry:

Address 08: Auto HVAC (J301) Labels: None
Part No SW: 7N0 907 426 AB HW: 7N0 907 426 AB
Component: AC Manuell H18 0303
Revision: 00013001
Coding: 0000001002
Shop #: WSC 01357 011 00200
ASAM Dataset: EV_ACManueBHBVW36X A01010
ROD: EV_ACManueBHBVW36X_VW36.rod
VCID: 74C90868DFA00E3

1 Fault Found:

9474577 - Motor for Recirculation Flap
B1092 11 [009] - Short to Ground
Confirmed - Tested Since Memory Clear
Freeze Frame:
Fault Status: 00000001
Fault Priority: 2
Fault Frequency: 1
Reset counter: 27
Mileage: 21134 km
Date: 2012.14.18
Time: 16:46:07


The service writer at the dealership said that VW's tend to throw codes on systems in most cases because control instructions are not executed immediately by components. He said this happens a lot with HVAC systems and audio systems. For now I'm taking this explaination at face value. I know from my own experiences Bosch management systems are only so smart. It would make no real economic sense to build a system that could differentiate between stuck and sticky HVAC flappers.

According to the Ross-Tech Wiki, the decreasing reset counter implies that there have been a number of successful operations of this recirculation flapper. The fact that it's not to zero, implies it still malfunctions from time to time. For now I'm going to consider this closed as well. When I got home from the dealership today, I scanned the vehicle and found this HVAC code had been cleared along with the engine faults shown above.
I have not re-scanned mine since the dealer replaced the HVAC motor. I don't own a VCDS (I usually borrow one), so I can't scan it to check. I'm getting tired of borrowing it, so maybe some tax return money will go to Ross-Tech

--Ryan
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Old April 13th, 2012, 18:13   #22
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Choose your version carefully. Be aware (I wasn't) that the micro-CAN interface is somewhat slower than the HEX-USB+CAN. For DTC codes / diagnostics / VCDS tweaks it doesn't make any difference.

If you want to look at real time parameters the more expensive HEX-USB+CAN is slightly faster. If you look at pricing / upgrade costs it gets expensive to trade up after purchase.

Here's a graph from the companion display application for VCDS log files. It was a study in how stable CR pressure is under trailing throttle conditions. The red line shows engine RPM; Blue is % signal to the fuel pressure regulator; White is % signal to the Fuel Metering valve; Green is fuel delivery; Yellow is CR pressure; and light blue is vehicle speed. Based on a review of a number of these graphs, I've decided Sport mode needs to be used in stop and go driving.

This is an example of what can be done with the companion application. You can also use EXCEL on the CSV log file itself if you don't like the companion app. There isn't a lot of documentation with the companion app. You've got to figure it out as you go. Scaling can be a bit tricky. But it's a freebee so I'm not complaining.



These parameters were selected using "Advanced Measuring Block" features. You can basically select up to 12 points at a time to monitor. It's fair to remember that the CAN interface is what keeps the car running. I think there is a limit on how many points can be selected at one time because it probably adds to bus traffic. Bus congestion might impact operation, even though bus communication is based on ordered priorities. It's a great tool to understand basic relationships. There are a number of different "performance" templates I haven't tried as of yet. Worth the money if you want to know more about the workings of your vehicle.

If I had purchased the HEX-USB+CAN, I suspect the curves would have been a bit smoother with ~ 2 x as many data points.
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Last edited by specsalot; April 13th, 2012 at 18:36.
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