Fehler 17969, 17970 und 17971 beim AJT | Posts 16+

Yes, I think I got the resistance values from the T4 wiki, and from the schematic there, it also appears that 1-3 should be the sum of the two individual resistors, since the coils are shown connected in series.

I will check the voltage at pins 1 and 2 relative to ground when I visit the bus again next weekend.
Thank you for the value; I haven't found it yet (although I haven't explicitly been looking for it either).

[Translating...]

/download.php?id=566

Quick question about this special screw on the MSW, because I'd like to make a tool for it myself, ideally before I get there.
Is it true that a No. 7 (hexagonal) socket will fit if you round off/grind every other side?

Is there another way to remove the screw without machining anything in the engine compartment or on the ESP unit that needs to be opened immediately afterward?


The original tool doesn't seem to be very popular in online shops and is nowhere available. It looks like there's a set of these triangular sockets from BGS, but surprisingly, the socket that fits the MSW cover isn't included.

Quote:

Quick question about this special screw on the MSW, because I would like to make a tool for it myself at home if possible: Is it true that a No. 7 (hexagonal) socket fits if you round off/grind every other side?

Yes.
hg
Herbert.

Hey everyone, I was so excited that I spontaneously decided to take a trip to see the VW bus.
Removed the regulator housing cover; the lever arm was difficult to move and required some persuasion, occasionally catching as it moved, and the spring caused the same issue during the return process.
Similarly, when the ignition is turned on. It would move to its full range of motion, but then only retract a few degrees, and after a few seconds, it would return completely to its resting position (without any further assistance).

I think I can put the lid back on and remove the ESP module, huh?
It looks exactly like Rainer's forecast.

Would it be a viable plan to hope that the pump, when started, can still cover the entire control range and that the engine will run at idle, allowing me to determine the values?

Sorry for any typos, I'm typing with a disability...

What do the contacts look like underneath the plastic cover – are they originally pin-connected or already soldered?
Photos of everything would be really helpful.
It looks like the shaft is difficult to turn.
hg
Herbert.

If it's not currently blocked, the valve usually moves relatively easily and evenly, with a noticeable resistance from the spring. Occasionally, you can turn it through its entire range of motion, but most of the time it gets stuck somewhere along the way, sometimes more, sometimes less. It's difficult to move it back to its starting position without some tricks, because it seems to be jammed or is sometimes harder to operate than usual.
"So, there are definitely wood chips in there that are blocking them at certain times and in certain places."
I doubt it's made of feathers. Of course, I have nothing to compare it to, but the resistance I felt when the wave was rotating seemed reasonable.
Ultimately, it doesn't matter; it's going to be disassembled anyway.

Okay, so the issue is this: I managed to get the measurement data blocks to read correctly, but either VCDS or the laptop is malfunctioning, and the owner is on vacation starting today - it's a holiday weekend here - and I'm not sure if I can rely on either of them to be able to use them for adjusting the MSW.

Therefore, I'm hesitant to just bite the bullet and buy a replacement ESP.
It's not really my thing, but the bus has been out of service with this problem for weeks, and I don't want to deal with another two-week delay plus whatever extra time it might take.

I'm going to remove the ESP tomorrow anyway, as it's due for replacement, and then I can check whether the contacts are riveted or soldered.

"By the way, I take a lot of pictures, but mostly of my monitor, because I can't seem to get screenshots working on this laptop."
"And so far, there hasn't been a situation where I needed to use pictures as memory aids."
But I'll remember tomorrow.

I spontaneously uploaded a video of the ignition being turned on; I'll see what happens with it.

Okay, MWB001.
1: 775 RPM (Revolutions Per Minute)
2: 4.4 mg/R
3. 1,720V at...
4: 62.1°C

It now seems much more plausible according to the target value table in the T4 wiki, although I haven't measured temperatures above 80°C.

With the ignition on but the engine off, I'm done.
3: 1,820 mg/R at...
4: 71.1°C

When the ignition is off, you won't get any readings because the engine control unit (ECU) is without power.

I'm sorry, but I can only translate text that is written in a standard format. The character you provided is not part of a recognizable word or sentence, so I am unable to translate it.

Touché…
I meant to say: engine off, ignition on.

Judgment Day!

Self-Diagnosis Log, Saturday, June 4, 2022, 7:23:01 PM.
VIN Number: WV1ZZZ70Z1X120608 License Plate: Mileage: Repair Order:
Vehicle type: 7-seater VW Transporter T4. Scans performed: 01, 02, 03, 08, 15, 17, 19, 25, 45, 56.

Address 01
------------------------------------------------------
Control Module: 074 906 018 AK
Component: 2.5l R5 EDC 0000SG 3320
Coding: 00002
Shop #: WSC 25900
WV1ZZZ70Z1X120608
VWZ1Z0A1237014
2 Faults Found:
17970 - Quantity Jettison (N146) - Upper Limit
P1562 - 35-00
17971 - Quantity Jettison (N146) - Lower Limit
P1563 - 35-00
Readiness: N/A
Address: Skip 15 airbags.
Address 17 ------------------------------------------------------ Control unit: 7D0 920 803 B Component: T4-COMBINATION INSTRUMENT VDO V26 Coding: 01151 Shop #: WSC 00006 Error found: 01314 - Engine control module 49-10 - No communication - Intermittent
Address 19 ------------------------------------------------------ Control unit: 6N0 909 901 Component: Gateway <->CAN 0001 Coding: 00000 Shop #: WSC 35110 Error found: 01314 - Engine control module 49-10 - No communication - Intermittent
Address 25
------------------------------------------------------
Control unit: 6X0 953 257
Component: IMMO
0008
Coding: 00001
Shop #: WSC 51542
WV1ZZZ70Z1X120608
VWZ1Z0A1237014
No error code found.
Sure, here is the translation of the text from German to English:

"Ende" translates to "The end" in English.


This is the Autoscan result after disassembling, cleaning, and reinstalling the ESP (Electronic Stability Program).
I'll send you more soon, as soon as I can finally get rid of this awful laptop.

ziller wrote:

More soon, ...

Um, no, not really. I'm not sure how to deal with this image upload feature right now. And definitely not how to integrate it into the text.
There's always tomorrow.

Hi there,

Quote:

This is the Autoscan result after disassembling, cleaning, and reinstalling the ESP.

Just for understanding, you took out the fuel injection pump, disassembled it, cleaned it, and reinstalled it, and now the engine runs? What was the cause of the misfiring?
hg
Herbert.

Hi Herbert,
Yes, it was disassembled, cleaned, and reassembled with the three screws on the flange, but no further modifications were made.
Oh yes, of course, the 10P connector as well, right.

I'm postponing this again for later, as I'm currently using the company computer where the images are stored, but understandably, I'd prefer to turn it off sooner rather than later on a holiday.

The cause, however, was not difficult to find.

The magnet, to which I had attached all the items I found, looked like it had been dipped into a pile of scrap metal after the operation.

Side note: Is there a tutorial somewhere about how to work with images?
Specifically, those that can be integrated directly into the text rather than simply appended at the end?

Okay, I'll give it a try and hope the images work out.
Since no one would sell me an ESP guitar yesterday, today, or tomorrow, I decided to take it apart.
As you can see from above, the first discovery was not far from where the lid was opened.
It's not that I didn't mark the position of the MSW housing, but spontaneously, a rather modern "life hack" idea came to mind, so I used the stop for the diesel fuel line and angled it.

[img]/download.php?id=14279[/img]


Now reattached, it sits flush against the housing in such a way that a) the housing is removable, and b) its position along the length is fixed during reassembly, just as it was before removal.

[img]/download.php?id=14277[/img]


After removing the cover, it quickly became clear that the pump had already been disassembled (which I actually expected based on some external signs).
A generous amount of solder was used, and it wasn't easy to prevent the excess solder from falling into the housing.

[img]/download.php?id=14276[/img]


Next hurdle: that damn indicator simply wouldn't budge.

[img]/download.php?id=14275[/img]


It's not possible to achieve this easily, and as you can see, it's also difficult even with considerable effort and insistence.
Just when I was about to give up and stop, because I didn't want to use any more force, he relented and let go as if nothing had happened.

Even inside and around the servo motor, there are shavings everywhere as far as the eye can see.

[img]/download.php?id=14274[/img]


After meticulous cleaning, the assembly and installation began.
Since all the seals were protruding quite a bit from their grooves and appeared to be pliable, I decided to address that issue directly.
To prevent the solder from forming bridges between the contacts without me noticing (I only had a relatively large soldering iron available), I would probably have used a saw blade in a less sensitive environment. Here, a piece of cloth was sufficient for checking.

[img]/download.php?id=14273[/img]


Inserting the eccentric into the ring bore is a real pain. While the parallax shift in the pump housing allows for a rough estimation and adjustment of the axial position, there's no tactile feedback to indicate whether it fits or not (or maybe I just haven't gotten it right, and that's why... ).

After installing and securing it with the three screws on the flange (I haven't done anything else yet, like connecting the connector or connecting the device to VCDS), there are still some uncertainties.
Prior to the intervention, the value in MWB001/3 was 1.820V.
After that, 0,..., at least enough that the value could potentially decrease again when the lid was removed.
After fiddling with it for half an hour, I managed to get the voltage up to 1.800V. Now that I've tightened the lid, it's at 1.760V.

--> Ist das zuviel Abweichung? And.
--> The pointer was at its limit before disassembly, but now it's slightly offset by a few degrees in the clockwise direction. Does that matter? I think the upper limit should have been reduced accordingly by that angle, right?

The main reason I stopped working on it was the error code handling.
As you can see from the car scan results above (sorry, it looks like the formatting is a bit messed up, but I hope the essential information is still clear; this laptop is driving me crazy, and it was already a hassle to move it), I'm still getting error codes 179970 and 17971 (and the glow plug indicator light is flashing on the instrument cluster), even though the shaft is free-moving and moves back and forth when the ignition is turned on. I made sure to save the scan results as a PDF file, which this laptop can actually read, instead of a .prn file that it wouldn't be able to process.

So, what now?


And P.S.: It seems like I found a few tips under "Upload" regarding how to handle images, but they apparently didn't help much. Or maybe I misunderstood something.
Edthchen thinks that, no, it could be done...