So your carbon canister param is an ECU calculated load factor - not the purge valve duty cycle. However this ECU/bank looks a lot healthier - see the AI generated graph analysis of the last log showing lambda correction much more sensible. Both sensors track together nicely as well. This is perhaps pointing to an issue that only affects ECU/Bank2 with lambda sensors 3/4.
Can you capture the list of all available log params on the ECU ?
That's exactly what I was thinking about, because lambda banks 1/2 look better than 3/4 each time I am monitoring them. Pretty frequently both go crazy though.
Here's the advanced measuring blocks' list for the Engine I (almost the same must be the Engine II I believe) and I have made screenshots as there seemed no other way of exporting them.
...and here on the go I can't hepl myself sharing the logs made being stationary in the vehicle for few minutes recording 3-4 minutes of the each ECU after few cilometers riding on the highway.
To my surprise, engine works comparably smoothly while ECU Engine I is showing O2 sensors out of range this time distinctively form ECU Engine II showing nothing abnormal.
Staying without move, Idling, without a single touch of the accelerator pedal. Engine I ECU generated some codes but the Engine II is clean, except for the "Left Engine Mount Solenoid Valve (N144) P1573 - 004 - Open Circuit" which I'm ignoring as it has nothing to do with this case.
Friday,28,August,2026,19:41:08:13576
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 11 x64
VCDS Version: 26.3.0.0 (x64) HEX-V2 CB: 0.4701.5
Data version: 20260320 DS375.1
www.Ross-Tech.com
VIN: WAUZZZ4E55N016354 License Plate: CC181GG
Mileage: 167106 Repair Order:
--------------------------------------------------------------------------------
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Address 01: Engine Labels: 07C-910-018-BHT1.lbl
Control Module Part Number: 4E0 910 018 HW: 4E0 906 018
Component and/or Version: 6.0L W12/4V A ª0110
Software Coding: 0011773
Work Shop Code: WSC 00999 444 64523
VCID: 5CE676775A28D76AF3B-8008
3 Faults Found:
18331 - Please Check DTC Memory of ECU Number 2
P1923 - 008 -
17573 - Long Term Fuel Trim Additive Air; Bank 1; Range 1
P1165 - 002 - System too Rich
17499 - Mixture Regulation; Bank 2; Range 1
P1091 - 002 - Rich Limit Exceeded
Readiness: 0010 1001
And by the way, as I have spotted light bulbs flickering on the console and whole interior recently here's log for alternator/battery evaluation just in case.
I would also like to see a warm idle (or short drive) log with BOTH the EVAP solenoids unplugged - the ECU will nag of course but it might help us prove something if they are not properly responding to the commanded duty cycle... but if they are stuck open (even when electrically disconnected) you would get some unmetered fuel vapours.
In the most recent two logs we can see one ECU/bank with "Activated Charcoal - Filter Load Factor" (whatever that actually is) stuck at -7.5% while the other always show +0.5%. That is telling us something about the ECUs doing something different but we don't know why yet. Take new warm idle logs with the latest list of params for each ECU and then take logs with the EVAP solenoids unplugged.
This is for the cold start recordings of the ECU Engine I (I couldn't do yesterday) and the difference can be easily seen in correlation with the ECU Engine II:
OK - these are getting interesting now... again with some AI help to crunch the data into graphs the best hypothesis I have is that the EVAP valve on ECU2 is stuck/sticking open... you can see sections when purge valve is not being commanded to open while lambda 3/4 corrections are massively negative so the only explanation I have for that is the purge valve being stuck open so the engine draws in unmetered and unexpected fuel vapour. If you had one sticky fuel injector that would only affect Bank 3 or 4 - not them both - very unlikely you have one injector on each bank going rogue at the same time - it MUST be the purge valve.
Cannot wait to see the logs with both EVAPs disconnected... bear in mind it could be mechanically stuck open so you might also want to clamp the input hose so the purge valve has no chance of sucking in fuel vapour.
That's great!
I'm trying to figure out how to disconnect those EVAPs and how to clamp the hoses.
Looking at the engine and have no idea how to identify location of those.
I'll try to Google for defining how do they exactly look like visually.
P.S.
Today I didn't feel any excessive vibrations or REVs shiftig up while idling.
I looked it up on ELSAWIN for your engine - both EVAP valves reside on right side of the engine (wrt sitting in the driver seat looking forwards).
1 - connector for N333
2 - N333 (EVAP bank 2)
3 - connector for N80
4 - N80 (EVAP bank 1)
Those two grey shaded hoses carry the fumes to the intake manifold (at the rear I believe) so you could remove them and block the ends (or use pipe clamp tools) for a test.
i would love to see W12 in the metal some day - what a motor - this pic would be enough to keep most people awake at night - especially trying to figure out why the firing order is like this... like a VR6 (firing 1-5-3-6-2-4) doesn't sound funky enough some crazy person decided to splice them together :-)
Well, I don't really know what this car did to me but I've bought it absolutely abruptly from Japanese auction and didn't even know what it was about 13 years ago and became used to it so deeply that now it's become a part of my some space that has more value than just an ordinary car taking you from A to B destination.
Yeah its an amazing engine - most of my reason for wanting to help here is so I can say that I have somehow worked on one !
Waiting for you on the ECU1 & ECU2 logs with EVAP valves disconnected and/or blocked.
There are two - or there should be - compare with the pic that I posted. Should be just below your hand in your pic. Of course the manual may be wrong (not for the first time)... with the one you can see - follow the input hose back and see it makes a T connection to the other EVAP purge valve. Or maybe there is only one EVAP fitted to each side of the engine. See if you can get eyes (via a mirror maybe) on where the known purge valve connects to the IM on that side... then use that location as a guide to finding the pipe that leads to the other one.
Okay
Should I do it on cold start?
I mean, test run with VCDS.
Or working temperatures?
Is it enough to do it while idling without move or should I take a ride like that?
I would do cold start and log ECU2 until fully warm with both evap valves disconnected and/or plugged. Before we saw lambda corrections going crazy after it warmed up - now we hope to see none of that as it's the only source of unmetered fuel that can affect both banks on each ECU.
Then do a warm idle log with ECU1 keeping both EVAP valves disconnected and/or plugged.
Plugging the hoses is preferable to just disconnecting the electrical signal as there is a chance the valves are mechanically stuck open.
No smoking or sparks while you have any vent pipes open !!!!
