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Thread: Blowing off too soon.

  1. #1
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    Blowing off too soon.

    Couldn't resist the amusing title sorry.

    It refers to a problem i've been having for a while, mentioned to a couple of 'experts' for them to look blankly at me.

    Audi tts mk3 ea888 engine. With APR stage 1

    Occasionally upon auto gear change it's as though the diverter valve sticks and system doesn't start to rebuild pressure again but instead prolongs the dsg fart into a short burst of machine gun like fire. Momentarily stalling acceleration.

    I thought an upgraded diverter would solve this and fitted a GFB DV+

    The problem still remains.

    Scans show no errors.

    So to get to my actual question and kind of the reason I purchased vcds is I want to know the best way to begin to diagnose this problem.

    I'd like to log the fault whilst driving a few times so there is some visible evidence of an issue.

    What do you reckon is the best way to proceed?

    Appreciate any help on my first vcds project

  2. #2
    Ross-Tech Employee DrPeter's Avatar
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    Hello,

    Posting a complete Auto-Scan would be a good start, this way we can see the details of the vehicle.

    Also Data logging is a good way to help other 'see' certain information during a road test.
    Data Logging

    You can data log things like:
    - Engine Speed
    - Throttle valve position
    - Ambient air pressure
    - Charge air pressure specified value
    - Charge air pressure: actual value
    - Charge pressure actuator: actual position
    - Charge pressure actuator: specified position


    Have you talks to your APR dealer? or APR about these concerns? I ask because, you have replaced the suspected Diverter Valve(DV) and still have the same concerns...

    One other idea is to connect (back probe) a multi-meter to the DV's wiring connector and observe (as a passenger) the voltage/signal from the ECM while on a road test. This way you can see if the ECM is actually the cause of this concern and operating the DV when it should not be.

    Hope this helps,

    drpeter

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  4. #3
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    The APR guy was a bit clueless to be honest, a small firm that are just installing the software.

    I like the idea of logging the pressures, that seems like a good starting point.

    I can easily reproduce the issue before the temp is fully up but after that it comes and goes.

    Thanks for the reply.

  5. #4
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    ;SW:8S0-906-259-B HW:06K-907-425-B --- Engine
    ;Component:2.0l R4 TFSI H13 0003, Coding:0A1D00122406010B3004
    ;EV_ECM20TFS0208S0906259B,001004,EV_ECM20TFS0208S0 906259B.rod
    ;Saturday,25,April,2020,14:53:07:41178
    ;VCDS Version: Release 20.4.0 (x64) Data version: 20200331 DS317.0
    ;VCID: 3C21321B46E1AA4B4FA-8068

    IDE00001-Production mode,00 00 00 ,3
    IDE00259-Idle RPM correction,0 /min,1
    IDE01945-Engine run-in oil pressure,not active ,1
    IDE02332-Deactivate production mode,00 00 00 ,3
    IDE04158-Activation of start-stop function,active ,1
    IDE04617-Protective function,Enabled ,1
    IDE06425-Roller test bench mode: functional,not activated ,1
    IDE06726-Timing deviation after chain replacement: intake bank 1,0.00 ∞,2
    IDE06728-Timing deviation after chain replacement: exhaust bank 1,-3.31 ∞,2
    IDE06730-Timing deviation after other repairs: intake bank 1,0.00 ∞,2
    IDE06732-Timing deviation after other repairs: exhaust bank 1,0.00 ∞,2
    IDE06734-Timing deviation: current value intake bank 1,0.00 ∞,2
    IDE06736-Timing deviation: current value exhaust bank 1,-3.19 ∞,2
    IDE06738-Chain elongation: no. of valid initial values: intake bank 1,0 ,1
    IDE06740-Chain elongation: no. of valid initial values: exhaust bank 1,5 ,1
    IDE06742-Chain elongation: initial values valid: intake bank 1,not active ,1
    IDE06744-Chain elongation: initial values valid: exhaust bank 1,active ,1
    IDE10261-MAS10172-Operating mode selec.-DI operation,not activated ,4
    IDE10261-MAS10174-Operating mode selec.-CNG operation,not activated ,4
    IDE10261-Operating mode selec.-,not activated ,4

    Is the scanning of the engine module

  6. #5
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    Quote Originally Posted by Placeborick View Post
    The APR guy was a bit clueless to be honest, a small firm that are just installing the software.
    Then you were at the wrong place...
    Golf VII, 1.6TDI BM Ed. 40 - 110 PK

  7. #6
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    Did a bit of a data log this morning with the data Drpeter suggested.
    The requested vs actual pressures do vary on occasion although i couldn't reproduce the symptoms described in original post.

    Had a good firk with the turbo actuator which seems to open and close okay manually, no unusual play or rattling.

    I'm sure I read somewhere you can measure the voltage reading when manually moving the part using the vcds.
    I'm wondering if the actuator rod might need an adjustment but it's not something I want to play with blindly.

    Not entirely sure which value i'm looking for on the vcds though.

  8. #7
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    Is it normal to have a sub 1 bar pressure drop before spooling up? (if i'm reading things correctly)
    blue- specified
    orange - actual

    also an actuator voltage max / min reading





  9. #8
    Ross-Tech Employee DrPeter's Avatar
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    Hello,

    I'm sure I read somewhere you can measure the voltage reading when manually moving the part using the vcds.
    I'm wondering if the actuator rod might need an adjustment but it's not something I want to play with blindly.
    These Advanced Measuring Values maybe helpful:
    Charge pressure actuator: actual position
    Charge pressure actuator: specified position

    Charge air pressure control valve position: target value
    Charge air pressure control valve position: actual value
    Charge air pressure control valve uncond voltage sensor

    Charge air pressure control valve voltage: position closed
    Charge air pressure control valve voltage: position open



    Is it normal to have a sub 1 bar pressure drop before spooling up? (if i'm reading things correctly)
    blue- specified
    orange - actual
    - Yes, in many cases the 'specified boost' will display less than ambient pressure in anticipation of manifold vacuum during a closed throttle/no boost. I recommend to look at the values during a boost.

    You may want to Data Log or Graph the values until you can reproduce this concern, maybe you can see something?

    Again, hope this helps,

    drpter

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  11. #9
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    I spent some time pulling the actuator arm back and forth fully and it hasn't happened since.
    Wondering if there was something clogging up the valve that electronic actuation wouldn't free up.
    Have given the car some stick today and no notable pressure loss between changes.

    Will keep an eye and see how it goes.

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