VW Passat 2.0TDI CR 125kW Abgastemp.sensor G235 defekt | Posts 16+

I went to Volkswagen today and wanted to order the sensor that 'dieselmartin' suggested (part number 03L906088BS).
The parts service employee wanted to double-check the accuracy using the vehicle identification number and my statement (G235).
He mentioned that the part number is 03L906088AJ, and I didn't order anything based on that information.
I'm really starting to feel desperate.
It shouldn't be that difficult to locate the correct sensor using VCDS.

Does anyone have any tips for me?
I would also be happy to provide the vehicle identification number (VIN).

According to my information, the part number 03L906088AJ is the upstream of the DPF.
Okay, so the "Tempsensor 3 G495".
Behind the DFP (presumably a device or component), you'll find the "Tempsensor 4 G648".


So, "one too late" .

m;

SSP403 Page 50.

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It surely can't be that difficult to locate the correct sensor using VCDS. Hat irgendeiner einen TIPP für mich?

Have you tried disconnecting each sensor individually and checking the error memory to see which sensor corresponds to the G235? You might need to drive a bit or have the engine running.

"Donor 1" is the part that's located in the exhaust manifold in the picture from mullemaus.

First of all, thank you for the responses.
What's the best way to access the connectors? From above or below?

Despite this, it's inexplicable to me that this problem cannot be localized with VCADS 100%.

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Trotzdem ist es für mich unerklärlich das man dieses problem nicht zu 100% mit Vcds lokalisieren kann.

Slowly...

VCDS indicates that it's sensor 1. If you can count to three – 1, 2, 3 – and start at the engine, then the first sensor is located BEFORE the turbocharger, the second is located BEFORE the DPF (Diesel Particulate Filter), and the third is located AFTER the DPF.

And if you can't count to three, you can disconnect the sensors one by one and check which temperature values are displayed and what error codes are stored in the system memory.

I think I can probably count up to four with some difficulty.
But if I look back a few comments, you were yourselves discussing which device each person was using.
Ultimately, I still want to thank you for your effort and help, even though it hasn't really helped me progress further.
I didn't invest around €400 to unplug the connector back then, but what can you do?

Please update your profile with the VCDS serial number, thank you!

Edit: No customer data available.

rici007 wrote:

I think I can probably count up to 4 with some difficulty. But if I look back a few comments, you were yourselves discussing which device each person was using. Ultimately, I still want to thank you for your effort and help, even though it hasn't really helped me progress further. Für das Stecker abziehen habe ich damals die ca. 400€ nicht investiert gehabt aber was solls.

I think we discussed WHERE the sensor is located (in front of or behind the turbo).
While it was true that he was the first in a series of donors, this point was not really up for debate.

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

I don't understand what's going on here anymore?!
What do those strange statements about counting up to three etc. mean?
If you want to help, please do. I would also be very grateful for that, but I'm not here to read or respond to strange comments or jokes.

@dieselmartin
To be honest, I don't really understand what you mean.

P.S. I have updated my profile.

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Wenn ihr helfen wollt dann bitte.

Actually, everything has been said, but unfortunately, simply watching doesn't change anything. Instead of focusing on the problems, we need to adopt a solution-oriented approach.

The fact is: the cannot properly identify the sensor, which I don't entirely believe, but I accept as a given.

So, you have to figure out yourself which sensor is affected.
You can either access the error memory (as I mentioned before) or analyze the measured values. For example, you could remove both sensors and heat them up with a hairdryer or something similar to pinpoint the faulty sensor using VCDS and the measured values. Of course, the sensors must be connected during this process.

Unfortunately, that's simply part of the process when it comes to "work."

If all of this seems too much for you, or if you lack the necessary skills and knowledge, then don't attempt it yourself; instead, find a workshop that can help you.
VCDS is a very good diagnostic tool, but it doesn't replace the need for necessary knowledge – that's just the way it is.

Thank you for the answer!
I'll probably start working on it in the next few days. I certainly don't have as much knowledge as a car mechanic, but that shouldn't be too big of a problem.

It's also not clear to me why they can't identify the donor with 100% certainty, but I unfortunately have to accept it.
However, what made me suspicious was that three people at the beginning of the thread wrote something different.
I just don't want to buy anything twice or make any mistakes.

Unfortunately, I don't always have access to a stage.
That's why I asked a lot of (foolproof) questions.

Thank you very much nonetheless.

P.S. I can gladly send you my vehicle identification number (VIN) so you can check yourself to see if you can find a suitable part.

"And wouldn't it be a good idea to just pull them off? The connectors are all clearly screwed onto the water tank."
"The error appears immediately after starting the engine (turning on the ignition). Check the instrument cluster display to see the temperature reading. Then, reconnect everything in sequence and wait until the error code is the same or the temperature reading seems reasonable."

"Measure the resistance when the motor is cold. Also, consider an alternative method, even if it's not ideal for measuring resistance."

Trying to remove it might cause significant damage, but it's an option if you can get it out in one piece. However, there's a 50% chance that you won't be able to remove it without breaking it because it might become stuck. Experience shows that, in our case (deep in the forest), about 50% of the time, only the cables are damaged or gnawed through by martens.