Scanners/gauge monitors for 2012 tdi?

[Diesl]

Sorry, the 'A' has to be a 1. I corrected it in the table a week or two ago, but you must have picked it up before then.

 

[TurboABA]

Sorry, the 'A' has to be a 1. I corrected it in the table a week or two ago, but you must have picked it up before then.

Thank you kindly Sir..... that change has fixed my issue and I am now getting a proper reading.

 

[hymato]

Diesl what version scangauge do you have? I have ver 4.13 and I'm having trouble getting actual boost working, it's showing no #'s or anything it's just blank. Same with a few other ones. Also do I have to set what unit to read before I enter the TXD code? The only one I can get to work is pre turbo egt. Thanks

 

[hymato]

I got boost working reading 0.1 at idle. Can you delete unwanted xgauges that show up or ones that I tried and didn't work? I'm assuming I just go and zero all those ones out but I'm not sure. Thanks

 

[Diesl]

Hymato, you can just overwrite them in their storage location. To make them inactive, it is sufficient to set one of the digits (the first one? Its in the xgauge instructions.) To zero. But zeroing it all out will also work.

 

[hymato]

Ok thank you diesl, did you ever figure out the dpf xgauge? I've tried the values you listed but can't get anything to show up also does it matter if I try to label it DPF for a name?

 

[TurboABA]

... also does it matter if I try to label it DPF for a name?

The name is just an identifier that helps you determine what you are looking at..... you can use anything you want for this as long as you know what it stands for.

 

[Diesl]

Regarding dpf loading: I would need to write a function for the torque app, but for that I need to figure out how to address a second variable in the CSV interface. I emailed the programmer of the app, but so far he hasn't replied. Does anybody know how to do that? It's documented for some internal variables ( codes starting with [ff...]), but I need it for generique variables defined in another entry.
Alternatively a more pedestrian intro to plugin programming for torque using eclipse could be helpful.

 

[03_01_TDI]

Anybody figure out how to read fuel temp or fuel pump pressure for the Cr

 

[Diesl]

Yes for fuel pressure; no for fuel temperature. At least my 2012 JSW TDI doesn't seem to report it.

 

[Snufalufagus]

I have the OBD scanner an Tourque app. The boost doesn't spool up until usually about 2k. Isn't this normal? The hifghest I have seen is 18 or so on full tilt.

I mainly got it for towing. I have the EGT and 1st sensor after DPF set. EGT ranges from 400-1400 depending on throttle. !st sensor seems to stay around 600-700 until in regen then seems to stay about 1000-1300ish. What is TOO HIGH? I will be towing for the first time this weekend and wanted some insight.

 

[bassman5066]

I have the OBD scanner an Tourque app. The boost doesn't spool up until usually about 2k. Isn't this normal? The hifghest I have seen is 18 or so on full tilt.

I mainly got it for towing. I have the EGT and 1st sensor after DPF set. EGT ranges from 400-1400 depending on throttle. !st sensor seems to stay around 600-700 until in regen then seems to stay about 1000-1300ish. What is TOO HIGH? I will be towing for the first time this weekend and wanted some insight.

1550 F is where the limiter is set on my Malone stage 2 tune. I've seen as high as 1690 before the limiter has time to cut the fuel. Under 1500 is a good bet for towing.

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[Snufalufagus]

1550 F is where the limiter is set on my Malone stage 2 tune. I've seen as high as 1690 before the limiter has time to cut the fuel. Under 1500 is a good bet for towing.

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This 1550F is just EGT not after DPF right? The EGT seems to fluctuate like crazy depending on throttle, of course. I thought it would be more of a gradual rise and fall.

I have a Stage 1.5 Malone. So it should have a safety shutoff programmed in also?

So just keep it a gear low as in always above 2k RPM and just drive? Will be pulling a 5x8 with two adults and two motorcycles.

 

[bassman5066]

This 1550F is just EGT not after DPF right? The EGT seems to fluctuate like crazy depending on throttle, of course. I thought it would be more of a gradual rise and fall.

I have a Stage 1.5 Malone. So it should have a safety shutoff programmed in also?

So just keep it a gear low as in always above 2k RPM and just drive? Will be pulling a 5x8 with two adults and two motorcycles.

Yes that's the pre DPF limit. I know they have the limiter from the factory, but I'm not sure if it's the same as the tune or if the tune kicks it up a bit.

When I got my adapter and started playing around with torque, I noticed this about the temp too. The pre sensor is very very responsive, which is something I wasn't used to since all my EGT readings in the past have been from mechanical pyrometers. The post sensor on the other hand, doesn't seem to do much good at all now that I don't have a DPF. Its much less responsive than even my mechanical gauges, and I don't really use it at all.

Just a side note, after speaking with my tuner, I will be picking up a mechanical pyrometer when I have some extra cash. Some of these Stage 2 tunes are very aggressive (pretty sure mine is one of them) and need fueling dialed back a bit to keep temps under 1550. When I spoke to him about that, he also mentioned that the pre EGT sensor seems to be a common failure point, and the particular mode of failure is that they read a bit high. He said he had a customer with the same issues I and many others have had (hitting almost or above 1700) and this customer had a mechanical pyrometer as well. Turns out the pre EGT sensor wasn't giving the right reading. That may or may not be my issue, but now that the accuracy of these OEM sensors has come into question, I'd like to get an old school mechanical one.

2000-4000 RPM to keep you in boost and you'll be fine. Just watch the EGT on the hills. The only time I hit the limiter is WOT and I doubt that little trailer would require that much throttle input.

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[Snufalufagus]

Yes that's the pre DPF limit. I know they have the limiter from the factory, but I'm not sure if it's the same as the tune or if the tune kicks it up a bit.

When I got my adapter and started playing around with torque, I noticed this about the temp too. The pre sensor is very very responsive, which is something I wasn't used to since all my EGT readings in the past have been from mechanical pyrometers. The post sensor on the other hand, doesn't seem to do much good at all now that I don't have a DPF. Its much less responsive than even my mechanical gauges, and I don't really use it at all.

Just a side note, after speaking with my tuner, I will be picking up a mechanical pyrometer when I have some extra cash. Some of these Stage 2 tunes are very aggressive (pretty sure mine is one of them) and need fueling dialed back a bit to keep temps under 1550. When I spoke to him about that, he also mentioned that the pre EGT sensor seems to be a common failure point, and the particular mode of failure is that they read a bit high. He said he had a customer with the same issues I and many others have had (hitting almost or above 1700) and this customer had a mechanical pyrometer as well. Turns out the pre EGT sensor wasn't giving the right reading. That may or may not be my issue, but now that the accuracy of these OEM sensors has come into question, I'd like to get an old school mechanical one.

2000-4000 RPM to keep you in boost and you'll be fine. Just watch the EGT on the hills. The only time I hit the limiter is WOT and I doubt that little trailer would require that much throttle input.

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Thanks for the info Bassman. Good to know as I may go with your mods later on. You say small trailer but it is pretty much bigger than the car.

One more question. You say stay between 2-4 which is my plan. And to also watch the EGT on hills. So what do I do if it starts to get really high, downshift or pull over? Sorry for all the stupid questions.

 

[Diesl]

regarding boost: I see my boost start to go up from essentially 1400rpm onwards. It definitely starts well before hitting 2000rpm.

regarding temps: The first exhaust sensor supposedly sits before the turbo, and that is the one that is hottest and fluctuates the most. The one between turbo and DPF is already a bit better behaved. For continuous highway running (without trailer) at 75mph it seems to sit at about 350ºC (about 660ºF). During regeneration it hits its maximum of 700ºC or maybe a bit above (~1300ºF).

 

[bassman5066]

Thanks for the info Bassman. Good to know as I may go with your mods later on. You say small trailer but it is pretty much bigger than the car.

One more question. You say stay between 2-4 which is my plan. And to also watch the EGT on hills. So what do I do if it starts to get really high, downshift or pull over? Sorry for all the stupid questions.

You most likely won't have to pull over (unless it's an extreme grade and your towing over the load limit). Down shift if possible, and/or let off the throttle to slow down.

The idea at play here is, if possible, you don't want to be accelerating up a hill while towing a load. Get your speed up before the hill and gingerly apply the throttle while going up just to maintain speed. You definitely don't want to be hitting the beginning of the hill at any less than 2000 rpm so plan for that with your gearing. If you plan ahead and follow this rule you'll be fine in almost all situations. Acceleration is what will cause you to hit the limiter, so only accelerate when you need to, and take your time when doing so.

Just to give you an idea, I've done lots of logging and watching the sensors with both Torque and VCDS. When logging throttle position and EGT (among a few other things) I did lots of full throttle runs to see just how high my temps get and under what conditions. I hit something like 1690F going uphill with WOT. So 100% throttle and 1690F EGT. The next data point (torque logs 2 per second in my case) throttle showed 0% and temp had dropped 300 degrees in that short span of time. This was with the car left in gear at 4000ish RPM, which is key.

If you hit a high point and just clutch in and let off the throttle (to get to idle) it will take longer to cool off than if you left it in gear and allowed the engine RPMs to stay high. During engine braking, no fuel is injected and your engine is more or less an air pump. This air cools everything off.

One thing I have found looking into EGTs and turbos is that momentary high temps are no big deal. Its sustained ones that really tend to break things. This is why gauges are important, you just keep an eye on it and let off when it gets too high. This is also why VW built in a limiter to its EGT sensor system, so the average owner doesn't have to worry about this.

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[Snufalufagus]

very informative guys. That is all. I'll give it a go tomorrow and see what happens. I'm sure I'm just being paranoid never having towed with a small car before.

 

[Ironman11142]

Here is an overview of what I found so far; exhaust gas temperatures are from a post by 'hardtimes', and PID assignments from the Wikipedia OBD II entry.

I didn't try to confirm variables that are already provided by the standard Scangauge output. For 7A (DPF info) I'm still in the dark as far as the actual meaning goes. For 6D (fuel pressure) I'm guessing the units are bar because numerically it would make sense. Same reasoning for the EPR units.

TXD is 07DF01+PID
name PID RXF     RXD  MTH          units   comment
 TIM 1F 0441051F 2810 000100010000 s       seconds since engine start
 BAR 33 04410533 2808 000100010000 kPa     atmospheric pressure
 CAT 3C 0441053C 2810 0001000AFFD8 ºC      DPF temperature
 FUF 5E 0441455E 2810 000500010000 L/hr    fuel flow
 TRQ 62 04410562 2808 00010001FF83 %       percent of actual torque
 FPa 6D 0541066D 3810 0001000A0000 bar     Requested fuel pressure  (<=1755)
 FPb 6D 0541066D 4810 0001000A0000 bar     Actual fuel pressure  (<=1740)
 BP1 70 05414670 3810 000100200000 bar     requested manifold pressure  ('4670' for hundredth
 BP2 70 05414670 4810 000100200000 bar     actual manifold pressure
 BP1 70 05418670 3810 00910C800000 psi     requested manifold pressure  ('8670' for tenth
 BP2 70 05418670 4810 00910C800000 psi     actual manifold pressure
 BP1 70 05418670 3810 00910C80FF6D psi     requested boost 
 BP2 70 05418670 4810 00910C80FF6D psi     actual boost 
 EPR 73 04410573 3010 0001000A0000 mBar    exhaust pressure
 ICT 77 04410577 3008 00010001FFD8 ºC      intercooler/charge air temperature
 ET1 78 05410678 3810 0001000AFFD8 ºC      exhaust temp. before turbo
 ET2 78 05410678 4810 0001000AFFD8 ºC      exhaust temp. before ox.cat.
 ET3 78 0321     2010 0001000AFFD8 ºC      exhaust temp. before DPF
 ET4 78 0321     3010 0001000AFFD8 ºC      exhaust temp. after DPF

 DPR 7A 0541067A 3810 0001000A0000 mBar    DPF pressure drop 


available info on this car:
PID contents
01 Monitor status since DTCs cleared
04 Calculated engine load value
05 Engine coolant temperature
0C Engine RPM
0D Vehicle speed
10 MAF air flow rate
13 Oxygen sensors present
1C OBD standards this vehicle conforms to
1F Run time since engine start
21 Distance traveled with malfunction indicator lamp (MIL) on
24 O2S1_WR_lambda(1): Equivalence Ratio Voltage
25 O2S2_WR_lambda(1): Equivalence Ratio Voltage
30 # of warm-ups since codes cleared
31 Distance traveled since codes cleared
33 Barometric pressure
3C Catalyst Temperature Bank 1, Sensor 1 
41 Monitor status this drive cycle
42 Control module voltage
46 Ambient air temperature
49 Accelerator pedal position D
4A Accelerator pedal position E
4C Commanded throttle actuator
4F Maximum value for equivalence ratio, oxygen sensor voltage, oxygen sensor current, and intake manifold absolute pressure
5D Fuel injection timing
5E Engine fuel rate
61 Driver's demand engine - percent torque
62 Actual engine - percent torque
63 Engine reference torque
65 Auxiliary input / output supported
67 Engine coolant temperature
69 Commanded EGR and EGR Error
6D Fuel pressure control system
70 Boost pressure control 
71 Variable Geometry turbo (VGT) control 
73 Exhaust pressure
77 Charge air cooler temperature (CACT)
78 Exhaust Gas temperature (EGT) Bank 1
7A Diesel particulate filter (DPF)
7F Engine run time
81 Engine run time for Auxiliary Emissions Control Device(AECD)

Update 2013-3-13: RXF for PID 5E (fuel flow) should be 0441455E, instead of 0441055E, to get the correct decimal point placement in liter/hour
Update 2013-4-11: 'Hotpocket correction' - divisor for PID 70 boost variable is 32, not 30; added average atmospheric subtraction for real boost; changed PID 7A wild guess to 'expected DPF pressure drop'
Update 2013-5-1: PID 70 and 6D: RXD 3810 is requested value, 4808 (8 bits only) is actual boost/fuel pressure, respectively; moved 6D into main part of table, after confirmation (by 'hotpocketdeath') that VCDS also indicates this PID is fuel pressure; changed interpretation for 73 and 7A

has anyone been able to convert the temperature readings to fahrenheit for the people in the US not accustomed to celsius?

 

[Diesl]

has anyone been able to convert the temperature readings to fahrenheit for the people in the US not accustomed to celsius?

http://forums.tdiclub.com/showpost.php?p=4436770&postcount=362

 

[bhazard]

Can't seem to get any ICT/IAT reading in my 2012.

 

[bassman5066]

Still not getting correct readings for MAP actual and requested in torque. Every time I derive the formula from the hex code, I end up with a result in the 10000 ballpark for the equation with engine off or at idle. What should my equation, hex channel and variables be for this one?

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[gmcjetpilot]

EDIT: Got it Saturday, installed it Sunday, Programed & Calibrated at fill-up. Works great, using EGT1 (pre-turbo), BOOST, Water Temp and Cat Temp.... for now. Caught a REGEN driving first time out. EGT went up over 1200F and water temp crept up to 193F (normally 188-191F).

What is a good/bad differential pressure reading for the DPF?

How do you program DPF temperature in Fahrenheit?

 

[bassman5066]

Still not getting correct readings for MAP actual and requested in torque. Every time I derive the formula from the hex code, I end up with a result in the 10000 ballpark for the equation with engine off or at idle. What should my equation, hex channel and variables be for this one?

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Here is the data I am using for MAP actual and requested. Not quite sure what I've got wrong. Any help is appreciated.

 

[Diesl]

Bassman, divide by 32, not multiply, for the manifold pressure numbers.

 

[bassman5066]

Bassman, divide by 32, not multiply, for the manifold pressure numbers.

Is it correct that that reports in Bar? Or is it mBar?

 

[Diesl]

For the S-gauge I set some bit for the decimal dot placement. I forgot how that translates into Torque. But I'm sure it's written up somewhere in this thread, or a similar one.

 

[bassman5066]

Finally put together this damn CSV file to make it easier to import the custom PIDs to the device. Drop this file in your /.torque/extendedpids folder and then choose "Add a predefined set" when you are in the "manage custom PIDs" menu.

Link to CSV - https://drive.google.com/open?id=0BzCUtaSqUXj9b0FkLVRHSjZCdHM&authuser=0

Link to my definitions file - Just a txt explaining everything and giving credit to those in this thread - https://drive.google.com/open?id=0BzCUtaSqUXj9RWlrWFBVLXYya0k&authuser=0

 

[bassman5066]

Found a couple errors in my CSV file. Will update tonight. Looks like I forgot to update my equation for actual MAP reading. Also having trouble with the charge air cooler temp and intake temp readings. Charge air (017A) seems to return negative ambient temp when using the equation (A/10)-40. Intake air temp (010F) doesn't return anything. Would like to get at least one of them working properly.

Has anyone attempted to read N75 duty cycle using the generic OBD hex addresses? There is a listing in the OBD2 wiki for wastegate control and VNT actuator control.

 

[Diesl]

Bassman, 7A is DPF pressure drop. Charge air (intercooler) temperature is 77, and there is no division by ten. My car does not report 0F.
Ambient temperature is on 46, but the air temperature in the intake should be pretty much the charge air temperature, except for the high pressure exhaust gas return at low load.