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I would be checking that wire if it made it that far chances are that wire is loose ready to break or broken touching another wire.
2011 JSW TDI - Shuts down on road - Sporadic communication error 1000 -
- Thread starter grantn270
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I'd suspect its a result of the tuna that was previously in there
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Alright, bad news bois... Fuel injector open circuit error came back after 38 miles. No sporadic comms error though, so we are one step forwards!
Full scan here when car came to a halt on the drive home today.
I gotta figure out what "Group A" is for the fuel injectors, hoping to find that out with wiring harness.
Anyone got advice?
I also gotta find out which coolant temp sensor is upset. This probably popped up because it was -10*F today.
Full scan here when car came to a halt on the drive home today.
I gotta figure out what "Group A" is for the fuel injectors, hoping to find that out with wiring harness.
Anyone got advice?
I also gotta find out which coolant temp sensor is upset. This probably popped up because it was -10*F today.
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Another question for you all, in VCDS Advanced Diagnostics, there are variables listed for the cylinders that aren't described or have units on them. Any idea what they mean?
Variable numbers are 146-x and 150-x. They each have cylinders 1 through 4 values in the "x". The values for cylinder 3 and 4 seem goofy.
For variables 141-x and 143-x, those make more sense to me because they have the units of BAR and *ATDC, so pressure and injection timing in degrees after top dead center.
Thanks!
Variable numbers are 146-x and 150-x. They each have cylinders 1 through 4 values in the "x". The values for cylinder 3 and 4 seem goofy.
For variables 141-x and 143-x, those make more sense to me because they have the units of BAR and *ATDC, so pressure and injection timing in degrees after top dead center.
Thanks!
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What's the WD tell you? Are the four injectors you're dealing with separated into groups?
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Sadly the wiring diagram doesn't mention Groups of injectors, it just shows the injector wiring colors and labels. Sigh.
Still trying to find a loose wire or fault on that harness, but trying the "wiggle" test for continuity didn't yield any results.
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It can travel up through the wiring loom from components with internal leaks.
I have seen coolant travel to the ECU and corrode it from Electric Coolant Pumps and Thermostats Many cars including VAG, Bentley, Peugeot
Vauxhall / Opel had issues where the Oil Pressure Switch would fail and Oil would travel to the ECU, O2 sensors, EGR ... ... ...
Early Mercedes would do the same, the oil would travel from the 2 VVT solenoids. That tended to destroy the loom.
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That could be an injector going bad when warmed up. If the wiring is intact - All you got to do is load test the wires with a 55w bulb and measure Volt Drop.
Really you need to look at Injector Voltage and Current with a good scope.
Another thing is an insulation test on the Injectors - Shove a good 250 or 500 Volts into them.
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What pin was it ?
Have you referenced it to the Wiring Diagram to KNOW what that Pin does ?? Very Silly if you have not !!
I am sure you have not !!
Do you like working in the dark ??
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Let us throw some sense and Logic at this !! Ok we dont know what Group A is !!
For sure it would be Injector "1" and at least one other ?
1 & 2 or 1 & 3 or 1 & 4 Maybe Group A is Bank 1 so 1,2,3 & 4.
FFS there is only 4 of them Nobody is asking you to dig roads with a shovel or carry bricks up a ladder all day ?
This is simple stuff, simple tests !!
Injectors & Wiring - If not then an ECU -- IF ECU Powers and Grounds are Load tested and robust.
Piezo or Solenoid injectors in this ??
8astard is not STOCK then !! Is it ? Far from it !!
How !! Where !! do you get your terminology !!
Your accuracy is pivitol if you want accurate help !!
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Hey Dr Sheldon, thank you for making me feel like an idiot today! 
I have not heard of an insulation test before but sounds like a good idea for injectors, however, how do you get 250 or 500 volts safely?!
This is good info. I wish I had a oscilloscope but I do not. Just a multimeter. Is there a scope you recommend buying? Sounds like a good add to the toolkit.
I have not heard of an insulation test before but sounds like a good idea for injectors, however, how do you get 250 or 500 volts safely?!
If I was able to confidently say "Group A is Cylinder 1 and 2", then I would like to swap both those injectors to cylinders 3 and 4, but without being confident about grouping, I am diagnosing in the dark. I appreciate your strategy here, but was hoping someone who knew these cars a bit more had some knowledge, not just chewing me out for asking. Is this why nobody uses forums anymore?
The car is tuned with MRTuning. There are no other modifications. In the US, it is common for folks to say "Otherwise it is stock." I apologize your highness!
Wiring diagram doesn't tell me about the groups as far as I can tell. It calls out the wiring to each injector back to the ECM but no grouping.
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That is not on me.Hey Dr Sheldon, thank you for making me feel like an idiot today!
I am trying to help you with accuracy !!
Accuracy and a large dose of pedantic is what you need to fix these car.
These cars are far beyond the capability of the DIY motorist and his toolbox yet we still try - The Dealers do not have the tooling needed - What chance is there for the DIY - But we try,
I use the Pico Automotive 4 and 8 channel versions.
With an Insulation Tester.
Lose the grouping from your thought process !!
As I said - Pretend it is all 4. Test all 4 !! Find the fault and cure it !!
Move the injectors around - See if you can get the DTC to change. That helps to eliminate an ECU fault ?? Worth a pop ??
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The corroded Pin - Which one was it ????
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Thank you. I will find something similar.
Pin #2 on the 60 pin connector, so it was for injector #2. (T60/2)
I will pick up one of these as well for testing injectors.
Yes, I can try this before or after the insulation test, just want to be "strategic" about it since it'll take a bit of disassembly, tuning for changed positions, bleeding the air, etc.
I am thinking I'll swap the #1 and #4 injectors. I figure you're probably right about your ealier message in that Group A is probably #1 and #2 or #1 and #3, it wouldn't make much sense for it to be #1 and #4.
Thank you for the help!
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I would drill down on that !!!!! Is that any coincidence ??
In fact I would now replace the Female Pin in the Connector. These are available from VW.
You may have cleaned the ECU male pin but you cannot get access to the female socket to clean it - If you try you will just loosen / spread it. Corrosion will likely have weakened it anyway taking away its tension that is needed to grip the male pin !!
If that does not improve things then perhaps pull the casing off the ECU, Locate Pin 2 and solder a wire in there to Wire 2. So a parallel by pass across the connector.
That one connector may be the root cause of the Group A Fault ??
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Great points! I will open it back up and see what the female pin looks like and get a new one ordered.
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There is nothing Similar !! Nothing comes close !!
Any Household or Commercial will have one - Basic equipment for them.
I did not rule out 1 & 4 ?
Why not ?? With a firing order of 1-3-4-2 it makes sense !!
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Dont bother looking and making judgements - Replace the Female Pin !! Cheap and Easy !! Eliminate that from the equation !!
In the dealership the procedure here would be to replace the Wire and the ECU - With good reason !!
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Corrosion on just one pin ?? Not likely to be water /moisture Ingress - Or is it ??
Is there another reason for that pin to look like that ?? @Bruce will know a "thing or two" in that regard - Hopefully he will comment.
And this !!
Looks like to me that you cleaned it up and repaired the fault ? For sure you promoted change ??
Just that your repair was temporary not permanent ??? What do you think ?? Replace that Pin !!!