6R32 - Mk5 Diesel Polo to VR6 Petrol Fun & Games

[nugentp]

I don't have huge experience on the Mk5 Polo (6R platform) but I still got roped into a project to convert one from its original 1.2 diesel engine to a 'somewhat larger' petrol engine from a Mk1 Audi TT (cough). We sourced a 6R petrol tank and related parts for the conversion.

We have said petrol engine running on a test cradle for now (it was bought for not outrageous money without a chance to hear it running in real time). I tweaked the ECU for 'immo off' operation for now and we have some more tests to do before establishing the full list of mechanical refurbishments needed along the way. I have a Motronic guru lined up to help solve the bigger challenge of integrating the ECU with ESP8.2i family ABS (instead of the MK60 system the TT expects) and any other coding or firmware tweakments so the ECU settles into a new home without lighting up the dashboard like the proverbial xmas tree.

Apparently the Mk1 TT instrument cluster will physically fit in the Polo reasonably well, but I worry about all sorts of BCM related gremlins and fault codes if we do that. The other issue is the central display on the TT cluster is heavily pixelated and unusable - seemingly a design feature of those old displays based on the number of threads you see about failures - so we can't use that one at least.

We can't really retain the cluster from the 6R polo diesel engine either as the RPM range available is not suitable for petrol engines.

So... wondering if a set of clocks from a 6R/6C petrol engine (maybe from GTi variant) is the way to go as it should integrate with the original BCM in a mostly expected way, but does anyone have experience of doing such a cluster swap on 6R/6C. This opens three questions:

1. Do we need 'special software' to transfer VIN information to the donor cluster ?
2. Will component protection be involved before the car's BCM (or ABS etc) will accept a different cluster ?
3. Maybe we need to also swap the 6R Polo BCM from diesel version to petrol version as part of this conversion ?

On the 3rd question I really need to find some 6R/6C Polo VINs so I can cross-check the BCM p/n on PL24 to see if there is any sense of petrol vs diesel versions - showing my lack of experience on that platform.

More info will be openly shared here as the project advances - there are some mechanical challenges around things like driveshafts and whether the exhaust will clear the bulkhead etc but we dunno how much pain will be involved until we get there.

 

[nugentp]

Trying to answer Q3 myself after a bit of VIN chasing on PL24 - seems like the BCM variant is determined primarily by things like start/stop capability and the headlight configuration, so I am happy enough that the existing BCM can integrate with petrol or diesel engine & clocks.

Boy oh boy do those fancy 6R GTi clusters fetch a premium price on auction sites with their extra needles and 180mph range - literally 5X the price of regular 6R petrol clocks which only feature rpm (up to 8K) and 160mph speedo (plenty).

The engine will of course start and run without any 6R components connected (ECU is immo off) - what I am wondering about is the level of fault codes and nagging lights on the 6R petrol cluster without an IMMO conversation it expects to have with a more modern ECU and whether mismatched VINs across the main components is something that MUST be solved or is just nice to have for less fault codes.

 

[nugentp]

Let's say I have special software to transfer EEPROM contents from old diesel cluster to new petrol cluster so the info about VIN, IMMO, keys, SKC is transferred over - does component protection also come into consideration or is the EEPROM going to solve everything by cloning the cluster info ?

As expected, the IMMO4 ops of the cluster cannot override the IMMO3 off behaviour for the VR6 ECU as the engine starts and runs on the cradle just fine. A nice surprise is the cluster displays correct RPM on the 6R cluster so that's something.

There will be other challenges to solve as the 6R clocks don't use a gearbox sender for speed input... nor does it send old school VSS signal to the ECU. That's a problem for another day.

 

[2kaa52]

You shouldnt do this, you have Zero knowledge......

 

[nugentp]

"Zero knowledge" you say - thats quite the claim... I do have limited knowledge on IMMO4 and PQ25 specifics, but I have a particular set of skills that usually takes me to where I need to be one way or another so let's just see how this develops.

 

[nugentp]

Just a quick update in my 'zero knowledge' quest here.

After doing a bit of homework, first finding how to hold the NEC MCU in reset so the EEPROM from the AKL cluster could be read with a cheap device I made some progress. Then I invested in a genuine instance of VAG-Tacho (a very useful tool with excellent support).

After a bit more learning along the way I now have the IMMO4 info from the diesel cluster transferred into the 6R petrol cluster. That should stop any nagging from the ABS, BCM etc about mismatching VIN etc, but it turned out I needed to IMMO-OFF the petrol cluster to ensure it stays out of SAFE mode... and doesn't attempt a conversation with an ECU that only understands IMMO3. I already have IMMO OFF in the ME7.1.1 ECU so everything appears to be going to plan. It fires up and runs great - sending signals to the 6R petrol cluster.

Obviously a good quality aftermarket security system is important for this kind of setup where the different generations of factory IMMO systems cannot play with each other, but thats not a topic for here.

I did hit a glitch trying to program a fresh key for this 6R32 frankenconfig with VAGT but thats not something for here - its either some small print that I haven't figured out yet or finger trouble or an incompatible key.

Solving VSS is the next task to tackle while the engine is running in the test cradle - I am expecting that to be easier than IMMO wars on the assumption that I can direct the G22 signal from the gearbox sender direct (or via some kind of isolated buffer circuit) into the ECU as its sense of VSS but I need to see things on a silly scope first of all so I don't blow anything up. Thankfully I have the ECU breakout box for that - all 121 pins or whatever it is.

Anyway - RPM and CTS info from the VR6 engine is being sent to the 6R petrol cluster without any drama - some convenient reuse of CAN Bus labels I expect between 2004 and 2010 cluster but I haven't tried to sniff the bus yet - could be some odd things and I am not thinking about the (w)hole ABS interworking until we get that deep. I do have a highly respected ME7 guru lined up to help with those most tricky parts of the integration but thats a way off.

Component protection (CP) would have made this a far bigger nose bleed, but that doesn't come into play on 6R machines - seems like thats a thing on 6C from 2015/2016 wish.

 

[nugentp]

So, I have made a simple little circuit to generate VSS from the G22 sensor on the gearbox as the 6R cluster does not generate it - that platform presumably relies on the ABS controller broadcasting vehicle speed based on ABS wheel speed senders.

The VSS gen circuit is working perfectly when I have the VR6 TT ECU running with the 6R cluster in that the signal is exactly as I would expect, but the ECU is not displaying any sense of vehicle speed. I have it on a test cradle with gearbox turning in whatever gear.

Does that mean the ECU expects a CAN-Bus message from the cluster/kombi about what scaling factor to use for the VSS signal before it knows what to do with it... or does the 8N cluster actually send VSS info over CAN Bus as the primary method here and VSS is just some legacy / fallback ?

I think I am going to have to open the quiet-quiet piggy bank here and invest in a CAN Bus sniffer once and for all.

If looking at the pic CH1 (yellow) is the G22 input - note that is pulled up to B+ by the converter so it is well above the schottky threshold and CH2 (blue) is the inverted output which is basically a perfect match for what I observed with the OE 8N cluster when it was generating VSS from the G22 input.

PS - happy to share the circuit with anyone interested - its not exactly complex and very cheap to build !

 

[nugentp]

For complete transparency, attached here is the OE setup but just note it was taken in a different gear (so frequency is different) and the channels are swapped over. The G22 input (yellow) is around 8V amplitude as the 'raw' signal coming off the hall effect speed sensor in the gearbox - and you can see the VSS (blue) signal is pure inverse of that coming from cluster tracking the frequency in real time.

My converter pulls the G22 input up to B+ to ensure it cleanly exceeds the threshold for edge/level detection on the little schottky inverter circuit.

 

[nugentp]

And heck here is the VSS generator circuit for good measure... about as simple a digital circuit as one can imagine !

 

[nugentp]

So... a bit more investigation suggests strongly that the 8N ECU simply ignores the VSS pin as it expects to get VSS info via CAN-Bus messages from the cluster (or possibly the ABS controller). I got some bus sniffing to do !

 

[Dr Sheldon]

You shouldn't do this, you have Zero knowledge......

I would enquire the cost of a Polo Gti on finance over 3 years ! Purely to bring "sanity" into the equation !!

 

[iichel]

who cares about sanity, it's a really cool project!

 

[nugentp]

I would enquire the cost of a Polo Gti on finance over 3 years ! Purely to bring "sanity" into the equation !!

Thats a far too sensible idea... where's the fun / opportunity for education / buying new tools in that ?

 

[nugentp]

Sorry to not have been keeping this one up to date... currently in middle of engine refurbishment - a couple of cylinders scored lower that I like during leak down tests and we could see a fair build up of carbon on pistons and EX valves so a piggy bank has been raided to bring that motor back into a nicer condition.

Along the way I did a bunch of CAN Bus sniffing with a Peak sniffer and related tools - SavvyCAN primarily. I am slowly building up the dBase of all the messages I could see on the PowerTrain bus - cross checking with an 'FR' in German for an ME7 1.8T engine which helps a lot as there is tonnes of overlap. I figured out the ECU gets VSS info from a CAN message generated by the cluster.

In the case of the 8N/TT cluster its speed input is the mechanical sensor in the gearbox, while on the 6R Polo (which I also sniffed) the cluster gets its impression of speed from the ABS controller via wheel speed sensors.

When I finish up the dBase of all the CAN messages I will share it here - its very time consuming to capture all the details. For now, the headline is that VSS info (or vfzg in ME7 parlance) is conveyed to the ECU in Byte 04 of CANiD 0x288 (MOTOR 2, sent every 10ms) with a scaling factor of 1.28 to get kph.

 

[nugentp]

So… the headline news is we got the 3.2 VR6 BHE motor safely transplanted into the 2013 Mk5 6R Polo. It starts, runs, drives & we achieved the goal of getting into that state in time for a local car show. It was finished almost at the last minute with a frantic last few days and nights as we took a long time to get the custom engine mounts sorted out. The dashboard lights up like the proverbial xmas tree at the moment as I have not had time to sort out the finer aspects of 6R integration and it may yet need some special ECU software magic to properly keep fault codes away.

As a longer summary of how we did this - after many cold winter nights doing a full bare block refresh on the engine and then test firing on the bench rig to break the rings in and verify good oil pressure from the new pump, the essential aspects are as follows:

• sourced driveshafts from an 02M equipped 6MT diesel Polo (or its cousins) - we converted the 4WD DRP transmission to FWD by removing the transfer box and replacing it with an off the shelf blanking plate kit complete with the necessary O-rings
• we used an engine crane and trolley jack to get the powertrain in a position where the driveshafts looked at their best place in respect to the front hubs which had previously been upgraded to the bigger ones in support of the 312x25mm front brakes
• with that reference point, a custom fabricated engine mount on the right side needed to be designed and made so we called on the services of a friendly neighbourhood fabrication guy who was happy to roll around under the car with us
• custom modifications also had to be made to the original 6R diesel engine mount on the left (gearbox) side
• some careful notching of the front subframe was needed to get things to work, but the diff housing is too large and the OE location for the underside pendulum (aka ‘dog bone’) mount was never going to work, so we came up with an idea on how an alternative ‘dogs dinner’ mount would work at the rear and that allowed the engine to sit at the correct angle without further cuts on the subframe
• for all the mounts we used a 3” vulcanised rubber disc as the isolation component between the steel works. These are easily and cheaply sourced as actual hockey pucks, which seems kind of ridiculous but for this 1st prototype it worked perfectly and we will monitor how they fare for real world wear and tear. At the price of them it wouldn’t be an issue if you had to replace them annually.
• there is very limited space in the 6R chassis, but we managed to get an initial water route sorted out and locations for the EVAP system and a bit of an initial bodge for the brake servo - that needs to be improved.
• the hydraulic clutch line from same 6 speed 02M application in the Polo (eg 6C 1.8 GTi) worked perfectly and we discovered the gear linkage cables from the old 5 speed diesel box would have been fine, but we refreshed them with the later ones specifically for 02M 6 speed 6R/6C chassis
• due to the timing chain case on the VR6 engines, a special gear linkage bracket is used and most of them are now NLA, but I rolled the dice on one from a Mk2 TT VR6 which fitted perfectly and also came with a nice integrated support for the cables
• as expected, a custom exhaust was necessary for this so we had a local fabrication place (via a hop onto a trailer) make that with 2 x 55m downpipes merged into a 70mm pipe with 2 x silencers… a sports CAT and maybe an active exhaust component can be added later
• as for electrical integration, it wasn’t too bad from a complexity point of view but it was very time consuming to graft all the 30-40 splices in that rain tray area where the loom is nice and straight with lots of room to space out the splices so they don’t all bunch up in the same place. I have everything documented if anyone needs a pointer to also do this - I did it in a way that reused the engine control and fuel pump relays from the 6R chassis and repurposed a bunch of the fuses from the SB block to the BHE engine loom. Along the way I stripped out the 2 x auxiliary heat relays from the diesel loom and was able to repurpose some wiring from this to the VR6 application
• along the way of course the whole dashboard has to come out for the internal wiring access and we renewed the heater matrix as well as deleted the aircon system to improve engine bay space
• another bit of fun was sourcing the correct petrol tank for the car along with the carbon activated canister for EVAP. Then we fitted 3 x brand new PA12 nylon fuel lines from tank to engine

We have hundreds of photos and plenty of videos taken along the way, so I will try to post a few selected ones here (as proof of life) when I get time to sort them all out - need to finalise the “as built” documentation first of all.

Some known niggles are the aforementioned warning lamps on the dashboard as the UDS based 6R chassis is a tad confused about how to talk to an alien ECU from 2004 (and vice versa). I have ABS soft coded off in the ECU for now - that in itself might be why the ABS lamp is active but also there is the whole expectation for VIN numbers to be communicated and checked on these CAN Bus conversations.

As part of the conversion, I changed the instrument cluster from the OE diesel one to a 2nd hand petrol version as the RPM counter makes more sense for a petrol motor and by fluke the mileage indication was almost identical. I had already figured out how to IMMO OFF that cluster (using VAGTacho SW as VCDS sadly does not support the necessary low level pokery). This avoids the BCM from getting upset if the ECU did not engage in an IMMO4 conversation , but on this car the BCM is not in line for the starter activation so that was one less worry. An aftermarket system now serves as the immo function.

The only nag code from the ECU is relating to integration with the airbag controller. The 6R airbag controller does not have the discrete ‘crash’ signal wire, so I left that one open circuit at the ECU (on a stub with a few other unused pins on this platform such as the VSS signal) and I am wondering if that wire floating is why the ECU cries foul… I need to check on another 8L/8N machine here, but I expect that wire needs to be pulled to 0V, but it might also be the case that the 6R airbag controller is sending some messages over CAN Bus that the ECU does not know what to respond with.

Also, I haven’t forgotten my responsibility to try and document all the relevant CAN Bus messages on this transplant as there should be a useful amount of ME7 generic information in there which can be useful to others or further custom ideas on this platform for improved instrumentation.

It was quite the journey to get here, but we sure learned a lot along the way and the best part was meeting the deadline even with a few niggles, but that car drove into the show floor - certainly the only R32 powered Polo in Ireland, and maybe one of two in the UK that we know of… I think a couple of others exist in South Africa as well but its rewarding to have built such a unique machine. Quite how 250+bhp works on the 6R chassis is another question for another day… I can imagine an LSD is going to be on the shopping list for the Gen2 version :-)


PS - sorry for the long post trying to summarise all this, but I will offer up more details if anyone needs guidance on part numbers or wiring specifics.

 

[nugentp]

Here is one quick pic from the event - you can see we didn't have time to even tidy up the battery cables (tut tut)

 

[iichel]

That's mightily impressive. Well done.

 

[nugentp]

I have cleared a bunch of fault codes left from when the battery was unplugged. Of course the ABS controller is now confused by that and a different ECU and instrument cluster module (ICM) at the party. I tried to restore the previous ABS coding from a healthy scan that was taken before the engine swap, but the ABS controller complains it is either incorrect or the steps were wrong. Its an ESP 8.2 car so I realise that part of the coding string is derived from the VIN but ...

Q1 - Does the ABS cross check the VIN with ECU, ICM, BCM or some combination ?

Q2 - Is there a special sequence to coding the ABS which I have obviously forgotten from when I changed coding for the change from drums to discs at the rear and bigger front discs ?

I have not yet bothered to put the Polo VIN into the ECU EEPROM, but I will likely do that first as its easy with the ME7 SW tools I have. I might need some guidance from VAGT support on safely changing the VIN on the ICM.

One other totally random curiousity is neither electric windows work anymore - despite having touched none of the wires or fuses related to that. The fuses are good and the drivers door controller definitely has power as mirror controls and lock/unlock buttons are working. I need to investigate further if there is some hidden 'oops' - the door controllers were about the only thing left alone in this process.

 

[Uwe]

Q1 - Does the ABS cross check the VIN with ECU, ICM, BCM or some combination ?

What are we missing here? Oh, right, an Auto-Scan.

-Uwe-

 

[nugentp]

Fair point sir... I wanted to try and reduce the fault code count before sharing it here so as to not waste anyone's time. I learned that the ABS checks the VIN against the ICM cos I have the coding accepted now on that basis. I went ahead and enabled ECU soft coding for ABS and Airbag which had the effect of clearing the 'implausible signal' fault it had before as now (presumably) the ECU is relying purely on CAN-Bus comms with the Airbag and it ignores the discrete 'crash' wire.

The only faults active are those to be expected with the ABS/ESP wanting to get basic settings done. The brake lamp fault is caused by LED retrofit lenses and we removed the the HVAC system without giving thought to faking the G65 signal (yet) so I think its looking a lot better - certainly less flashing lights on the dash.

I will look into programming the correct VIN into ICM & ECU and then recode the ABS accordingly so its all consistent.

The electric windows remain an oddity... I know the mechanism on PSG side is funked with parts waiting for us to do that (when we get the energy), but the driver side should be all good. Curiously, the keyfobs comfort operation did make the driver window go down and up but only once. All related fuses are good. Its just odd.

Monday,13,April,2026,15:46:03:30756
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 7 x86(Parallels)
VCDS Version 26.3.0.0  HEX-NET CB: 0.4701.4
Data version: 20260320 DS375.1
www.Ross-Tech.com


VIN: WVWZZZ6RZAU042532   License Plate:


Chassis Type: 6R-VW25 (6N0)
Scan: 01 03 04 08 09 15 17 19 25 44

VIN: WVWZZZ6RZAU042532   Mileage: 204600km-127132miles

01-Engine -- Status: OK 0000
03-ABS Brakes -- Status: Malfunction 0010
04-Steering Angle -- Status: OK 0000
08-Auto HVAC -- Status: Malfunction 0010
09-Cent. Elect. -- Status: Malfunction 0010
15-Airbags -- Status: OK 0000
17-Instruments -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
25-Immobilizer -- Status: OK 0000
44-Steering Assist -- Status: OK 0000
-------------------------------------------------------------------------------
Address 01: Engine        Labels: 022-906-032-BDB.lbl
   Part No SW: 022 906 032 FA    HW: 021 203
   Component: MOTRONIC ME7.1.1G   5903 
   Coding: 0000032
   Shop #: WSC 87119 806 641192
   VCID: 4FEE7790DFA508E70A-5185
   VINID: 9E69EAAAA1A2A91940102143082880D905

No fault code found.
Readiness: 0110 1101

-------------------------------------------------------------------------------
Address 03: ABS Brakes (J104)       Labels:. 6R0-907-37x-ESP82.clb
   Part No SW: 6R0 907 379 BE    HW: 6R0 907 379 AF
   Component: ESP8.2i front H05 0001 
   Revision: --------   
   Coding: 230248E3437100B4C42A12E5C2D300821300
   Shop #: WSC 00788 648 00255
   VCID: 02488EA49977358FD5-8057

2 Faults Found:
00778 - Steering Angle Sensor (G85)
            005 - No or Incorrect Basic Setting / Adaptation
             Freeze Frame:
                    Fault Status: 01100101
                    Fault Priority: 0
                    Fault Frequency: 1
                    Reset counter: 249
                    Mileage: 204605 km
                    Time Indication: 0
                    Date: 2020.09.03.
                    Time: 15:43:25

             Freeze Frame:
                    Hex Value: 0x0007
                    Hex Value: 0x0002
                    Hex Value: 0x3251
                    Hex Value: 0x1B97
                    Hex Value: 0x00FF
                    Hex Value: 0x7F7F
                    Hex Value: 0x7F00

00493 - ESP-Sensor Unit (G419)
            005 - No or Incorrect Basic Setting / Adaptation
             Freeze Frame:
                    Fault Status: 01100101
                    Fault Priority: 0
                    Fault Frequency: 1
                    Reset counter: 249
                    Mileage: 204605 km
                    Time Indication: 0
                    Date: 2020.09.03.
                    Time: 15:43:25

             Freeze Frame:
                    Hex Value: 0x0007
                    Hex Value: 0x0002
                    Hex Value: 0x32E1
                    Hex Value: 0x2097
                    Hex Value: 0x00FF
                    Hex Value: 0x7F7F
                    Hex Value: 0x7F00


-------------------------------------------------------------------------------
Address 04: Steering Angle (G085)       Labels:* 6R0-959-654.clb
   Part No SW: 6R0 959 654     HW: 6R0 959 654
   Component: LENKW.SENSOR  H06 0060 
   Serial number: 090465LJ5000ZR
   Coding: 01
   Shop #: WSC 00000 000 00000
   ASAM Dataset: EV_LWSKLOVW25X 005001
   ROD: EV_LWSKLOVW25X.rod
   VCID: 7EB0FA54E18F516FB1-802B

1 Fault Found:
1140738 - Steering angle sensor
          B1168 54 [00001001] - Missing Calibration / Basic Setting
          Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Priority: 2
                    Fault Frequency: 1
                    Reset counter: 249
                    Mileage: 204605 km
                    Date: 2026.04.13.
                    Time: 15:43:36

                    Voltage terminal 15: 11.70 V
                    Voltage terminal 30: 11.95 V
                    Terminal 15 status: On


-------------------------------------------------------------------------------
Address 08: Auto HVAC (J301)       Labels: 6R0-820-045-9AB.clb
   Part No SW: 6R0 820 045 N    HW: 6R0 820 045 N
   Component: Man AC        H02 0202 
   Revision: 0003SH02   
   VCID: 393A2948B021B657C4-806D

1 Fault Found:
00819 - High Pressure Sensor (G65)
            009 - Open or Short to Ground
             Freeze Frame:
                    Fault Status: 01101001
                    Fault Priority: 2
                    Fault Frequency: 1
                    Reset counter: 249
                    Mileage: 204605 km
                    Time Indication: 0
                    Date: 2020.09.03.
                    Time: 07:03:30

             Freeze Frame:
                    Temperature: 11.0°C
                    Time: 380.80 s
                    Time: 0.00 s
                    Voltage: 12.00 V
                    Absolute Pres.: 0.0 bar
                    Time: 0.00 s


-------------------------------------------------------------------------------
Address 09: Cent. Elect. (J519)       Labels:. 6R0-937-08x-09.clb
   Part No SW: 6R0 937 087 K    HW: 6R0 937 087
   Component: BCM PQ25 H+4  H46 0254 
   Revision: BF046001    Serial number: 0434 266121636
   Coding: 25B029B808A1060001280EC02DAB0ED8B08041FF60060000200000000000
   Shop #: WSC 12469 483 00190
   VCID: 45C255B8CCD9C2B7B0-8011

   Subsystem 1 - Part No: 1K0 955 559 AH  Labels: 1K0-955-559-AG.CLB
   Component: RLS 210912 05  54  0403
   Coding: 03302D

   Subsystem 2 - Part No SW: 6R0 959 802 AB    HW: 6R0 959 802 AB  Labels: 6R0-959-802.CLB
   Component: J386__TSG_FT  008 1621
   Serial number: KU0KU020091200018422
   Coding: 18BC30

   Subsystem 3 - Part No SW: 6R0 959 801 AD    HW: 6R0 959 801 AD  Labels: 6R0-959-801.CLB
   Component: J387__TSG_BT  008 1621
   Serial number: KU0KU017091200010077
   Coding: 18BC30

   Subsystem 4 - Part No SW: 6C0 959 442 C    HW: 6C0 959 442 C
   Component: E221__MFL-DC1  H04 0103
   Serial number: 29160000565620056125
   Coding: B0FFFF

1 Fault Found:
01758 - Bulbs for Brake Lamps
            011 - Open Circuit
             Freeze Frame:
                    Fault Status: 01101011
                    Fault Priority: 2
                    Fault Frequency: 1
                    Reset counter: 249
                    Mileage: 204605 km
                    Time Indication: 0
                    Date: 2020.09.03.
                    Time: 15:35:60


-------------------------------------------------------------------------------
Address 15: Airbags (J234)       Labels:| 5K0-959-655.clb
   Part No SW: 6R0 959 655 K    HW: 6R0 959 655 K
   Component: VW10Airbag01X H10 0020 
   Revision: --------    Serial number: 003GX01EFA8E Dataset Number: v00307236R0 0001
   Coding: 003158
   Shop #: WSC 01383 785 00200
   ASAM Dataset: EV_AirbaVW10BPAVW250 A01001
   ROD: EV_AirbaVW10BPAVW250.rod
   VCID: 4AD86684EDC72DCF5D-801F

   Crash sensor for side airbag: driver side:
   Serial number: 3575HRB40511KADSGHBT

   Crash sensor for side airbag: passenger side:
   Serial number: 3585HRB404T1KADSF0UF

   Crash sensor for side airbag: driver side rear:
   Serial number: 3515RRB405H1GLOM6HSP

   Crash sensor for side airbag: passenger side rear:
   Serial number: 3525RRB401C4UHC45H7L

No fault code found.

-------------------------------------------------------------------------------
Address 17: Instruments (J285)       Labels:| 5K0-920-xxx-17.clb-SRI1
   Part No SW: 6R0 920 960 D    HW: 6R0 920 960 D
   Component: KOMBI         H03 0207 
   Serial number: 00000000000000
   Coding: 440E00
   Shop #: WSC 31414 790 50316
   ASAM Dataset: EV_Kombi_UDS_VDD_RM09 A04052
   ROD: EV_Kombi_UDS_VDD_RM09_004_VW23.rod
   VCID: 36202274893F592F29-8063

No fault code found.

-------------------------------------------------------------------------------
Address 19: CAN Gateway (J533)       Labels:. 6N0-909-901-6R.clb
   Part No SW: 6N0 909 901     HW: 6R0 937 087
   Component: GW-K-CAN TP20 H46 0254 
   Revision: BF046001   
   Coding: 002100
   Shop #: WSC 12469 483 00190
   VCID: 70ACD46CA3DB371F33-8025

No fault code found.

-------------------------------------------------------------------------------
Address 25: Immobilizer
Cannot be reached

-------------------------------------------------------------------------------
Address 44: Steering Assist        Labels: 6Q0-423-156.clb
   Part No: 6R0 423 156 C
   Component: LenkhilfeTRW        V278 
   Coding: 11230
   Shop #: WSC 00788 
   VCID: 302C146CF75B771F73-8065

No fault code found.

End----(Elapsed Time: 01:23, VBatt start/end: 11.8V/11.8V. VIgn 11.7V)-----
------------------------------5 Faults Found-------------------------------