Engine Power Loss & Intermittent Error 575

Error code 00575 017.
Intake manifold pressure.
Rule difference.
sporadisch (ausgelesen mit VAS 5051 Basisver. V06.10.00)


Volkswagen Passat Variant 1.9 TDI 1Z, 66 kW, manufactured in October 1996.

Quite some time ago, while driving on the highway at 150 km/h, I experienced the well-known problem where the engine power suddenly cut out.
and I had the impression that I was riding against a strong headwind. At first, I thought it might be a turbocharger failure.
There were no mechanically concerning noises to hear, so I suspected something related to the control electronics.
'The fuses were all okay, but after I restarted the engine, it ran perfectly again. My next thought was that it must...'
'It went into emergency mode, and the error is reset when the engine is restarted. A subsequent test produced exactly the same problem.'

At the workshop, I was told that the intermittent error, when restarting the engine, repeatedly clears itself from the error memory.
and is not recorded in any way. (It's strange, because with the older 1.4 Kadett models, this information was always easy to read out!).
The mechanic's initial suspicion was the mass airflow sensor (MAF). According to him, this is based on experience and applies in approximately 80% of cases.

At another workshop, the diagnosis immediately pointed to the core issue, and in 80% of cases, it was actually the turbochargers that were causing the problem, which, of course, are quite expensive!
However, if you think about it logically, the turbocharger can be completely ruled out because if it's broken...
He will probably not be very interested in the engine restart, but mine always works perfectly afterwards!
Okay, let's get on the highway, floor it for a few minutes, and then quickly drive to the workshop to have the error code read.
By the way, it didn't cost anything! Important: Don't turn off the engine, otherwise it will be rather pointless!!!

The error code indicates a problem with the intake air measurement system, possibly due to incorrect readings caused by leaks or a faulty sensor.
Ladedrucksensor schliessen, den er aber leider beim 1Z Motor auf die Schnelle nicht gefunden hat. Vielleicht wurde er ja ab Werk vergessen? Hmm?

Since I'm so hesitant to take my vehicle to a workshop and then deal with such vague 'search requests' afterwards,
'Rather than experiencing an unpleasant surprise, I prefer to find things out for myself. If this website didn't exist, I would probably be...'
Still as clueless about this matter as my 'How To' book, volume #61.
Here, I also found instructions for systematically eliminating potential causes of this problem.

http://mitglied.lycos.de/matcher76/Bilder/EUV%20vor.jpg
I first checked the entire hose system, which, of course, was already porous after 220,000 km, and the fabric covering on the...
The connection points were already quite corroded. Therefore, replace everything! My suggestion for that area is:

Take a gasoline hose (but not a transparent one that hardens!), with the same diameter and a thicker wall, and use it for everything.
Cables (red, blue, black) to the electric switching valve (ESV '028 906 283F', see '7.21895.00' www.Pierburg.de Service Information SI 0051, available as a PDF for download!).
Use this plastic pipe (formerly black, now white), which was previously routed from the vacuum pump to the connection on the vacuum hose of the brake booster.
This hose is available from Volkswagen for €15 as a 5-meter roll (part number N0201391) and is significantly more resistant to aging than the rubber hose!
The slightly smaller cross-section is unlikely to have a significant impact on the small airflow rates and therefore should not substantially affect the control behavior.
Whoever wants to can calculate it themselves or provide a hint as to where one can find them with a larger cross-section.

To connect the pipes, simply slide a piece of hose (3-5 cm long) onto the connection points and push the pipe until it comes into contact with the stop.
Insert the valve connector to keep the free length of the hose as short as possible! I would omit the hose clamps; they only create notches, and the vacuum constantly pulls them tight.
A bit of heat shrink tubing should permanently protect the connector from becoming porous again!
The polyamide 6 material used for the tubes is thermoplastic and can be shaped using a hairdryer (or, if necessary, a lighter at approximately 120°C) to fit the desired form.
Important: Do not create any creases!
The advantage is obvious: it lasts longer, is more resistant to damage from martens (a type of weasel), and maintains its shape better against the fluctuating pressure changes in the control pneumatics.
(Keyword: less attenuated signal transmission)
http://mitglied.lycos.de/matcher76/Bilder/EUV%20nach.jpg
Of course, I also replaced the actual EUV (Extreme Ultraviolet light source), which costs €31.20 including VAT from Volkswagen! The old one wasn't working perfectly anymore.
The circuit was passing current from black to blue and could very likely have been the actual cause of the error.

After this rather minor intervention and costs of less than €50, I tried it out again on the road, and it didn't work at either 180 km/h with full load...
It happened again while accelerating from 90-150 km/h in full throttle going uphill. It was working perfectly this time! Lucky me, I found the problem right away!

For those who continue to experience the issue, it should be noted that this can at least help reduce tire pressure and EUV (Extreme Ultraviolet) exposure.
'It definitively rules out the cause of the error and then proceeds with the MAF sensor, boost pressure sensor, and boost control valve. In some threads here, it was suggested to check everything from the MAF sensor to the turbocharger.'
switched, but the error is supposedly still there?! That's kind of illogical!
Besides the fact that these threads can further confuse the reader, they aren't necessarily very helpful. Therefore, carefully check if there might be a small mistake somewhere right at the beginning.
which receives little to no attention, or which we simply overlook. And that's usually the case!

My tip: Before you start replacing everything at once and forget half of it, renew things in stages, from the cheapest to the most expensive. Also, make sure to reinforce any areas that are prone to failure.
And of course, don't forget to test along the way!


Matchmaker.

Sorry, but I didn't feel like reading everything!

The two images have NOTHING to do with the boost pressure sensor.

The sensor is located inside the engine control unit, which in turn is housed in the water reservoir (where the windshield wiper motor is located).

On the 1Z engine, there is an extra hose that runs from the intake manifold directly into the water reservoir.

This hose usually looks good in the engine compartment, but in my case, it was completely rotten inside the water reservoir.

1 meter costs 10 euros at Volkswagen.

The two pictures of the N75 (boost pressure control valve) look nice, but the second one probably looks like hell. What did you do to it?

m;

I still read that:

Quote:

For those who continue to experience the error, it should be noted that at least this way you can rule out tire pressure and EUV as potential causes. The cause of the error can be definitively ruled out, and then proceed with the LMM (mass airflow sensor), boost pressure sensor, and boost control valve.

Hello! The part you referred to as "EUV" IS the charge pressure control valve!!!


I'm sorry for the somewhat blunt tone, but there are simply factual errors in your post that cause more confusion than help!
I consider the way the connectors are "glued" to the N75 to be quite unprofessional!!!
"For this reason, Volkswagen uses a special hose that now also lacks an outer layer of fabric and instead has an additional rubber layer (which is already standard on the 150 hp TDI models)."

I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.

Hello, in the 1Z engine, high boost pressure can usually only be caused by a blocked hose or solenoid valve.
Without further measurements to determine whether the boost pressure was too high or too low, replacing the vacuum hoses is just a guessing game.

Best regards, Rainer.

@dieselmartin

'No one mentioned anything about the boost pressure sensor; it was just a guess from the mechanic, and I didn't really pursue that further.'

The hose that runs from the intake manifold to the water reservoir is correct, but that wasn't the problem here.

The white pipe that you see in the second picture is the vacuum line I mentioned.
'I attached them to the EUV (electric switching valve from Pierburg, see Service Info 0015!!!) using a piece of tubing and simply covered it with heat-shrink tubing. This should achieve the same result as in the 150hp version, preventing the fabric from deteriorating.'

I'm quite sure that the EUV (I'm not familiar with the designation 'N75') is definitely *not* the boost pressure control valve! It's located right in front of the turbocharger on my car.

You can tell it's homemade; it's not something mass-produced or bought off the shelf.
Is it really that bad? It certainly works functionally!

Matchmaker.

Of course, I meant Service Information 0051 from Pierburg!

http://www.msi-motor-service.com/ximages/4031.pdf

Matchmaker.

Matcher wrote:

I'm quite sure that the EUV (I'm not familiar with the designation N75!) is definitely not the boost pressure control valve! Mine is located directly in front of the turbocharger!

Hi everyone,

"EUV" appears to be Pierburg's internal terminology for what is generally referred to here as a boost pressure solenoid valve (or something similar).

2. In/on or within the conventional turbocharger itself is what we normally refer to as the wastegate and its associated diaphragm chamber.

@Matcher:
I suggest that you adapt to the commonly used terminology here; this should help avoid future misunderstandings.

Otherwise, I find your report on symptoms, workshop diagnoses, and DIY solutions quite worth reading (at least for hobbyists), as it seems fundamentally capable of saving some readers from unnecessary expenses.

@ ulf and Matcher

What I meant by "technical errors" is that Matcher didn't just refer to the N75 (which is the designation in the VW wiring diagram) as EUV, which no one else does here, but explicitly pointed out that it was better.

First, replace the "EUV" before you... replace the charge pressure control valve!

However, since "sein EUV" is actually the charging pressure control valve itself, there must be a misunderstanding or labeling error somewhere. The fact that he also posted the part number makes it absolutely clear that there's a confusion here.
Only people who don't disassemble their engines every weekend read the thread, and those people are more likely to be confused or misinformed rather than enlightened or informed.

I didn't want to dismiss the article as complete nonsense; it just needed some revisions.

Here is the location of the N75 fuse in the Volkswagen Golf 3:
http://people.freenet.de/golf-schrauber/Magnetventil.jpg

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

dieselmartin wrote:

FIRST, replace the "EUV" before you... replace the charge pressure control valve!! However, since "sein EUV" is actually the actual pressure regulation valve, there must be a thinking or naming error somewhere

.
Hi Martin,

Of course you're right.
But that is now settled, and the "rest" of Matcher's report is, in my opinion, quite useful – although it can be a bit tedious to read in parts.

@ Ulf
'I'm sorry, I'm not entirely familiar with the standard terminology used here. Since there are so many different engine types, it seemed appropriate to use the same designations as those used by the original manufacturer.'

@dieselmartin
Just to reiterate: You're wrong with your assumption. The EUV (Electro-Usable Vacuum) controls the membranes of the boost pressure control valve because that small component could never regulate the large volumes of intake air. It only has pure control functions!!! Take another look at Pierburg; it should be 100% clear then.

Matchmaker.

Matcher wrote:

@dieselmartin Let's clarify this again: You are wrong with your assumption. The EUV (Electro-Usual Valve) controls the membranes of the charge pressure control valve because that small part could never regulate the large air flow volumes. It only has pure control functions!!! Take another look at Pierburg, and it should be 100% clear.

Hi,

I can smell another argument brewing for no reason at all .

-> Attempt at prevention:
What Matcher refers to with EUV is the charging pressuremagnetvalve.
And its boost pressure control valve is what we call a wastegate (functioning as an integral unit with the turbocharger's diaphragm sensor).

I think that should clarify the terminology.

@Matcher
Please use terms like "magnet," "membrane," or "wastegate," or similar unambiguous terms in the future.

@Matcher + Martin
Lower blood pressure and please only post in this thread if there is something factually new.

Okay, I don't want to argue, just have a factual discussion.
It doesn't have to be that way! / That's not necessary!
Matchmaker.

Sure, here's the translation:

'Quick question from me!'

I had the error memory checked last time after it went into emergency mode.

Also, the intake manifold pressure regulation difference is also present, but not intermittently!

Is it a problem with the measuring device, or is the Engine Control Unit (ECU) constantly registering excessively high boost pressure, storing that data, and only activating the limp-home mode when it becomes dangerous?

Error code is also 00575 017.

I'm already having charging pressure issues with the new turbocharger!

Regards,

Manuel.

Manuel Thomas wrote:

I had the error memory read out last time after it went into emergency mode! Also, the intake manifold pressure regulation difference is also present, but not intermittently! Was it due to the measuring device,

?
Hi Manuel,

What do you mean by "measuring device" here?

Quote:

or does the EDC constantly monitor for high boost pressure, store that data, and only activate limp mode when it becomes dangerous?

Generally speaking, the EDC likely behaves in this way.
But I don't understand the word "or" – just like I don't understand the measuring device...

You're right, my wording is very silly!

Okay, here it is again.

The error message 'Intake manifold pressure control differential' is only generated when the engine enters limp mode due to an inconsistent boost pressure, or also when the boost pressure is incorrect but limp mode is not yet required?

That was my question. Because in my case, it doesn't say 'sporadic' anywhere. Is it a measurement device, or was it the 1551 with a printer?

Regards,

Manuel.

@ Manuel

Generally speaking, there are now two different problems being discussed in this thread!

The Matcher has a wastegate turbocharger. In this system, the excess pressure from the N75 valve is mixed with the ambient pressure using pulse-width modulation (PWM), and then sent to the wastegate. This means it regulates at a higher pressure than it would without the N75 valve.
Even with the non-wastegate (N75) valve, the turbocharger still produces a boost pressure of 0.6 bar.

You have a VTG (KKK slang) or a VNT (Garrett) turbocharger.
It is controlled by negative pressure throughout the printing process.

Have you ever checked how the N75 valve is controlled during a performance test in your system?

Jan posted a good example of a variable geometry turbocharger (VTG) in the "Boost Pressure Thread" by Donalexo (from ASV). It looks quite different from a wastegate turbocharger.

For example, if you're experiencing issues like a stuck VTG valve or a faulty N75 sensor, the N75 control signal (value 4 in block 11 for 1Z and AFN engines) would likely appear very digital, meaning it would only show extremely low or extremely high values, rarely any intermediate values.

Someone once posted a VAG-COM Screenshot here showing a faulty N75 valve, and you could clearly see the issue in its control signal.

m;

P.S.: At least nobody can misunderstand "" N75".

I even found a better option for the vacuum hose I'm using from Volkswagen. It fits perfectly! The cross-section is the same as...
using the original hoses, so there will be no impact from a larger size.
Air resistance.

Specifically, there's the 6x1 tubing for the central locking system, available in both smooth and ribbed versions; of course, I used the smooth version. With 3 meters of it, I was able to connect all three connections to and from the LADEDRUCKREGELMAGNETVALVE (EUV or N75 ).
drawn again.
By slightly warming the pipe, it can be easily slid onto the connections, and therefore...
auch keine Schlauchverbindung mehr. Dense.

I think this version is likely to convince even the most hardened critics that it's worthwhile to modify the whole thing a little bit on your own.