Looking for EURO4 key number

Hello,

I would like to find out how to determine, based on the key numbers in the vehicle registration document, whether a...
Does it have a PD TDI engine that meets Euro 4 standards, or only Euro 3/D4?

Please check your letter or document and provide the information according to the following table:

1: Euro 3 and D4 - 53
to 2: 0603
zu 3: 1J - 56002Q
4: WVWZZZ1JZ3Wxxxxxx
7: K74 / 4000
8: 1896

or who recognizes this vehicle:
1: ??????????? - 62
to 2: 0603
to 3: 1J - 560033
4: WVWZZZ1J?????????
7: K74 / 4000
8: 1896

Perhaps VAG also has a general overview available; if so, please provide a link.

'Thank you.'
quadral

quadral wrote:

Perhaps VAG also has a general overview available; if so, please provide a link.

That has nothing to do with VAG.

http://www.kfz-steuer.de/

Select the tax class at the top, and the corresponding key numbers will appear below.

62 is not a vehicle with a capacity of 3 or 5 liters in either D4/EU4 standards.

@Bertil
The table is not entirely accurate.
The vehicle, whose registration document is in front of me, has key number 53 and is described as 'Euro 3 and D4'.
According to the table, it would also be...
'D4/EU4: Neither a 3-liter nor a 5-liter vehicle.'
From a tax perspective, that's probably correct, but what about from a technical standpoint?

Somewhere, I read that starting with the 2004 model year, the 1.9L TDIs met the EURO 4 emissions standard, not just the slightly less powerful D4 engine. While there's no tax difference, something must be different.

What is the key number mentioned in the letter if 'EURO4' is written next to it?

Is the AXR engine used in current Golf models?
If so, what changes were made in the 2004 model year?

'Thank you.'
quadral

Hi,

There is no difference in terms of emissions between D4 and EU4 engines. The D4 is "missing" only the OBD2 protocol capability of the engine control unit.
The AXR engine has an EDC15+ control unit, which does not yet support OBD2.
Therefore, the AXR is designated as EU3 and D4. At the time of the ABE (approval) for the AXR, there was no specification for an EU4 standard, but Germany independently introduced the D4 standard. The EU4 standard was then quickly standardized afterwards. In EU4, we've also included OBD2 functionality with integrated emission control.
That's the difference you're looking for (and not finding).

By the way, I've already explained this here in the forum before...

By the way, I've explained this before in this forum...

It's even possible that I've read that before. That's something I didn't actually want to know.

If I buy a brand new Golf Variant today, which is known to be based on the Golf 4, what will be stated in the vehicle registration document?
'Euro 3 and D4' because it's based on the AXR engine and was classified as such years ago, or 'Euro 4' according to the VAG new car configurator, because a different registration is not possible anymore soon?

And if Euro 4 is stated in the vehicle registration document, does it have the key number 53 or 62?

'Thank you.'
quadral

Here it is again, for you to write down:

The Golf Variant is a Golf 4... so it's an older model, and it's still being produced with the AXR engine.
The AXR engine is built with the EDC15+ system, and therefore is not OBD2 compliant.
Since the OBD2 capability is missing, the AXR engine can only be registered with the EU3 and D4 emissions standards in the vehicle registration document.
The key number should be 53. This is the same situation I'm experiencing, and also with a colleague's 4-month-old AXR (G4 station wagon).
Changing from D4 to EU4 would require a massive overhaul, and VW likely wouldn't include that in the current model. The re-homologation process would cost a fortune. That's not necessary anyway, as the version with the mandatory OBD2 requirement (beginning in 2006) is being discontinued.
The 77kW engine, on the other hand, is OBD2 compliant, but it does not have the engine code AXR!



I'm glad to have an engine that has limited OBD2 compatibility.
For engines that are OBD2 compliant, chip tuning is essentially a thing of the past. While it's technically possible, anyone can check that the emission values (which will definitely change with chip tuning) and the checksum are no longer original. Police forces in Europe are gradually being equipped with OBD2 testers to investigate "illegal" modifications to engine control units. Currently, an expert needs to completely disassemble the car to verify this. This can only be done by seizing the vehicle, which is not easy. Starting with OBD2, they only need to connect it to the computer.

I have written it 100 times .

'Police forces in Europe are gradually being equipped with OBD2 testers in order to investigate 'illegal' modifications to engine control units. Currently, an expert must completely disassemble the car to do this. This requires seizing the vehicle, which is not always easy.' 'Starting with OBD2, they only need to connect it to the computer.'

Okay, I guess I'll install an ignition system and connect pin 1 to the OBD2 connector. Or maybe I'll use a high-voltage cascade from an old television. That would be less noticeable. Of course, this is switchable.

bye
quadral

Then I guess I'll have to retrofit an ignition system and connect terminal 1 to the OBD2 connector. Or maybe a high-voltage cascade from an old television. It's not as noticeable. The whole thing is, of course, switchable.

The approach appeals to me .

Best regards, Rudi.

Yes, and it bothers me that electric shock devices are no longer available for purchase.
I'm currently working on building a 'PC component tester' for the BOfH .

Here's a little tip: voltage isn't *that* important. What really matters is having a good amount of charge behind it.

CU Gremlin.

Hi,

I think a large electrolytic capacitor and an old CRT transformer should be sufficient for both purposes.

Best regards,

Jan.

quadral wrote:

....Then I guess I'll have to retrofit an ignition system and connect terminal 1 to the OBD2 connector. Or maybe a high-voltage cascade from an old television. It's not as noticeable. Of course, this is switchable. ..

Nice approach, but the AU (acceptance testing) will also be performed onboard.

hehe...

But an ESD test in the field would be interesting.
I'm sure you'll be happy to hear that we didn't manage to break an S25 with the 30kV gun back then... but that's what insulation testers are for... haha.



btw: Jan, this thing needs to be small and run on 5V (from a USB or PS/2 port). It's intended for users who are... let's just say, 'resistant.' Sometimes you have to 'encourage' them.

CU Gremlin.

hehe...

But an ESD test in the field would be interesting.
I'm sure you'll be happy to hear that we didn't manage to break an S25 with the 30kV gun back then... but that's what insulation testers are for... haha.


You didn't connect the 30 KV directly to a terminal of an electronic device. It only takes twice the operating voltage, or even a single voltage if it's reversed, to damage an input of an IC. High voltage is used solely for safety purposes, to ensure that any potential fault current cannot cause further damage.
Because that's when the first urns will be returned to the crematorium.

bye
quadral

We shot the 30kV into the antenna port, onto the battery contacts, and the SIM terminal... really with a flash and thunder, Z-Z-ZZAAAPP .

Electronics with good® ESD protection are surprisingly robust.
It wasn't until we directly fueled the internal components that it ended.
That's why I'm writing this – there needs to be a sufficient amount of current flowing through it, so that the suppression diodes get burned out.

I also have a handful of EEPROMs that have been occasionally inserted incorrectly. They then signal this with a light or heat signal. They're impossible to get rid of (the power supply only provides 5A).

CU Gremlin.

Why so complicated and spectacular?

Simply install a hidden switch in the essential signal lines, which is normally open and only closes when tapping into the car's signals is desired.

The resulting "no connection" problem is, unfortunately, a common occurrence these days, so it's likely to seem completely innocuous .

Why so complicated and spectacular?

Simply install a hidden switch in the essential signal lines, which is normally open and only closes when tapping into the car's signals is desired.

The resulting 'no connection' problem is, unfortunately, a common occurrence these days, so it's likely to be completely unremarkable .
However, this doesn't produce very flattering faces that match the colors of the uniforms.

bye
quadral