P0299, Audi A1 1.4tdi CUSB | Posts 16+

Hi,

I have no idea what "Turbocharger Adaptation" is; it might involve readjusting the control loop.

With a differential pressure sensor, you don't have to hope or resort to magic; instead, check if the differential pressure is 0 mbar when the system is at rest.

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

"LG" can be translated as "Best regards" or "Sincerely". It is a common abbreviation for "Liebe Grüße", which means "Warm greetings" in English.

It's showing "Im Leerlauf" (Idle). There are many entries related to Bank 1. In our Passat with the BMP engine, it was more straightforward and displayed the values within which it should be. This was also with an older version of VCDS. However, this is not the case with the Audi A1 1.4.

I find 18 mbar to be high for a cleaned DPF.

Quote:

With a differential pressure sensor, you don't have to hope or resort to voodoo; instead, check if the differential pressure is 0 mbar when the system is at rest.

Do you understand? So, how can you tell if a differential pressure sensor has an offset?

Motor-Leerlauf: Darum ging es nie. Apart from that:

Blas' doch mal in den Differenzdrucksensor, dann siehst Du wieviel 18mbar sind. Nothing.

Furthermore, the idle state is irrelevant.
Behavior of differential pressure at the DPF for various engines

"Do you understand? So, how can you tell if a differential pressure sensor has an offset?"

No, I'm not smart enough for that.

I didn't check the values with just the ignition on yesterday; I apologize for only posting the values I saw before your post.

I would find anything below 10 mbar at idle to be acceptable.

Let's try rephrasing this. With the engine idling (ignition on), the differential pressure should ideally be 0 mbar. If a different value is displayed, the offset needs to be adjusted. If the deviation is too high, then the sensor is likely faulty.
If the deviation is 1 mbar, I wouldn't do anything. However, if it's 5 mbar, I would definitely correct it and continue to monitor it.
There's definitely a certain differential pressure when the system is idling, but that value only makes sense if the offset is correct. You can't conclude from the idle state alone that the sensor is working properly.
hg
Herbert.

I think that will be the lesser of the problems with the differential pressure sensor.

You can hear a slight whistling sound from the turbocharger when the car is stationary and you briefly press the accelerator.

Malo wrote:

I think that will be the smaller problem with the differential pressure sensor. You can hear a slight whistling sound from the turbocharger when you are standing still and briefly press the accelerator pedal.

"Lightness" is very subjective; in almost all of my cars, I can hear the turbocharger idling when I'm standing in front of the open hood. However, I don't have any hearing problems either.

If you suspect the turbocharger is faulty, remove the air intake snorkel and inspect the compressor wheel and shaft for any signs of damage or play.
I won't explain how to do that; there are plenty of articles available on the subject.

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

"LG" can be translated as "Best regards" or "Sincerely". It is a common abbreviation for "Liebe Grüße", which means "Warm greetings" in English.

"If you suspect the turbocharger is faulty, remove the air intake snorkel and inspect the compressor wheel and shaft for any signs of damage or play."
"I won't explain how to do that now; there are plenty of articles available on the subject."

The loader has just been overhauled, and with this type of loader, the issue can only be determined from the particle filter side or by completely disassembling it. But I just installed the particle filter recently, so maybe that's why I'm paying attention to every noise.

"but also no hearing problems."
"I do, but with my otosclerosis, I experienced it even more strongly."

Hi there,
Simply put: Leave the car and engine alone and just drive.
No supplier or repair technician will accept a faulty "Pfeife" (likely referring to a specific component) from a Volkswagen vehicle as a defect. This could also happen with a replacement part from VW.
If you don't want to correct the differential pressure offset, the learning values will take care of it.
It seems that the coolant filling issue has also been resolved.
hg
Herbert.

Hello,

Fill with 0.4 bar of vacuum pressure. I added 5 liters, which is the amount that came out. I just ran the venting program and then got an error. Hopefully, this error was a one-time occurrence.

Address 01: Engine Control Module (J623-CUSB)
Label file: .04B-907-445-V1.clb
Part number SW: 04B 906 027 K, HW: 04B 907 445.
Part: R3 1.4L TDI H08 9435
Revision: 21006001
Encoding: 02254032432401080000
Operating number: WSC 00046 412 00000
ASAM Dataset: EV_ECM14TDI03004B906027K 004020
ROD: EV_ECM14TDI030_AU21.rod
VCID: 290E01F0197D3C92F84-807C
VINID: 9D196AAAA228017480007043248E29AD10

Two error codes found:
16409 - Adjusting unit for turbocharger.
P00AF 00 [00100100] - Stuck/Jammed.
Occasionally - unconfirmed - checked since last deletion.
Environmental conditions:
Error priority: 2
Error frequency: 1.
Mileage: 172,293 km
Date: 2025.07.19
Time: 12:53:21

Motor speed: 839.75 rpm.
Normalized load value: 29.0%
Vehicle speed: 0 km/h
Coolant temperature: 101 °C
Intake air temperature: 74 °C
Atmospheric pressure: 950 millibars.
Voltage at terminal 30: 14.726 V.
Lost learning counter via OBD: 40.
Turbine control valve bank 1: Inventory level - Target value: 0.00 %.
Turbine control valve bank 1: Inventory level - Current value: 42.01%.
Turbine blade pitch control, bank 1: Inventory level - Offset closed: -28.98%.
Turbine adjuster, row 1, bank 1: Inventory level - Raw material: 3,357 units.
Throttle pedal travel: Raw value: 0.00%.




"Would you like to disable differential pressure offset correction?"
I would like to, but I need help with it.

Thank you and best regards.

Not good, probably the VTG (Variable Geometry Turbine) is carbonized or the actuator is defective. What is the second error?

Great, that means the refurbished charger would have only lasted for 60 kilometers.

Address 01: Engine Control Module (J623-CUSB)
Label file: .04B-907-445-V1.clb
Part number SW: 04B 906 027 K, HW: 04B 907 445.
Part: R3 1.4L TDI H08 9435
Revision: 21006001
Encoding: 02254032432401080000
Operating number: WSC 00046 412 00000
ASAM Dataset: EV_ECM14TDI03004B906027K 004020
ROD: EV_ECM14TDI030_AU21.rod
VCID: 290E01F0197D3C92F84-807C
VINID: 9D196AAAA228017480007043248E29AD10

Two error codes found:
16409 - Adjusting unit for turbocharger.
P00AF 00 [00100100] - Stuck/Jammed.
Occasionally - unconfirmed - checked since last deletion.
Environmental conditions:
Error priority: 2
Error frequency: 1.
Mileage: 172,293 km
Date: 2025.07.19
Time: 12:53:21

Motor speed: 839.75 rpm.
Normalized load value: 29.0%
Vehicle speed: 0 km/h
Coolant temperature: 101 °C
Intake air temperature: 74 °C
Atmospheric pressure: 950 millibars.
Voltage at terminal 30: 14.726 V.
Lost learning counter via OBD: 40.
Turbine control valve bank 1: Inventory level - Target value: 0.00 %.
Turbine control valve bank 1: Inventory level - Current value: 42.01%.
Turbine blade pitch control, bank 1: Inventory level - Offset closed: -28.98%.
Turbine adjuster, row 1, bank 1: Inventory level - Raw material: 3,357 units.
Throttle pedal travel: Raw value: 0.00%.

16261 - Pressure sensor positioning device.
P2563 00 [00100100] - implausible signal.
Occasionally - unconfirmed - checked since last deletion.
Environmental conditions:
Error priority: 2
Error frequency: 1.
Mileage: 172,293 km
Date: 2025.07.19
Time: 12:53:17

Motor speed: 828.50 rpm.
Normalized load value: 28.2%
Vehicle speed: 0 km/h
Coolant temperature: 101 °C
Intake air temperature: 74 °C
Atmospheric pressure: 950 millibars.
Voltage at terminal 30: 14.718 V.
Lost learning counter via OBD: 40.
Turbine control valve bank 1: Inventory level - Target value: 100%.
Turbine control valve bank 1: Inventory level - Current value: 95.43%.
Turbine blade pitch control, bank 1: Inventory level - Offset closed: -28.98%.
Turbine adjuster, bank 1: Inventory level - Raw material: 1,754 units.
Throttle pedal travel: Raw value: 0.00%.

Status: Not available.

Hello,

Vintage vacuum cylinder linkage with vacuum pump, tested and working very well, responding even to the slightest vacuum pressure.

Bei 0.6-0.7bar Unterdruck war der Strom bei 0.735V Soll laut Reparaturanleitung 0.75V+-0.5V. Okay, that's also fine.

At the very beginning, when I hoped it wasn't the turbo, I replaced the magnetic valves with "Febi" ones because they were cheaper. It turned out the valves weren't the problem, and now I have the original ones back in.

Hopefully that's it, and the differential pressure sensor will adjust itself.

Is it hope again?

If the position feedback from the VTG (Variable Turbine Geometry) reports implausible values, how is the ECU (Engine Control Unit) supposed to determine if everything is okay?

Why did you hide the second error message in the previous post when it's directly linked to the other error message?

"First, check if the inventory feedback system is working correctly. Think about how you could test it and let me know your ideas."

"Hope again?"
The last one to die is the most stubborn.

I will run the VTG gymnastics program and "hope" that the error doesn't occur again.

"Bei 0.6-0.7bar Unterdruck war der Strom bei 0.735V Soll laut Reparaturanleitung 0.75V+-0.05V. "So, that's also okay."

I have already tested the vacuum and its stability.

Hi there,
I suspect you checked the vacuum system, but not the sensor of the VTG (Variable Turbine Geometry) actuator. That's where those strange values are coming from. According to the manufacturer's instructions, that specific sensor needs to be recalibrated.
The unit of measurement for voltage is the volt, not current.
hg
Herbert.