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Thread: Clean Diesel Readiness Status

  1. #11
    NostraJackAss Jack@European_Parts's Avatar
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    If a readiness monitor is already ready, it will not be disrupted by these tests. Further the only things which reset monitor tests are the following.
    Clearing DTC's. 0x01-02-05
    Resetting an ADP 0x01-10-000
    Recoding 0x01-07-coding string.
    Relash or entering EOLE modes...83,84,85,86,89 etc...
    Other logins or ADP modes in extended Hex address.
    An undefined switched voltage condition disruption of volitile memory or a manipulation of boot strap or flash/eeprom virtual or delayed ram write to registers in MCU/flipped to eeprom or forensic shadow eeprom.
    European Parts Emporium/Performance / Immobilizer Solutions LLC
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    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

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  2. #12
    NostraJackAss Jack@European_Parts's Avatar
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    I can't but help feel your pain for the CAT readiness monitor; in 2013 when my very own TDI failed a NYS inspection.

    No codes CAT not ready!


    The factory repair manual appears to generalize this for gas and diesel cars.


    Readiness Code
    Readiness code description
    Diagnostics are performed at regular intervals during normal vehicle operation. After repairing an emissions related system, a readiness code is generated by road testing the vehicle.
    If a malfunction is recognized during the drive cycle, it will be stored in the DTC memory.
    The OBD drive cycle operation will be monitored with a hand held diagnostic tool. Consult the manufacturer's instruction manual for correct tool operation.
    The readiness code is erased every time the DTC memory is erased or any time the battery is disconnected. If the DTC memory has been erased or the battery is disconnected, a new readiness code must be generated.
    Only erase the DTC memory if a DTC has been stored.
    General recommendations
    Most monitors will complete easier and quicker using a “steady-foot” and “smooth” acceleration during the drive cycle operation, cruise, and acceleration modes.
    Operating conditions
    For the EVAP monitor test, the coolant temperature and the ambient air temperature must be between 10 C and 35 C with a difference between them no greater than 4 C. The ambient air temperature must not change more than 4 C during the drive cycle procedure (e.g. when driving out of a heated workshop in the winter).
    Test requirements
    l Erase the DTC memory.
    l Coolant temperature must be between 80 C and 110 C.
    l The intake air temperature must be between 10 C and 35 C.
    l Battery voltage must be a minimum of 12.5 volts.
    l Fuel tank level 1/4 to 3/4 full.
    Drive Cycle Procedure
    – Connect the scan tool.
    – Switch the ignition on and start the vehicle.
    – Idle the vehicle for 2-3 minutes. This executes the O2 heater, misfire, secondary air injection, fuel trim, and purge system monitors.
    – Drive the vehicle at 45-55 mph for a continuous 7-minute period - avoid stopping. This executes the evaporative, O2 sensor, fuel trim, and misfire monitors.
    – Accelerate the vehicle to an engine speed of 5000 RPM; lift off the throttle until the engine speed is around 1200 rpm. This executes the fuel cut off.
    – Accelerate the vehicle smoothly to 60-65 mph, cruise constantly for 5 min, this executes the catalyst; O2 sensor, misfire, fuel trim, and purge system monitors.
    – Decelerate and idle the vehicle again for 3 minutes. This executes the misfire, secondary sir injection, fuel trim, and purge system monitors.
    – Check the status of the readiness code.
    NoteDepending on the scan tool used. The readiness code status may be displayed as complete, passed or OK.
    – If any engine monitor fails the drive cycle test. Repeat the drive cycle test until all engine monitors have successfully run through and passed.
    NoteWhen repeating the drive cycle operation for a failed evaporative or thermostat monitor, allow the engine to cool until the coolant temperature and the ambient air temperature are be between 10 C and 35 C with a difference no greater than 4 C and repeat the drive cycle operation.
    If the drive cycle operation fails again.
    – Check the DTC memory for stored DTCs.
    Repair the vehicle if necessary.
    – Repeat the drive cycle operation until all engine monitors have successfully run through and passed.
    – Remove the scan tool and switch the ignition off.

    http://forums.ross-tech.com/showthre...ll=1#post67692

    If it was emissions related, wouldn't it be required by law to respond to generic OBD-II requests?

    -Uwe-
    And if an ABS related issue exists or other, such as for communication.........take gun out salt it and insert in mouth.

    Proprietary area of scanner: 0x01

    1 Fault Found:


    049441- No Communication with ABS Brake Control Module
    U0121 - 000- - -Intermittent
    Freeze Frame:
    Fault Status: 00100000
    Fault Priority: 2
    Fault Frequency: 1
    Mileage: 2737 km
    Time Indication: 0
    Date: 2000.00.00
    Time: 01 :07:05

    OBD2 mode 0x33 :

    0802 mode of scanner waiting to pend with probiem induced to recreate.
    With reset of DTC's still showing pend for issue.
    Mode 07: Pending emission related fault codes
    Address 7E8: 1 Fault Found:
    U0121 -No Communication with ABS Brake Control Module
    Mode 9 : Calibration Identification
    Type 02- VIN: 3VWAL71K19M007485 (Address E8)
    Type 04- Calibration ID: 03L997016N 5109 (Address E8)
    Type 06- Calibration Verification Number: F8D4A8FC (Address E8)
    Type OA- Controller Name : ECM-Engine Control (Address E8)



    EPA's response .........& to get that GeKo Password and username only took 2 years......seems reasonable!

    Additionally we were ultimately denied access to repairing the car in this response for SVM or ABS related repairs.


    Issue: Several independent aftermarket shops have expressed concern that VW is
    violating EPA service information regulations requiring the availability of immobilizer
    reprogramming.
    Overview of what the regulations require

    Manufacturers must make available the ability for immobilizers to be
    reprogrammed and/or replaced if this is an integral procedure to the completion an
    emissions-related repair.
    o
    For 1996 – 2009 model year vehicles, EPA allowed VW to meet this
    requirement using the VW specific scan tool
    o
    For 2010 and later model years, the regulations require manufacturers to
    use pass-thru for immobilizer reprogramming.
    To satisfy the EPA requirements for immobilizer reprogramming, VW has in place the
    following process:

    For Pre-2010 model year vehicles:
    o
    Aftermaket shops register with VW and pay a one-time $100 dollar
    registration fee. This allows VW to monitor the users of the service. A
    Geko ID is not required for this process because VW controls the process
    through the tool.
    o
    Immobilizer reprogramming is administered by a fulfillment house
    (Arvato, which is the new vendor as of December 1)
    o
    Aftermarket shops who own the VAS 5052 tool go to the Arvato web site
    and fill out a request form and pay $29.95 per instance.
    o
    The request is sent to VW who calls the requestor back
    o
    The car is hooked up to the tool and the immobilizer is reinitialized via the
    Internet.

    2010 model year vehicles and later:
    o
    Immobilizer reprogramming is done directly via the Erwin site and does
    not require interaction with the fulfillment house and is $29.95 per
    instance
    o
    The process can either be done with a VAS 5052 or a J2534 pass-thru
    cable and a laptop for shops who do not own the VW specific tool.
    o
    A GeKo ID is required for this process. Aftermarket shops who are
    already registered will need to re-register with VW, but do not have to pay
    the $100 fee. A shop who has never registered with VW will need to do
    so and pay the one time $100 fee.
    There is a separate program administered by the National Automotive Service Task Force
    (NASTF) for aftermarket shops to voluntary participate in if they wish to make keys.
    This process is based on the Secure Data Release Model (SDRM) developed jointly by
    the manufacturers and NASTF to allow aftermarket shops to essentially become
    locksmiths if they choose to make key replacement services available to their customers.
    The availability of keys is not covered by EPA regulations so we have no regulatory
    authority over manufacturer participation in this program
    . It is important to note that

    participation in SDRM is not required to perform the immobilizer reprogramming
    services above.
    Aftermarket shops also raised questions about the availability of VW’s SVM (Software
    Version Management) System. According to VW, SVM is the system that is used by
    VW dealers to reprogram emissions and non-emissions related systems such as ABS or
    body modules. To satisfy the EPA requirement to make emissions related reprogramming
    available to the aftermarket, VW has emission related module reprogramming available
    via Pass thru on their Erwin web site
    . This approach satisfies the EPA regulations for
    emissions-related reprogramming. EPA has no regulatory authority to require that any
    manufacturer make available information covering anything other than emissions control
    systems and therefore we cannot compel VW to make the SVM system available to
    aftermarket shops.
    Regarding the latest information on some of the issues experience by aftermarket techs
    over the last few days, VW advised EPA that they were switching to a new vendor to
    manage their immobilizer reprogramming services. While it is unfortunate that there
    appears to have been some issues in the timeliness of providing the service, EPA believes
    it is reasonable to allow some time for VW to work through what appear to be technical
    transition issues. We have asked VW to keep us apprised of the situation to ensure that
    these transition issues are worked through in a timely manner.
    Based on the information currently available to us, EPA believes that VW is in
    compliance with immobilizer reprogramming requirements as required by the
    regulations. If you have additional information that you would like us to consider, please
    let me know.




    I attach the DTC's which will create an MIL to date, however, when requesting information from the OEM or through the EPA you will be SOL!
    These are right from the factory repair manual.......


    DTC Error Message Diagnostic
    Procedure
    Malfunction
    Criteria and
    Threshold
    Value
    Secondary
    Parameters
    with Enable
    Conditions
    Monitoring
    Time Length
    Frequency
    of checks,
    MIL
    Illumination





    U0001 High Speed CAN
    Communication Bus
    – Check the CAN
    Bus. Refer to



    Chapter „CAN



    Bus Terminal
    Resistance,
    Checking“
    .


    CAN driver A
    status Bus Off.
    Engine running 200 mSec.
    2 DCY


    U0002 High Speed CAN
    Communication Bus
    Performance
    – Check the CAN
    Bus. Refer to



    Chapter „CAN



    Bus Terminal
    Resistance,
    Checking“
    .


    CAN driver A
    status
    Engine running 240 mSec.
    2 DCY


    U0029 Vehicle
    Communication Bus A
    Performance
    – Check the CAN
    Bus. Refer to



    Chapter „CAN



    Bus Terminal
    Resistance,
    Checking“
    .


    CAN driver B
    status no
    communication
    Engine running 440 mSec.
    2 DCY


    U0101 Lost Communication
    with TCM
    Check TCM
    communication with
    a scan tool. If no
    TCM communication
    with scan tool and all
    other modules
    communicate, check
    TCM power and
    grounds. If OK,
    replace TCM
    Module.
    No TCM
    messages
    received.
    Engine running 440 mSec.
    2 DCY


    U0121 Lost Communication
    With Anti-Lock Brake
    System (ABS) Control
    Module
    Check ABS
    communication with
    a scan tool. If no
    ABS communication
    with scan tool and all
    other modules
    communicate, check
    ABS power and
    grounds. If OK,
    No messages
    received from
    ABS module
    Engine running 440 mSec.
    2 DCY


    replace ABS
    Module.
    U0155 Lost Communication
    With Instrument Panel
    Cluster (IPC) Control
    Module
    Check IPC
    communication with
    a scan tool. If no IPC
    communication with
    scan tool and all
    other modules
    communicate, check
    IPC power and
    grounds. If OK,
    replace IPC Module.
    No messages
    received from
    Instrument
    cluster
    Engine running 440 mSec.
    2 DCY
    U0302 Software
    Incompatibility with
    Transmission Control
    Module
    Check for correct
    software in ECM and
    TCM. If software is
    incorrect, reflash
    module with correct
    software.
    Wrong TCM
    messages
    received.
    Engine running 440 mSec.
    2 DCY
    U0402 Invalid Data Received
    From Transmission
    Control Module
    May have VIN error.
    Check VIN in each
    module for correct
    data
    Wrong TCM
    messages
    received.
    Engine running 440 mSec.
    2 DCY
    U0415 Invalid Data Received
    From Anti-Lock Brake
    System Control Module
    May have VIN error.
    Check VIN in each
    module for correct
    data
    Invalid ABS
    messages sent.
    Engine running 440 mSec.
    2 DCY
    U0423 Invalid Data Received
    From Instrument Panel
    Cluster Control Module
    May have VIN error.
    Check VIN in each
    module for correct
    data
    Error message
    sent from
    instrument
    cluster to ECU
    Battery voltage
    > 9 V
    440 mSec.
    2 DCY
    U1024 Control module for
    instrument panel insert
    please read DTC
    Error message
    sent from
    instrument
    cluster to ECU
    Communication
    time after T15
    on = 1 Sec.
    2 Sec.
    2 DCY
    Engine Control Module



    U0415 Invalid Data Received
    From Anti-Lock Brake
    System Control Module
    May have VIN error.
    Check VIN in each
    module for correct
    data
    Invalid ABS
    messages sent.
    Engine running 440 mSec.
    2 DCY



    Yeah this one above is my favorite ...........

    If the ABS is not able to be interrogated by the OBD2 specification as Uwe sites, than why is the VIN in the ABS module relevant for a communication DTC? Further why do any of these codes above illuminate a DTC for an MIL? Especially if the EPA and OEM state or is their position that they are not emissions related, and we are not able to access that information as I was denied in 2008>?

    It means to me that if a new or used ABS module is installed, it effects the ability to pass an emissions inspection, vicariously via the MIL being illuminated.

    This can be no different than having to marry a cluster or key for GeKo on SVM FaZit ........could it?

    So my question to Uwe is.......... does the OBD2 spec call out for a cluster 0x17 or Immobilizer 0x25, and if these are deemed by the EPA to be emission's related, than why are not all the others as described in that DTC list above not CAA related if they trigger an MIL?

    With that compare and contrast.......

    I think this qualifies the AFT and RT, further to be given rights to request ( I'm sorry "demand" ) access to all CP, and long coding information, & as described by the CAA law within the boundaries of the USA under title USC 40 .

    NostraJackAss Has Spoken.....................
    Last edited by Jack@European_Parts; 08-07-2016 at 11:52 AM.
    European Parts Emporium/Performance / Immobilizer Solutions LLC
    Certified Master Trained ASE/SAE/NASTF Legal Factory Authorized/Licensed GeKo/FaZit # 403738
    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

    www.FixMyEuro.com <<<<<CLICK HERE! or vwemporium@aol.com ( JPPSG & Unverified members need not PM me & Please don't email for free tech support...use the forum )
    Getting you CONTROL again of your property - TAKE IT! In Conjunction with.........

  3. #13
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    So I just ran through all the tests you specified... And this car will be the death of me... the results, according to VCDS are as follows:

    200 - abort
    201 - OK
    202 - OK
    203 - abort
    204 - error/204 not available

    220 - OK
    221 - OK
    222 - OK
    223 - OK
    224 - OK

    And at the end, the same freaking monitors are not ready... Want to bet 200 & 203 are related to the incomplete monitors?

    I also did an autoscan, and the only modules reporting any kind of malfunction are 09 (Cent. Elect.) and 65 (Tire Pressure). No comms codes.

    Maybe I should garage this thing until VW will give something meaningful and buy her a Volt.......

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  5. #14
    Benevolent Dictator Uwe's Avatar
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    Quote Originally Posted by Jack@European_Parts View Post
    So my question to Uwe is.......... does the OBD2 spec call out for a cluster 0x17 or Immobilizer 0x25, and if these are deemed by the EPA to be emission's related, than why are not all the others as described in that DTC list above not CAA related if they trigger an MIL?
    Cluster 0x17 or Immobilizer 0x25 are not emissions related components because if they don't communicate, the car won't start and won't produce any emissions at all.

    -Uwe-
    Ceterum censeo, delenda est Daesh.

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  7. #15
    NostraJackAss Jack@European_Parts's Avatar
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    Cluster 0x17 or Immobilizer 0x25 are not emissions related components because if they don't communicate, the car won't start and won't produce any emissions at all.

    -Uwe-
    I put to you if they are not emission's related sir....... why why why?

    Than why does the MIL illuminate if these systems DTC messages are displayed as I aforementioned as an emissions related fault that fails SMOG?

    Why does the GeKo IRF program exist, the Pass-Thru specification, or the NASTF?

    Why does the EPA agree, that in order for the OEM to be CAA compliant, that a part must auto-adapt, or the tool be made available to operate/marry an emissions device, or a tool that can be purchased at significant less cost which does do these tasks?

    Why does the NASTF exist, or the requirement to join an outside vetting agent?

    Most of all........ why does a conformity certificate by the EPA or DOT get granted if these issues exist?

    This all seems to be a "regulatory capture conspiracy"..........or we just have some really carless unqualified workers in this agency, which further breach oath of duty, or fail to act when cries for help are requested.


    European Parts Emporium/Performance / Immobilizer Solutions LLC
    Certified Master Trained ASE/SAE/NASTF Legal Factory Authorized/Licensed GeKo/FaZit # 403738
    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

    www.FixMyEuro.com <<<<<CLICK HERE! or vwemporium@aol.com ( JPPSG & Unverified members need not PM me & Please don't email for free tech support...use the forum )
    Getting you CONTROL again of your property - TAKE IT! In Conjunction with.........

  8. #16
    NostraJackAss Jack@European_Parts's Avatar
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    And at the end, the same freaking monitors are not ready... Want to bet 200 & 203 are related to the incomplete monitors?

    Those errors are there because you don't meet a requirement to do that test, or are in a CAA nefarious violation learn loop or restriction.

    Please verify your ZPM is up to full capacity.

    Resetting the DTC memory and or recoding may in fact help circumvent the loop or allow for the procedure to commence.
    European Parts Emporium/Performance / Immobilizer Solutions LLC
    Certified Master Trained ASE/SAE/NASTF Legal Factory Authorized/Licensed GeKo/FaZit # 403738
    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

    www.FixMyEuro.com <<<<<CLICK HERE! or vwemporium@aol.com ( JPPSG & Unverified members need not PM me & Please don't email for free tech support...use the forum )
    Getting you CONTROL again of your property - TAKE IT! In Conjunction with.........

  9. #17
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    Quote Originally Posted by Jack@European_Parts View Post
    Those errors are there because you don't meet a requirement to do that test, or are in a CAA nefarious violation learn loop or restriction.

    Please verify your ZPM is up to full capacity.

    Resetting the DTC memory and or recoding may in fact help circumvent the loop or allow for the procedure to commence.
    Am I missing some legit meaning for ZPM, or are you ragging on VW referencing the mythical Zero Point Module?

    It would be nice if the tests could give back more data than 'aborted' to help determine what isn't behaving.

  10. #18
    NostraJackAss Jack@European_Parts's Avatar
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    Am I missing some legit meaning for ZPM, or are you ragging on VW referencing the mythical Zero Point Module?
    Both............

    It would be nice if the tests could give back more data than 'aborted' to help determine what isn't behaving.

    Yeah welcome to my world and the long process I endured..........
    Tests can be determined though by paying close attention to what readiness bit is displayed, & by self aborting count downs and referencing measuring block values before and after or ADP learned values.
    European Parts Emporium/Performance / Immobilizer Solutions LLC
    Certified Master Trained ASE/SAE/NASTF Legal Factory Authorized/Licensed GeKo/FaZit # 403738
    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

    www.FixMyEuro.com <<<<<CLICK HERE! or vwemporium@aol.com ( JPPSG & Unverified members need not PM me & Please don't email for free tech support...use the forum )
    Getting you CONTROL again of your property - TAKE IT! In Conjunction with.........

  11. #19
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    So I think I am getting near the end of my rope with this car... This is just plain retarded. Never before have I had this much trouble getting everything to set... My old 95 Cougar had some goofy requirements for an actual drive cycle to get all the monitors to set (it was OBD2,but 'pre ODB2'), but they were actually doable on public roads, and clearly defined... the things I've found that are supposed to be the 'drive cycle' for this car are IMPOSSIBLE on anything other than a dedicated circle track or a dyno...

    I took a chance and cleared DTCs, thus resetting the monitors. I then ran all the basic settings in order - all completed with 'System OK' except tor 204, which gave the same 'error/204 not available'.

    After which, only misfire, fuel and comprehensive were passed. I then went for a ~30mi round trip, keeping it in 5th at highway speeds of 60-70mph (most of it was interstate). When I got back home and checked, all monitors except for the same three that were not set at inspection were set as passed - seems those did set faster than last time.

    Any other tips to get this thing so it'll pass emissions? It would be nice if it would either tell me what it thinks is wrong or just set everything as passed already...

    Does any of this give any ideas?

    Before resetting, 'Heated catalyst monitoring' was also set passed.

    Code:
    Number of DTCs stored: 0  --  MIL Status: MIL OFF
    Misfire monitoring:  Passed
    Fuel System:  Passed
    Comprehensive Components:  Passed
    Catalyst monitoring:  Failed or Incomplete
    Heated catalyst monitoring:  Failed or Incomplete
    Evaporative system monitoring: Not installed.
    Secondary air system monitoring:  Passed
    A/C system refrigerant monitoring: Not installed.
    Oxygen sensor monitoring:  Failed or Incomplete
    Oxygen sensor heater monitoring:  Passed
    Exhaust Gas Recirculation:  Passed
    
    Friday,05,August,2016,10:23:33:34053
    VCDS Release 16.8.0 (x64):  Generic OBD2
    Mode 9 : Calibration Identification
    
    Type 02 - VIN : 3VWAL7AJ1AM****** (Address E8)
    Type 04 - Calibration ID : 03L906019C (Address E8)
    Type 04 - Calibration ID : 02E300052T  2114 (Address E9)
    Type 06 - Calibration Verification Number : 51EFE96B (Address E8)
    Type 06 - Calibration Verification Number : 00003F9A (Address E9)
    Type 0A - Controller Name : ECM-Engin (Address E8)
    Type 0A - Controller Name : TCM-TransmisCtrl (Address E9)
    Type 0B - In-use performance tracking :
        OBD Monitoring Conditions Encountered count : 3188
        Ignition cycle count : 6894
        Conditions completion count / Specificied conditions encountered count
             NMHC Catalyst : 289 / 186
             NOx/SCR Catalyst : 0 / 0
             NOx Adsorber : 885 / 3186
             PM Filter : 374 / 186
             Exhaust Gas Sensor : 180 / 3188
             EGR and/or VVT : 1730 / 3186
             Boost Pressure : 3717 / 3188
             Fuel : 3717 / 3188
    
    Monday,08,August,2016,14:30:11:34053
    VCDS Release 16.8.0 (x64):  Generic OBD2
    Mode 9 : Calibration Identification
    
    Type 02 - VIN : 3VWAL7AJ1AM****** (Address E8)
    Type 04 - Calibration ID : 03L906019CM 7967 (Address E8)
    Type 04 - Calibration ID : 02E300052T  2114 (Address E9)
    Type 06 - Calibration Verification Number : 51EFE96B (Address E8)
    Type 06 - Calibration Verification Number : 00003F9A (Address E9)
    Type 0A - Controller Name : ECM-EngineControl (Address E8)
    Type 0A - Controller Name : TCM-TransmisCtrl (Address E9)
    Type 0B - In-use performance tracking :
        OBD Monitoring Conditions Encountered count : 3200
        Ignition cycle count : 6913
        Conditions completion count / Specificied conditions encountered count
             NMHC Catalyst : 289 / 187
             NOx/SCR Catalyst : 0 / 0
             NOx Adsorber : 887 / 3198
             PM Filter : 375 / 186
             Exhaust Gas Sensor : 180 / 3200
             EGR and/or VVT : 1739 / 3198
             Boost Pressure : 3730 / 3200
             Fuel : 3730 / 3200
    
    Monday,08,August,2016,17:06:47:34053
    VCDS Release 16.8.0 (x64):  Generic OBD2
    Mode 9 : Calibration Identification
    
    Type 02 - VIN : 3VWAL7AJ1AM****** (Address E8)
    Type 04 - Calibration ID : 03L906019CM 7967 (Address E8)
    Type 04 - Calibration ID : 02E300052T  2114 (Address E9)
    Type 06 - Calibration Verification Number : 51EFE96B (Address E8)
    Type 06 - Calibration Verification Number : 00003F9A (Address E9)
    Type 0A - Controller Name : ECM-EngineContro (Address E8)
    Type 0A - Controller Name : TCM-TransmisCtrl (Address E9)
    Type 0B - In-use performance tracking :
        OBD Monitoring Conditions Encountered count : 3201
        Ignition cycle count : 6917
        Conditions completion count / Specificied conditions encountered count
             NMHC Catalyst : 289 / 187
             NOx/SCR Catalyst : 0 / 0
             NOx Adsorber : 888 / 3199
             PM Filter : 375 / 187
             Exhaust Gas Sensor : 180 / 3201
             EGR and/or VVT : 1740 / 3199
             Boost Pressure : 3731 / 3201
             Fuel : 3731 / 3201
    Last edited by Cougar281; 08-08-2016 at 07:19 PM.

  12. #20
    NostraJackAss Jack@European_Parts's Avatar
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    Jan 2014
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    Any other tips to get this thing so it'll pass emissions? It would be nice if it would either tell me what it thinks is wrong or just set everything as passed already...

    Does any of this give any ideas?
    Yup.........
    Start with a complete auto-scan please in code tags.

    Thank you
    European Parts Emporium/Performance / Immobilizer Solutions LLC
    Certified Master Trained ASE/SAE/NASTF Legal Factory Authorized/Licensed GeKo/FaZit # 403738
    Specializing in Custom Services IE: "welding-fabrication" / EPA-SMOG Update or Pass-Thru-Programming / Data Transfer / Immobilizers & OEM Quality Parts

    www.FixMyEuro.com <<<<<CLICK HERE! or vwemporium@aol.com ( JPPSG & Unverified members need not PM me & Please don't email for free tech support...use the forum )
    Getting you CONTROL again of your property - TAKE IT! In Conjunction with.........

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