P0299 - Turbocharger Underboost Condition | Posts 32+

Hello Rainer,

I also wanted to send you this link: /viewtopic.php?t=30607

"Do you see this user? He has a Q7 with the engine code ASB, so also with 233 hp. That shouldn't make a difference to mine. You can clearly see his mass airflow sensor (MAF) target value, which is 1198.50 mg/H, and the target boost pressure, which is 2295 mbar." Shouldn't I have the same target values there, or is the engine fundamentally different?
My target boost pressure is 2488.80 mbar.
I cannot view the air mass data for my car, but if it's like the ASB engine, then there is enough.

SvenVortech wrote:

Hello Rainer. I also wanted to send you this link: /viewtopic.php?t=30607 "Do you see this user? He has a Q7 with the engine code ASB, so also with 233 hp. That shouldn't make a difference to mine. You can clearly see his mass airflow sensor (MAF) target value, which is 1198.50 mg/H, and the target boost pressure, which is 2295 mbar." Shouldn't I have the same target values there, or is the engine fundamentally different? My target boost pressure is 2488.80 mbar. I cannot view the

air mass data in my car, but if it's like the ASB engine, there is enough data available.
Hello,

You can only compare identical operating points (speed, load) in engines of the same design. However, if one engine is running at 4000 rpm with full throttle and producing 1.3 bar of boost, while yours is producing 1.5 bar, that is already suspicious.

It would prompt me to check if the software in the engine control unit is original.

The key issue is always the history, which no reader, and frankly not even I, can know, and which usually has to be painstakingly extracted. The classic move is to conceal modifications made to a vehicle.

Best regards, Rainer.

SvenVortech wrote:

It's strangely normal the way it is. Yes, it definitely needs to be updated. But it doesn't show anything, meaning there are no errors or anything like that. I will take a closer look at the synchronization angle. Attached is the order document indicating where the MSTG was flashed. Which wiring harness are you referring to? Greetings

Hello Rainer,

As previously mentioned, I had the engine control unit reflashed using ODIS. So, everything should be back to its original state. "So, mine, with a remap, has 200mBar more!"
Was was changed in the engine control unit (ECU) that now specifies a higher target boost pressure?
Do you know MR.DOiT on YouTube? He tested a Q7 3.0 TDI using VCDS, and he also noted a turbocharger pressure value of 2488.80 mbar, which seems unusual.

Anyway, other things are working again, such as temperature sensors, differential pressure sensors, and ash content sensors, etc.
He probably did something and deactivated the DPF, which caused it to fail due to the increased power output.

Here's a text from an Audi A6 4F 3.0 TDI 233hp owner: "I can only speak about the 225 and 233hp models, but according to the pressure map, the absolute boost pressure is 2295 mbar, which is 1.295 bar." "In reality, he measured 2315 mbar, with pressure spikes reaching up to 2350 mbar."

"It's probably because my car has too much boost. When the performance drops and I keep my foot on the pedal, the P0299 error code appears after about 5-6 seconds."

Logically, because the setpoint remains high, you can see in the logs that it's running at full throttle, but the actual value is decreasing because power is being reduced. This is recognized as falling below the regulation limit.
What do you think about that?

Best regards,

Hello.

Quote:

What do you think about that?

Just say that the thing is/was tuned.

The relevant question is: Does the error still occur with the original engine control unit software?

If it's not the case, and you haven't found the problem, then something must have gone wrong during the tuning process.

Best regards, Rainer.

Hello Rainer,

I wrote, but I didn't know what it was.
No information from the previous owner.
The following 5 parameters were consistently the same: temperature sensors, catalytic converter, DPF, and differential pressure sensor, all reading -5.9° and 0 mbar respectively.
The ash content and mass were always 30.
It made me suspicious after the DPF replacement and sensor replacement, and the readings are still the same.
After I reflashed the system, everything started working correctly, and the error messages related to the DPF, such as "overload," disappeared.
All parameters are now plausible.
Now the question is, was it a software issue, a damaged control unit, or something else?
What else can be done besides flashing? Would it require bringing the control unit in for repair or replacement?

Best regards,

Quote:

What's relevant is: Does the error still exist with the original engine control unit software?

Is everything working as it should now?

If the control unit is defective, then a desired boost pressure that is 200 mbar higher due to this is far less likely than winning the lottery.

Yes, everything is working now.
What else could it be...?
Have you had any experiences with third-party turbochargers, such as problems encountered during use, etc.?
If it's not the turbocharger, then what is it?
I checked various sensors for current flow, etc. I also checked every cable that I could see.

Don't buy this crappy tuning software; the "tuner" still has a lot to learn...

Hello Rainer,

I've noticed something else. When reading data with VCDS and using the reflashing documentation, it indicates which data the engine control unit (ECU) contains.

EDC17G104AG
Version 0040
VW/Audi Part No. 3D0907401F
Hardware Part Number: 3D0907401D
Encoding: 04 06 00 0C 19 1F 09 60

Now, when I enter the part number or hardware number online, I always get the EDC17CP04. Is that the Bosch part number?
Does that mean I installed the wrong control unit?
Ask Volkswagen tomorrow what the correct part number should be according to the VIN.

Hello Rainer,

Okay, I removed the control unit as shown in the photo.
It says EDC17CP04.

When reading the data with a diagnostic tool, it shows "EDC17G104AG".
According to a tuner, the Phaeton with 233 horsepower should have an EDC16 engine control unit.
Or, the previous owner may have installed a newer engine control unit (ECU) version due to tuning.

It's also possible that someone at VW changed it back then due to the emissions scandal. Do you think we should update to a newer version or something?

Best regards,

1 min Google:

Quote:

Engine Control Unit / ECU VOLKSWAGEN Phaeton 2008 3D0 907 401 F BARGAIN PRICE Price $259

...

Quote:

Engine: 3.0 TDI CARA 233 hp - 150,000 km. Address 01: Engine Control Module (3D0 907 401 F)

Yes, I saw that before, but it doesn't matter if he only changes it once.

According to VW, part number 3D0907401D should be installed, but I have part number 3D0907401F. Are they identical? EDC17CP04 is present in both, except for the "D" model, where it is located in the upper right corner and labeled "CARA".
Both part numbers are listed on the label: 3D0907401D and 3D0907401F. Please see the photo beforehand. The larger part number on the control unit is the part number. The other one is hardware number.

As mentioned before, the ECU has the marking "EDC17CP04" on it, but when reading the data, it identifies as "EDC17G104AG".
I was browsing online and someone had a problem with a Touareg, and they checked the engine control unit (ECU) data, as shown in the photo. The engine is a CAS (CASA) with 176 kW (240 hp) and an EDC17G104AG control unit.
Could it be that some software has been modified or overwritten? Is it not possible to fix the issue with reflashing?

Hello everyone.

I explained it while I was at VW. Performing a software update, etc. Costs 200 Swiss Francs.

According to VW, there are no recent updates or new features that would require an update.
If they don't see anything that can be improved, they'll review the code and leave it as is.
And yet, 200 francs. Cost.

Furthermore, I went to PP-PERFORMANCE to have them install a calibration file, but the strange thing is that every time, either the communication or identification failed.
I've tried everything. I installed an EDC17CP04, but they used an EDC16CP34 instead, and then it wouldn't let me reset or modify anything.
Not all types of control units, including those for the Audi A6 4F, Touareg 7L, and Audi Q7, have been tested, even with Bosch software. Nothing seemed very strange.
Apparently, my control unit is newer than the wiring harness with the K-CAN. I think it worked somehow, but not as it should.
He said to remove the control unit, connect it directly, boot it up, and either modify it or load a stock file onto it.

Okay, so it turned out that the control unit had to be opened, and data had to be read directly from the circuit board. I decided to leave it at that, as the cost would be 850 Swiss Francs.

Okay, I just drove it again. I had removed and disconnected the ECU for at least 30 minutes, then simply reinstalled it and checked with a diagnostic tool to see what was happening.
After reading the VIN, a VW software update appeared...?
Made and ridden later, in 3rd gear. "Power drop is normal as always. Second time, the same thing happened, but I kept my foot on the accelerator a bit longer, even though the power was dropping. I mentioned before that the car sometimes vibrates/shudders after the power drop and then recovers."

Now, I tried again, and sure enough, I got an error message.
"The code that's showing up now is P0087, which indicates a low fuel rail/system pressure. This code has never appeared since I've owned the car (7 months); I've only ever seen the P0299 code."
After this run, I stood for at least 5 minutes while the engine was running, and the error was cleared. Then, I got back on the highway. Suddenly, it shifted smoothly up to the 4th gear, and then I took my foot off the accelerator, feeling confused.

Okay, I thought I'd try again, but the performance keeps dropping, and it's always the same P0299 code.
I either just triggered the P0087 error code, or... Follow-up errors, or is there a real problem there?
I tested it five times, trying to reproduce the P0087 error code, but I wasn't able to get it to reappear.

All parameters are working correctly so far, and they are not showing any illogical results. Using the ODIS reflashing tool should fix the issue, but would it be better to go to a VW dealership and have them install the correct original software to be 100% sure?

I'm going to have to fix the coolant leak in the EGR cooler or oil cooler anyway.
"The intake manifold modules need to be removed. While I'm at it, I can check the swirl flaps, which I haven't looked at yet." In March, the vacuum pump module on the right side was replaced, the connection to the EGR cooler was repaired, and the temperature regulator for the EGR cooler was replaced.