TDI Convertion with no VAS errors does not want to start

Systens cranks over. All VAS errors has been resolved excpet for the following three. Engine cranks over, Fuel is pumped to PD. ECU commincates fine, various logs collected. BUT Systen does not start?

HELP HELP HELP. Where do I start? The 3 systems are not connected in this conversion.

Address 01: Engine Labels: 038-906-012-AGR.lbl
Control Module Part Number: 038 906 012 H
Component and/or Version: 1,9l R4 EDC G000SG 3332
Software Coding: 00002
Work Shop Code: WSC 04356
VCID: 15219CCE6FAE46969E-4AE8

18058 - Powertrain Data Bus
P1650 - 35-10 - Missing Message from Instrument Cluster - Intermittent
18044 - Powertrain Data Bus
P1636 - 35-10 - Missing Message from Airbag Controller - Intermittent
18057 - Powertrain Data Bus
P1649 - 35-00 - Missing Message from ABS Controller

Sub system redundancy check...........information lacking.........please advise.

what information is missing.
TDI ALH Engine 2001?
VCDS SYSTEM?
Please be patient as this is my first post on this forum.
Tuesday,01,December,2015,14:29:39:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.1.0 (x64)
Data version: 20150904
www.Ross-Tech.com




Address 01: Engine (038 906 012 H)

14:29:26 Group 010: Air System && Charge Pressure Control
0.0 mg/str Mass Air Flow (Actual)
948.6 mbar Air Pressure (F96) BARO
2070.6 mbar Manifold Pressure (Actual) MAP (G71)
5.5 % Accel. Pedal Pos. Sensor 1 (G79)

14:29:26 Group 007: Temperatures
11.7°C Fuel Temp. (G81)
N/A
10.8°C Intake Air Temp. (G72)
7.2°C Coolant Temperature (G62)

14:29:26 Group 002: Idle speed
0 /min Engine Speed (G28)
5.5 % Accel. Pedal Pos. Sensor 1 (G79)
1 1 0 Operating condition
7.2°C Coolant Temperature (G62)
Tuesday,01,December,2015,14:46:42:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.1.0 (x64)
Data version: 20150904
www.Ross-Tech.com




Address 01: Engine (038 906 012 H)

14:46:30
0.0 mg/str Injection Quantity
0.680 V Mod. Piston Disp. (G149)
9.0 °BTDC Start of injection Specified
0.0 °BTDC Start of injection Actual
94.4 % Cold Start Injector Duty cycle
948.6 mbar Air Pressure (F96) BARO
2070.6 mbar Manifold Pressure (Actual) MAP (G71)
99.6 % Charge Pressure (N75) Solenoid
0.70 Glow Period Preheat
12.62 V Supply Voltage ECM
8.1°C Coolant Temperature (G62)
Tuesday,01,December,2015,17:34:09:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.1.0 (x64)
Data version: 20150904
www.Ross-Tech.com




Address 01: Engine Labels: 038-906-012-AGR.lbl
Control Module Part Number: 038 906 012 H
Component and/or Version: 1,9l R4 EDC G000SG 3332
Software Coding: 00002
Work Shop Code: WSC 04356
VCID: 15219CCE6FAE46969E-4AE8
4 Faults Found:

18058 - Powertrain Data Bus
P1650 - 35-10 - Missing Message from Instrument Cluster - Intermittent
18044 - Powertrain Data Bus
P1636 - 35-10 - Missing Message from Airbag Controller - Intermittent
18057 - Powertrain Data Bus
P1649 - 35-00 - Missing Message from ABS Controller
17911 - Load Signal from Alternator Term. DF
P1503 - 35-00 - Implausible Signal

Readiness: N/A
Tuesday,01,December,2015,17:36:38:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.1.0 (x64)
Data version: 20150904
www.Ross-Tech.com




Adaptation Channel 005:
Stored value
ERROR:
Channel 05
Not
Available

Tuesday,01,December,2015,17:51:31:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.1.0 (x64)
Data version: 20150904
www.Ross-Tech.com




Adaptation Channel 005:
Stored value 32768
Starting Conditions
0 /min Engine Speed
0.0 mg/str Start Injection Quantity
0.0 °BTDC Actual Start Quantity
9.9°C Coolant Temperature

Tuesday,01,December,2015,18:23:58:12240
VCDS -- Windows Based VAG/VAS Emulator Running on Windows 8.1 x64
VCDS Version: 15.7.2.0 (x64)
Data version: 20151124
www.Ross-Tech.com





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Address 01: Engine (038 906 012 H)

18:23:32 Group 000: Testing Dynamic Start of Injection
000 Engine speed (G28) - Specification (Idle): 41...46 (861...950 RPM) | (Full Load): 138...148 (2900...3100 RPM)
038 Start of Injection - Specification (Idle): 12...75 (2 °ATDC ... 4 °BTDC) | (Full Load): 137...215 (8...14 °BTDC)
014 Throttle Position - Specification (Idle): 0 (0 %) | (Full Load): 255 (100 %)
000 Injected Quantity - Specification (Idle): 11...45 (2.2...9 mg/stroke) | (Full Load): 199...214 (39.8...42.8 mg/stroke)
203 Manifold pressure - Specification (Idle): 83...106 (920...1140 mbar) | (Full Load): 179...215 (1850...2250 mbar)
192 Atmospheric Pressure (BARO metric) - Specification (Full Load) 183...224 (910...1110 mbar)
182 Coolant Temp. (G62) - Specification: 80...35 (80...110 °C)
180 Intake Manifold Temp. (G42). - Specification: 182...50 (10...100 °C)
079 Fuel Temp. (G81) - Specification: 91...201 (20...80°C)
000 Air Mass (EGR On - 2 Min. after start-up) - Specification (Idle): 69...111 (230...370 mg/H)

Crank.....?

Crank no start?

Crank start then die?

Conversion attributes please explain and how wired or pictures?

Does RPM ref show in blocks when cranking?

Immobilizer status?

What systems are being used in this conversion?

Terminal status for 15 30 and 31 supply voltage relay and bus?

I don't know you tell me.............

You wrote down in first post you getting fuel in PD unit, then you wrote in other post ALH 2001 , ALH engine does not have PD injectors.
Also why are you using SKODA ECU?????

To many things does not match.

Give us little background , what car you putting this,do you use only ECU , or other components.

Also your MAP sensor is reporting way too high.

OK let me take a step back.
Engine cranks but does not start at all. Tried so many times eventually blown the fuse on the battery.

Ok lets call it the diesel pump and not PD.

Some history on the harness and ECU. Send the original harness that came with the engine to a person in BC and this crap is what I got back. Most sensors stripped out and only a few sensors came back. The ECU was also send to him and this is what I got back. He was supposed to have done some eliminations like the IMMO on the system and do basic coding for economy.
Eventually fitted back some of the sensors which the VCDS complained about to remove all the errors.

I do not understand the comment about the Skoda ECU as hopefully I have received back the same ECU I have send this person in BC. I had a falling out with this person as the work done was very bad and after some insults from him, told him to take a hike. How do you know that this is a Skoda ECU?


I see there are two relays added to the harness. Both relays are connected to the fusebox on the battery.

Conversion attributes: standalone harness for engine and original harness for interior of Samurai. Only connections are those for the starter and the display wires for the instrument panel.
TDI engine, harness and ECU came as a single order and that was what I used. Added the fusebox on the battery from another TDI donor vehicle. (One of my other projects).
Vehicle is a 1995 Suzuki samurai with the ACME adapter and original Suzuki manual gearbox, Did not use the ACME harness. Using the Suzuki fuel pump as the additional lift pump.

Will add photos tomorrow.

http://www.expeditionportal.com/forum/threads/150952-Suzuki-samurai-TDI-Pinzgauer-TDI?p=1975844#post1975844

Also your MAP sensor is reporting way too high.

Click to expand...

I bet a resistor is soldered or crimped in the harness .......seen that before.



Sounds like harness has been miss installed or missing inputs maybe when custom wired.

Time to RTFB and use a WD to verify from ecu pins to components in harness PIN for PIN!

Marin ( Jetta97 ) is using the part # to determine that the ecu is from a Skoda.
It being a Skoda ecu or flash file shouldn't matter either.......basically same shit, probably just an EU tuning from some eBay CD.

The three codes it has should not stop it from running.

Have you tried VCDS outputs to determine what clicks and functions 0x01-03-GO ?

Ok wil open the Harness and check all off it.

Did find 3 pins in the diesel pump connection that had continuity problems. will check all the pins for problems.

Do you think getting a VW ECU will help solve the problems faster.

will report back later today.

Do you have a schematic of the basic harness and what should be there?
and YES ran the basic test nad heard the pump go through its tests.



Address 01: Engine (038 906 012 H)

18:23:32 Group 000: Testing Dynamic Start of Injection
000 Engine speed (G28) - Specification (Idle): 41...46 (861...950 RPM) | (Full Load): 138...148 (2900...3100 RPM)
038 Start of Injection - Specification (Idle): 12...75 (2 °ATDC ... 4 °BTDC) | (Full Load): 137...215 (8...14 °BTDC)
014 Throttle Position - Specification (Idle): 0 (0 %) | (Full Load): 255 (100 %)
000 Injected Quantity - Specification (Idle): 11...45 (2.2...9 mg/stroke) | (Full Load): 199...214 (39.8...42.8 mg/stroke)
203 Manifold pressure - Specification (Idle): 83...106 (920...1140 mbar) | (Full Load): 179...215 (1850...2250 mbar)
192 Atmospheric Pressure (BARO metric) - Specification (Full Load) 183...224 (910...1110 mbar)
182 Coolant Temp. (G62) - Specification: 80...35 (80...110 °C)
180 Intake Manifold Temp. (G42). - Specification: 182...50 (10...100 °C)
079 Fuel Temp. (G81) - Specification: 91...201 (20...80°C)
000 Air Mass (EGR On - 2 Min. after start-up) - Specification (Idle): 69...111 (230...370 mg/H)

www.erwin.vw.com

For manuals above link ............nope doesn't matter the ecu is okay unless it is actually bad or programming is suspect.......and it is kind of suspect.

If you need a new or reman ecu with Immo defeat let me know or see my eBay store.

http://stores.ebay.com/fixmyeuro

I suggest you fix continuity problem from ECU to Pump.
On this engine Diesel pump is brain , it controls everything and let car start and run.
Also go to 01-Engine , find Engine speed (G28) in measuring block and crank car, you should see numbers moving up to 250-300???

One more question ,do you have fuel coming to injectors form pump when you loose fuel line on top of the injector?

I think it would be best to start checking to make sure you have voltage to the fuel shut off solenoid.

FYI there is no controller or brain in this EDC15 pump.......not even an Immobilizer alignment.........that is what the ecu is for.

Yes I am running the erwin manuals on my system.

Yes I have a clear plastic pipe before the pump but will check on the injector side manually.

In addition to the points above, has the timing belt been touched since the engine was last running? I once got a no-start exactly like that on my ALH after I set the injection pump shaft wheel (not the sprocket that attaches to it) in the wrong position by about 20 degrees (drill bit I was using went in sideways). See here:http://www.myturbodiesel.com/images/a4/TB_head_rem/pumppin.jpg
You might want to recheck the mechanical basics of the camshaft and injection pump wheel at TDC.

Pictures of this heap?

on an alh jetta their are differnt ecm part#s i dont know if these are interchangeable. but make sure you have rpms while cranking say about 200 rpm.

on an alh jetta their are differnt ecm part#s i dont know if these are interchangeable. but make sure you have rpms while cranking say about 200 rpm.

Click to expand...

The main difference is coding for stick or auto.
Additionally early KWP 2000 00> 01.9 production ECU's had a 2 wire compare glow relay recognition and the 02> where 4 wire glow monitoring.
Note : labeled incorrectly in many diagnostic stacks for ref of each cylinder and that includes random cylinder misfire codes.......

And of course which automatics to reject for incorrect hardware mismatch BS based on variant.

There were some different versions of EDC15 V verse VM+ and flash size but in the USA most were a .5 meg.

Some are wired different in Beetle verse GJ and pay attention to supply relay and bus.

A fun read on the CHEAP!

https://github.com/fjvva/ecu-tool/wiki

Timebelt

Yes I did change the belt when the engine was still out of the vehicle. I did mark everything before removing, but I will double check it again.

Whether the belt is out or in TIME ..........the fuel should still be coming out of the lines if all is on and rotated.

Pictures?