Diverse Fehlereinträge Audi A6 V6 3.0l TDI | Posts 16+

Wiesel wrote:

vag-driver wrote: ... As you can see, the engine has been tuned using a software map. What conclusions do you draw from 'Flashcounter = 2'? He might have received an update from a friendly source

.

As mentioned at the beginning:

Quote:

The engine has been chipped, supposedly increasing the power from 171 kW to 210 kW.

vag-driver wrote:

Monday, January 23, 2017, 2:14:14:19385 VCDS -- A VAG/VAS emulator based on Windows, running on Windows 10 x64. VCDS Version: RKS 16.8.3.4 Data as of: 20161130 DS267.0 http://shop.dieselschrauber.de Vehicle Identification Number: WAUZZZ4F27N161475 License plate: xyz "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 draußen zu sein." "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 draußen zu sein." Address 01: Engine Control Module. Control unit part number: 4F0 910 402 D. Component and/or version: 3.0L V6 TDI, G000AG, 0030. Encoding: 0011372 Operating number: WSC 01286. VCID: 1E35E87DC9FC6CB2D3-804A Enhanced identification. Serial number: Identification: BPG-810. Revision: --H04--- Date: 2007-03-19 Test item number: 1316. Manufacturer part number: 0340. Flash Status Programming attempts: 2. Successful attempts: 2. Programming status: 00000000 Requirements: 00000000 Flash Tool Number: 08256 386 01286 Flash Date: 25.07.11 Software. A 4.7.7 Miscellaneous. Hardware number: 4F0 907 401 C WFS Challenge: 8C 8F 7E 89 Vehicle Information. Vehicle Identification Number: WAUZZZ4F27N161475 VCDS Info: VCID: 1E35E87DC9FC6CB2D3-804A Label file: DRV\059-907-401-ASB.clb Readiness: Script not available. ########################## As you can see, the engine has been tuned using a software map.

It's not necessarily the case that the WSC is the same as the WSC from the flash tool.
"So far, when the ECU has been chipped (via OBD), I've always seen a flash tool number of 65535."
Perhaps it was done using BDM.

vag-driver wrote:

Wiesel wrote: vag-driver wrote: ... As you can see, the engine has been tuned using a software map. What conclusions do you draw from 'Flashcounter = 2'? He might have received an update from a friendly source . As mentioned at the beginning: Quote: The engine has been chipped, supposedly increasing the power from 171 kW to 210 kW.

Oops... who can read

The exhaust aftertreatment system can be relatively easily deactivated in the software.
This also applies to the pressure sensors and the components relevant to the infotainment system.
The background is that, for example, PD TDIs can also meet emission standards without a filter.
achieved, and therefore, for example, the Golf V family has the same STG generation.
- EDC16 - available with and without DPF.

chli1976 wrote:

Maybe it was done using BDM.

What does BDM stand for?

How can I find out what has been changed? I'm interested in knowing for my own information, and also to avoid the DPF becoming clogged and causing a serious problem.

By the way, there's an invoice for the tuning work with the note "software update" (or something similar). The work was carried out there about 5 years ago.

Wiesel wrote:

The exhaust aftertreatment system can be relatively easily deactivated in the software. This also applies to the pressure sensors and the components relevant to the infotainment system. The background is that, for example, PD TDIs can also meet emission standards without a filter. achieved, and therefore, for example, the Golf V family has the same STG generation. - EDC16 - with and without DPF.

But this is a CR (Common Rail) engine. And I'm wondering if the DPF (Diesel Particulate Filter) is even still present. Because I think it's unhealthy that the engine control unit (ECU) doesn't know the fill level if a DPF is still installed.

BDM = Background Debug Mode.
"Internal" interface of Motorola / Freescale / NXP / QualComm(?) PowerPC processors.
Comparable to JTAG.

You would need to read out the engine control unit (ECU), either via OBD or, if necessary, by opening the ECU (which requires opening the STG).
Get the original, compare them both, and then identify the differences.
can be interpreted (description files are available from the ECU manufacturers for this purpose).
which is not intended for the general public and is therefore quite difficult to obtain.
(are available to obtain).

vag-driver wrote:

But this one is a CR. And I'm wondering if the DPF is even still there. Because I think it's unhealthy that the MSG... If the fill level is unknown, a DPF may still be installed.

Hello Andreas,
It was only about the principle.
The software structure of EDC16U (PD) and EDC16C (CR) systems is so different.
not even that. The switch is also included in the CRs (perhaps because...).
(which might not necessitate the use of Diesel Particulate Filters in exporting countries).

If the exhaust aftertreatment system is disabled, it's best to either have an empty DPF (Diesel Particulate Filter) or to have it removed altogether – I agree with you on that.

Thank you for your answers .

Is it possible that all these sporadic errors throughout the zoo are a result of this software modification?

It's possible, but unlikely. Normally, no one messes with that.
And the DPF (Diesel Particulate Filter) has been completely removed. You won't be able to drive more than 2000-3000 km without regeneration – especially not with basic tuning that increases soot production.

And the emissions test only checks readiness bits, and, logically, the DPF is not "queried" in that process. Therefore, disabling it via a switch never causes problems with the emissions test.

And regarding the BDM topic:
I don't think anyone would bother removing the ECU from these vehicles, because it's secured with rivets to prevent tampering. And it's a "standard EDC16" which can be flashed via OBD, as it has been for ages.

Blackfrosch wrote:

And the DPF is completely removed, and you can't drive more than 2000-3000 km without regeneration - especially not with basic tuning that increases soot production...

It's definitely producing a lot of smoke, which confirms what you said, because the DPF certainly wouldn't like that.

"This can naturally cause problems with a vehicle that originally came with a factory-installed DPF, because removing the DPF is illegal (in this vehicle). As long as there isn't a "DPF removal task force" actively targeting vehicles, it's usually not a problem..."

You could try logging MWB1+10+11 (Turbo mode) while driving in 3rd or 4th gear with full throttle – you might see problems in the charge air system or its control that could explain the soot.

Sure, here is the translation of the text from German to English:

"Hello"

Blackfrosch wrote:

This can naturally cause problems with a vehicle that originally had a factory-installed DPF, because removing the DPF is illegal (for that vehicle). As long as the "special task force" isn't actively targeting DPF emissions, it's usually not a problem... You could try logging MWB1+10+11 (turbo mode) while driving in 3rd or 4th gear with full throttle – you might see problems in the charge air system or its control that could explain the soot. greeting

Who is "Soko-DPF-Abgas"?

I will log the relevant data points for informational purposes at the appropriate time.

All the GSKs were replaced today. Interestingly, all the errors have disappeared except for those at addresses 8 and 42.

For informational purposes, from the original repair manual:

GSK with a white ring is the ceramic variant.
GSK with a red ring indicates the steel version.
The torque setting should be selected at 17 Nm

.

It is also recommended to lubricate the crankshaft seals with oil a few days in advance and to perform the removal when the engine is warm.

Quote:

It is also recommended to lubricate the GSK seat with oil a few days in advance and to perform the installation when the engine is warm.

I would be very cautious about using oil. With a bit of bad luck, the new candle will get stuck in the oiled threads.
My car's manual says, in essence, "Before removing the seat, spray it with a suitable cleaner and then blow it out with compressed air."
If anti-seize compound is absolutely necessary, verschandeln the threads with alcohol after removal. Especially install cold spark plugs only when the engine is cold (cold engine).
Sure, here's the translation:

"Best regards," or "Sincerely,".
Herbert.

Herbert wrote:

Quote: Furthermore, it is recommended to lubricate the GSK seat with oil a few days in advance and to perform the installation when the engine is warm. I would be very cautious about using oil. With a bit of bad luck, the new candle will get stuck in the oiled threads. My car's manual says, in essence, "Before removing the seat, spray it with a suitable cleaner and then blow it out with compressed air." If anti-seize compound is absolutely necessary, verschandeln the threads with alcohol after removal. Especially when installing cold spark plugs, only do so when the engine is cold (cold engine). Sure, here's the translation: "Best regards," or "Sincerely,". Herbert

I used a few drops of 10W40 oil, thoroughly blew out the bore with compressed air, and installed the new spark plug with ceramic grease.

I don't think anything will happen.

A spark plug manufacturer suggested using oil for this. However, you should use a full synthetic oil, and the thinnest possible grade. Then, you should thoroughly heat up the engine before removing it.

I couldn't find this information from the candle manufacturer, but it's also mentioned here:
https://www.krafthand.de/aktuell/details/article/werkstatt-tipp-der.html