CR Timing Issues: Troubleshooting & Solutions

Hi everyone,

- What possibilities exist within the CAAC (presumably referring to a specific system or component) for a misadjustment of engine timing, including potential discrepancies between the physical engine mechanics and the representation within the engine control unit?

- Do all 2.0 CR engines use the same crankshaft sensor and the same toothed wheel? How are they connected to the engine?

- Does this device have an EGT sensor? Which data blocks can help pinpoint the problem, and what are the normal values for those blocks under different load conditions?

"I've been frustrated with my company's T5 van since I took over in 2010 when it had 400 km on the odometer. It's been plagued with a lack of power and occasional stalling. Because it's a company car, I'm not allowed to work on it myself, so I have to give instructions to the (in my opinion, not very skilled) workshop about what to look for. They can't find anything and are just wasting money, and now they're getting quite annoyed with me."

The lack of power manifests in the following way: on every incline, I can only maintain a speed of 130 km/h in fifth gear out of six gears with the accelerator fully pressed. In the Kassel hills, I have to shift back to fourth gear to maintain 110 km/h with the accelerator fully pressed, constantly worrying that a slower vehicle might be in front of me. Then, I can continue in third gear. At least in third gear, something resembling acceleration is possible; usually, I'm already 10 km/h faster at the top of the hill than I was at the bottom. On a flat road, it reaches 190 km/h with a lot of momentum. Below 2000 rpm, the engine doesn't really perform. In the rpm range that the gear indicator suggests, acceleration is not possible, regardless of the gear. Recently, I was driving behind a colleague with the same vehicle, the same engine, and the same weight. I couldn't keep up with him, even though he's usually quite relaxed.

"When I try to start in first gear without giving it any gas, it only works successfully about half the time. In the other cases, I have to be extremely careful with the clutch, otherwise the engine stalls. Occasionally, I have to start in first gear with full throttle and slipping the clutch, because otherwise it also stalls, as if the engine control unit isn't registering that torque is needed at that moment."

So far, he has received several software updates, and the turbocharger was replaced – afterward, you could almost hear it screeching, as if a shovel was being damaged. He also received a new cylinder head due to a crack. After that, the turbocharger was quiet again. He got a new CP5 unit due to an accident where the radiator touched the plastic cover of the high-pressure part. The error memory is clear, and the DPF was at 14% the last time I checked it. During the last service, the air filter was replaced. After that, he ran normally for about half a day, then he reverted to his usual weakness.

Today, I finally got a replacement vehicle of the same type because mine had a wheel bearing failure. The engine sounds much rougher, and it pulls much better, even below 2000 RPM – it feels like how a tank should drive. Of course, the T5 also has the same combat weight; it wouldn't be fair otherwise.

My colleagues report that it's normal to get between 900 and 1000 km per tank, but I only get between 750 and 830 km, even when I fill the tank completely to the bottom edge of the fuel filler neck.

For me, the increased fuel consumption, the smoother running, and the lack of power suggest a delayed fuel injection timing, which is, of course, generated by the engine control unit. Where could the problem lie? Or am I completely wrong?

Smoky greetings.
Peter.

Hello Peter,

Okay, let's do a full scan. Yes, the vehicle has an EGT sensor.
For the performance check, you can use a dynamometer test with KPower, which is included with your VCDS-RKS diagnostic system.

Best regards, Rainer.

Hi Rainer,

Here's the requested scan. The full version is attached. Here, I'm focusing on what I consider to be the essential parts and what I find implausible.

Please provide the text you would like me to translate from German to English. I will only provide the translation.

Vehicle type: 6N0
Scan: 01 03 08 09 15 17 19 25 56 77

Vehicle Identification Number: WV1ZZZxxxxxxxxxxx

01-Motor -- Status: OK 0000
03-Brakes -- Status: OK 0000
04-Steering angle sensor -- Status: OK 0000
08-Climate/Heating -- Status: OK 0000
09-Onboard network -- Status: OK 0000
15-Airbag -- Status: OK 0000
17-in-1 instrument -- Status: OK 0000
19-CAN Gateway -- Status: OK 0000
25-way immobilizer -- Status: OK 0000
56-Radio -- Status: OK 0000
77-Phone -- Status: OK 0000

"Die Sonne scheint hell, und die Vögel zwitschern fröhlich. Ein leichter Wind weht durch die Bäume, und die Blätter rascheln leise. Es ist ein wunderschöner Tag, um spazieren zu gehen oder ein Picknick im Park zu machen."
Address 01: Engine (J623-CAAC) Label file: RKS\03L-906-022-CAA.clb
Part number SW: 03L 906 022 CH, HW: 03L 907 309 K.
Component: R4 2.0L EDC H32 9126
Revision: 26H32--- Serial number: 00000000000000
Encoding: 01194012232400080000
Operating number: WSC 69825 126 90622
ASAM Dataset: EV_ECM20TDI01103L906022CH 002012
ROD: EV_ECM20TDI01103L906022CH.rod
VCID: 6DD46CE8BC8ADFB

No error codes found.
Readiness: 0 0 0 0 1

Please provide the text you would like me to translate from German to English.

The rest is as mentioned in the attachment, which also includes an extended scan of the engine control unit due to the software modifications that are not in the original delivery state.

Regarding the temperatures, it's noticeable that the exhaust temperature sensor 2, the temperature sensor for the exhaust gas recirculation system after the cooler, and the heat dissipation temperature in the cooling system are all significantly out of range. Or does it not have those sensors? If that were the case, shouldn't we see a "N/A" value like with the urea system readings? Furthermore, is it normal for the remaining values to diverge so widely? The engine had been stationary for approximately 6 hours during the query, so it should have been cooled down.

Please provide the text you would like me to translate from German to English. I will only provide the translation.

21.9 °C
Exhaust temperature sensor 1: 006
-0.0 °C Exhaust temperature sensor 2, part number 008.
16.1 °C
Exhaust gas temperature sensor 3
010
8.5 °C Exhaust gas temperature sensor 4 012
14°C Intake air temperature 023
8.0 °C Outdoor temperature 032
12.9 °C Fuel temperature 174
21°C Coolant temperature 180.
13.2 °C - Coolant temperature at the radiator outlet; Actual value: 181.
15.6 °C Engine oil temperature 225
17.3 °C Simulated particle filter surface temperature: 284.
24.5 °C Control unit temperature 327
-270.6 °C, Exhaust gas recirculation temperature sensor after cooler; raw value 336.
2351.4 mV - Coolant temperature sensor for engine; raw voltage 337.
-273.1 °C Cooling system outlet temperature 361.
7.5 °C Exhaust gas model temperature 0 375
-0.0 °C Exhaust gas model temperature 1 380
-0.0 °C Exhaust gas model temperature: 2381.
20.4 °C. Temperature sensor for engine temperature, located in the engine block; raw value: 390.
14.2 °C. Temperature sensor after the intercooler; raw value 391.
7.5 °C: Charge air temperature at the turbocharger outlet; calculated value: 572.

Please provide the text you would like me to translate from German to English.

The pressure readings, however, are all consistent, so I've included them in the attached file.

Bei der Gaspedalgeberspannung fiel mir auf, daß die wohl nie die Kickdownschwelle erreicht. Genauso ndern sich die Bits der Gaspedalschalterstellung nicht, egal, wie das Pedal grad steht. So normal?

Please provide the text you would like me to translate from German to English. I will only provide the translation.

4059.8 mV Accelerator pedal; sensor voltage 1.
2033.0 mV Accelerator pedal; sensor voltage 2 108.
00000000 Accelerator pedal; switch positions 109
100.02% Accelerator Pedal Position 111
4125.2 mV Kickdown threshold 162
0.18 l, particulate filter; oil ash volume: 256.
13.29 g, particulate filter; calculated soot mass: 258.
14.36% Air filter contamination level 426.
00000011 Status: Brake pedal depressed 595

Please provide the text you would like me to translate from German to English.

I still need to create a log entry, but it took me too long to gather all the information. Now the battery is running low...

Can we infer anything from the values above? Where should I look next?

Smoky greetings.
Peter.