2009 Audi Q5 3.2 (CALB) fault code 6209/P1137

[Rob A]

Hi,

I could really use some help.

This 2009 Audi Q5, 3.2l, 120k miles, has the check engine light on and reportedly runs roughly when starting.

I haven't verified rough running when starting.

Faults were stored for bank one fuel trim and misfires on cylinders 1,3,6,2.

                Address 01: Engine       Labels: 06E-907-559-CAL.clb
Control Module Part Number: 8R0 907 559 A    HW: 8T0 907 559 B
  Component and/or Version: 3.2 SIMOS8.2  H04 0004
           Software Coding: 0121000A190F0121
            Work Shop Code: WSC 06335 000 00000
              ASAM Dataset: EV_ECM32FSI8R0907559A A01010 (AU48)
                       ROD: EV_ECM32FSI8R0907559A.rod
                      VCID: 3E7338B0A16F3DB2FB-806A
6 Faults Found:

7113 - Cylinder 1 
          P0301 00 [032] - Misfire Detected
          Intermittent - Not Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 2
                    Mileage: 193253 km
                    Date: 2016.12.22
                    Time: 11:22:15

                    Engine speed: 1024.00 /min
                    Normed load value: 14.1 %
                    Vehicle speed: 21 km/h
                    Coolant temperature: 92 °C
                    Intake air temperature: 21 °C
                    Ambient air pressure: 1000 mbar
                    Voltage terminal 30: 14.116 V
                    Unlearning counter according OBD: 31
                    Engine speed: actual: 992 /min
                    MAF_ENVD: 103.49411 mg/stroke
                    Coolant temperature (unfiltered): 92.3 °C
                    Engine: operating status: IS
                    T_AST_ENVD: 51.40 s
                    Vehicle speed: actual: 21 km/h

7117 - Cylinder 3 
          P0303 00 [032] - Misfire Detected
          Intermittent - Not Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 3
                    Mileage: 193118 km
                    Date: 2016.12.19
                    Time: 15:44:45

                    Engine speed: 1024.00 /min
                    Normed load value: 14.1 %
                    Vehicle speed: 21 km/h
                    Coolant temperature: 92 °C
                    Intake air temperature: 21 °C
                    Ambient air pressure: 1000 mbar
                    Voltage terminal 30: 14.116 V
                    Unlearning counter according OBD: 31
                    Engine speed: actual: 992 /min
                    MAF_ENVD: 103.49411 mg/stroke
                    Coolant temperature (unfiltered): 92.3 °C
                    Engine: operating status: IS
                    T_AST_ENVD: 51.40 s
                    Vehicle speed: actual: 21 km/h

7123 - Cylinder 6 
          P0306 00 [032] - Misfire Detected
          Intermittent - Not Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 3
                    Mileage: 193118 km
                    Date: 2016.12.19
                    Time: 15:44:45

                    Engine speed: 1024.00 /min
                    Normed load value: 14.1 %
                    Vehicle speed: 21 km/h
                    Coolant temperature: 92 °C
                    Intake air temperature: 21 °C
                    Ambient air pressure: 1000 mbar
                    Voltage terminal 30: 14.116 V
                    Unlearning counter according OBD: 31
                    Engine speed: actual: 992 /min
                    MAF_ENVD: 103.49411 mg/stroke
                    Coolant temperature (unfiltered): 92.3 °C
                    Engine: operating status: IS
                    T_AST_ENVD: 51.40 s
                    Vehicle speed: actual: 21 km/h

7115 - Cylinder 2 
          P0302 00 [032] - Misfire Detected
          Intermittent - Not Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 1
                    Mileage: 193345 km
                    Date: 2016.12.25
                    Time: 12:11:17

                    Engine speed: 1024.00 /min
                    Normed load value: 14.1 %
                    Vehicle speed: 21 km/h
                    Coolant temperature: 92 °C
                    Intake air temperature: 21 °C
                    Ambient air pressure: 1000 mbar
                    Voltage terminal 30: 14.116 V
                    Unlearning counter according OBD: 31
                    Engine speed: actual: 992 /min
                    MAF_ENVD: 103.49411 mg/stroke
                    Coolant temperature (unfiltered): 92.3 °C
                    Engine: operating status: IS
                    T_AST_ENVD: 51.40 s
                    Vehicle speed: actual: 21 km/h

6371 - Random/Multiple Cylinder Misfire Detected 
          P0300 00 [032] - -
          Intermittent - Not Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 3
                    Mileage: 193118 km
                    Date: 2016.12.19
                    Time: 15:45:54

                    Engine speed: 1358.00 /min
                    Normed load value: 20.0 %
                    Vehicle speed: 27 km/h
                    Coolant temperature: 93 °C
                    Intake air temperature: 21 °C
                    Ambient air pressure: 1000 mbar
                    Voltage terminal 30: 14.116 V
                    Unlearning counter according OBD: 31
                    Engine speed: actual: 1344 /min
                    MAF_ENVD: 114.38823 mg/stroke
                    Coolant temperature (unfiltered): 93.0 °C
                    Engine: operating status: PL
                    T_AST_ENVD: 51.40 s
                    Vehicle speed: actual: 27 km/h

6209 - Fuel Trim: Bank 1 (Add) 
          P1137 00 [232] - System too Rich
          MIL ON - Intermittent - Confirmed - Tested Since Memory Clear
             Freeze Frame:
                    Fault Status: 00000001
                    Fault Priority: 2
                    Fault Frequency: 2
                    Mileage: 183463 km
                    Date: 2016.06.05
                    Time: 14:39:28

                    Engine speed: 709.00 /min
                    Normed load value: 32.9 %
                    Vehicle speed: 0 km/h
                    Coolant temperature: 101 °C
                    Intake air temperature: 33 °C
                    Ambient air pressure: 990 mbar
                    Voltage terminal 30: 14.218 V
                    Unlearning counter according OBD: 40
                    Engine speed: actual: 672 /min
                    MAF_ENVD: 196.09411 mg/stroke
                    Coolant temperature (unfiltered): 105.0 °C
                    Engine: operating status: IS
                    T_AST_ENVD: 539.70 s
                    STATE_LS_ENVD[1]: 2


Readiness: 0000 0000

At idle bank one fuel trim is -20 to -29% (long term) and bank two is close to zero.

At freeway speeds fuel trim is close +/-5% on both banks, short and long term.

At idle the exhaust gas analyzer shows the mixture at lambda 1.002 and 14.7 air fuel ratio.

I suspect the lambda sensors are working correctly and the exhaust is not restricted because of these numbers.

                Address 01: Engine  (8R0 907 559 A)

10:49:13
  IDE00021   Engine speed 715 /min
  IDE00597   Long term adaptation of mixture formation bank 1 -27.3 %
  IDE00598   Long term adaptation of mixture formation bank 2 -4.7 %
  IDE00604   Short term adaptation of mixture formation bank 1 0.0 %
  IDE00605   Short term adaptation of mixture formation bank 2 1.6 %
  ENG101828   Air mass 12.43750 kg/h
  ENG100339   Air mass integral: actual 0.00 kg
  ENG99216   Air mass integral: specified 0.00 kg

--------------------------------------------------------------------------------
--------------------------------------------------------------------------------


                Address 01: Engine  (8R0 907 559 A)

10:50:25
  IDE00021   Engine speed 1413 /min
  IDE00597   Long term adaptation of mixture formation bank 1 -3.9 %
  IDE00598   Long term adaptation of mixture formation bank 2 -0.8 %
  IDE00604   Short term adaptation of mixture formation bank 1 -1.6 %
  IDE00605   Short term adaptation of mixture formation bank 2 2.3 %
  ENG101828   Air mass 47.34375 kg/h
  ENG100339   Air mass integral: actual 0.00 kg
  ENG99216   Air mass integral: specified 0.00 kg

The second set of data is power braking car in shop.

I assume its not the MAF, or fuel pressure, or pcv, or purge since only one bank is a problem.

Clamping the purge hose closed made only small trim change, on both banks.

I suppose it could be the variable cam timing, or the cam profile shifting that all those little solenoids in the head do.

Any advice is greatly appreciated.

 

[Jack@European_Parts]

Air leak.....can you hear a hiss?
Have you isolated the brake booster?
Have you tried intake fault finding spray or water?
Do plugs look with soot or white?

 

[Rob A]

Because the fuel trim values are negative, I did not check for an air leak. I'd expect an air leak cause positive fuel trim values. Plugs look normal to white, nothing out of the ordinary, in my opinion.

I've heard, in a training, that you can have a flow restricted catalyst on one bank of a "V" engine causing negative trim on one bank and positive trim on the other. In this case bank 2 is pretty normal and the trim is pretty normal at freeway speeds, where a flow restriction would be more significant. So I don't think there is a restricted catalyst on one bank.

My other thought was a bank one oxygen/air fuel ratio sensor that was out of calibration, causing the negative trim on bank one. I've seen this a few times and in those cases, exhaust gas analyzer measurements showed the air fuel ratio not at lambda. This car is running at lambda, in closed loop at idle, so I don't think the oxygen sensor is bad. Maybe I can swap the left front and right front sensors just to make sure, I haven't checked into this.

 

[Uwe]

Yeah, -27% seems a lot of negative trim on the one bank at idle and I wouldn't expect that to be an air leak either.

Could it have a leaky injector somewhere in bank 1?

Have you pulled the spark plugs to see what they look like?

-Uwe-

 

[ivagp]

Perfect post perfect wright up. I would like to see cam crank correlation cold and hot idle and 2500 rpm.

 

[Rob A]

I only looked at one plug on bank one. A leaking injector could be the culprit, and the customer says it runs roughly when starting (at times). I could pull the plugs and look at the injectors for leaks with borescope. I have a pico scope, so I could check cam/crank correlation. This engine has two solenoids on each head for cam timing and many solenoids for cam lobe shifting. I don't really have a good idea how the variable cam timing works or what exactly all the other solenoids do, on this engine.

 

[Jack@European_Parts]

Oh you can indeed have an air leak with additive if the plugs are clean.....and because a cat could already be melted on inletside of catalyst causing bank restriction for enhanced misfire vicariously.

 

[ivagp]

You should check it with vcds cam crank correlation I don't know the exact address but I'm sure somebody on this forum should know. Check the label files also there should be some more information. If there is an issue also check oil pressure afterwards cold and hot

 

[Jack@European_Parts]

6209 - Fuel Trim: Bank 1 (Add)
P1137 00 [232] - System too Rich
MIL ON - Intermittent - Confirmed - Tested Since Memory Clear
Freeze Frame:

http://wiki.ross-tech.com/wiki/index.php/Fuel_Trim_Info

"Add" means additive trim, which is addressing an imbalance at idle. When the ECU is using additive trim, it is telling the injectors to stay open a fixed amount longer or shorter. The malfunction (e.g. vacuum leak) becomes less significant as RPM increase. For additive adaptation values, the injection timing is changed by a fixed amount. This value is not dependent on the basic injection timing.

You might want to have a look for Carbon build up..........

 

[Jack@European_Parts]

Oh hell just take Andys whole great old post here........

Fuel Trim Info

From Ross-Tech Wiki


Understanding Fuel Trim

Some of the most common Fault Codes (DTC's) pertain to fuel trim (rich mixture, lean mixture, etc.) Here is an explanation of fuel trim and what it does for us. The ECU controls Air/Fuel mixture in order to maintain power, efficiency, and emissions. A/F is expressed as either a ratio (14.7:1 for example) or as a Lambda value. With iso-octane ("ideal" gasoline), Lambda of 1.0 is equal to 14.7:1 A/F. This is known as "Stoichiometric", a condition where there is a perfect balance between oxygen molecules and the various hydrogen and carbon based molecules in petroleum. With the oxygenated gasoline that most of us use, actual A/F ratio of 15:1 is closer to stoichiometric.If Lambda is greater than 1.0, then there is a surplus of air and the engine is running lean. If Lambda is less than 1.0, then there is a surplus of fuel and the engine is running rich. It should be noted that the ratios are mass-based, not volume-based.

So, why don't we always run at 1.0 all the time? Well, we do MOST of the time. At cruise and idle, mixture is held tightly to 1.0 to keep the catalytic convertor at optimal efficiency, so the emissions are minimized. However, when we need acceleration, the mixture gets richer. Why? Maximum power is made between 0.85 to 0.95 Lambda (12.5 to 14.0 A/F with iso-octane). So, under acceleration, mixtures get richer. Sometimes you want to get even richer under acceleration to keep detonation (pre-ignition of the mixture from excess cylinder temperatures) away. The 1.8T has a relatively high compression ratio for a turbocharged engine, which especially under lots of boost, is very succeptible to detonation).

So, now that we know that the ECU wants to be able to control the A/F ratio. It has a prescribed set of values (maps) for a given RPM, Load, etc. So, the ECU tells the injectors to pulse for exactly XX.X milliseconds and that SHOULD get us the proper A/F ratio that we want. Well, if you tell an employee to go do something, you want to make sure they actually did it, right? The ECU has some snitches (the front O2 sensor and the MAF, for the most part) that will report back whether or not the desired mixture has been attained. The rear O2 sensor is used mostly to monitor the condition of the catalytic convertor, although in some applications it also contributes to trim information.

Based on feedback from the snitches, the ECU learns to apply a correction factor to its commands to the fuel injectors. If you know that your employees take longer than the standard allotted time to do a specified job, you will need to adjust for that in your planning (injectors are in a union, so it is tough to fire them ). The learned values go between the maps in the ECU's Flash ROM (the "chip") and the signal to the fuel injectors. These learned compensations are known as "trim". So, when you see "trim", it means "compensation".

"Add" means additive trim, which is addressing an imbalance at idle. When the ECU is using additive trim, it is telling the injectors to stay open a fixed amount longer or shorter. The malfunction (e.g. vacuum leak) becomes less significant as RPM increase. For additive adaptation values, the injection timing is changed by a fixed amount. This value is not dependent on the basic injection timing.

"Mult" mean multiplicative trim, which is addressing an imbalance at all engine speeds. The malfunction (e.g. clogged injector) becomes more severe at increased RPM. For multiplicative adaptation values, there is a percentage change in injection timing. This change is dependent on the basic injection timing.

You can check your current state of trim by using VAG-COM or equivalent to look in Group 032 (in many modern ECU's, consult your Factory Repair Manual for the specific group for your particular vehicle) in your engine measuring blocks. The first two fields will have percentages. The first field tells the fuel trim at idle (Additive). The second field tells the fuel trim at elevated engine speeds (Multiplicative). Negative values indicate that the engine is running too rich and oxygen sensor control is therefore making it more lean by reducing the amount of time that the injectors are open. Positive values indicate that the engine is running too lean and oxygen sensor control is therefore making it richer by increasing the amount of time that the injectors are open.

It is totally normal for both the first and second fields to be something other than zero. In fact, zeros IN BOTH FIELDS indicates that either you just cleared codes (which will reset fuel trim values) or something isn't working properly. If values get too far away from zero, it will cause a DTC (fault code) and can set off the MIL (commonly referred to as the Check Engine Light, or CEL). Specifications for normal operation are usually somewhere near +/- 10%.

In general, an out-of-spec value in the first field (Additive) indicates a vacuum leak since it is mostly present at idle, when vacuum is highest. An out-of-spec value in the second field (Multiplicative) indicates a fault at higher RPM, and may point to a faulty MAF.

Here's a good sanity check for the status of your MAF. Do a full-throttle run all the way to redline in a single gear (second works fine). Group 002 usually shows air mass in g/s (in many modern ECU's, consult your Factory Repair Manual for the specific group for your particular vehicle). Your peak airflow should be roughly 0.80 times your horsepower if you are close to sea level. So, if you have a stock 150 hp 1.8T, expect around 120 g/s. If you see significantly less than that, you MAF may be on the way out. Also note that airflow will be markedly different at higher altitudes due to reduced ambient air pressure, especially with naturally aspirated engines that do not have forced induction to overcome that deficiency. This still works if you are chipped, but "race" programs may make more power through timing, rather than airflow. Therefore, take all readings with a grain of salt.

Andy 11:30, 8 May 2006 (Eastern Standard Time)
VAG-COM-FAQ-1.1
Video Link

Fuel Trim

It would be IMHO........... a good idea to label the blocks as "short & long" for the complete idiot in VCDS!

 

[Rob A]

I pulled all the bank one plugs and found cylinder 3 plug was black with fluffy carbon. Borescope shows the injector dripping! We're going to check the rest and discuss replacing all or just that one.

The car doesn't have measuring blocks, its UDS. Interestingly, fuel trim data appears as just like in generic OBD2. I don't see the additive and multiplicative data parameters in the list.

Also, the car has no MAF, it's a speed density system with a MAP sensor only. I smoke checked for intake leaks, none found.

Thank you gentleman!

When repairs are finished, I'll post with the, hopefully good, results.

 

[Jack@European_Parts]

The ecu has the ability to determine Multiplicative verse Additive DTC's regardless of MAF or no MAF.

Sounds like plug inspection using basics wins again for the faulty injector........JPPSG!

 

[Rob A]

After replacing cylinder 3 injector, fuel trim was nearly the same on both banks, no faults reoccured. Car is fixed, thank you!