Fehler 17969, 17970 und 17971 beim AJT | Posts 32+

Bei Zündung ein sollte der Geber 0,7 - 0,74 Volt liefern, nicht mehr. Mit der Auslenkung bei 1,8V stimmen die Werte beim oberen und beim unteren Anschlag nicht >>> Fehlereintrag. So adjust it.
hg
Herbert.

Oh crap, thanks for the heads-up.

Actually, I've mixed things up a bit, or perhaps I didn't fully understand or complete that instruction.
/download.php?id=301

Quote:

With the engine idling and the ignition turned on, use VCDS to check the voltage of the sensor. to read out the "Regelschieberweg" (RSW), which is a control slide position value. For example, in an AEL engine, this can be found in... Measurement block 1, third value. It is specified in volts and varies depending on the motor type. At the AEL (Analog Earth Loop Impedance meter), you can read a value of, for example, 0.740V. This is the measured value. Make sure to note it down; it is absolutely necessary for the calibration of the RSW sensor.

I had adjusted my expectations accordingly based on the value determined before removing the ESP (Electronic Stability Program) module.
Since the T4 wiki doesn't specify a target value for idle voltage for MWB001/3, we probably have to refer to the values in MWB0019. Those values are 0.540 - 0.880V, and your 0.7-0.74V fall within that range (although I would prefer to use your tighter tolerance). I remember that the value was 0.76V during the initial check, but after loosening the cover screws, it went down to 0.74V.

After careful consideration, it seems highly plausible to me that the value determined before the expansion will not be suitable for a setting later on, if the entire process is due to errors 17970 and 17971, specifically related to the upper/lower limit values...

Perhaps it would be helpful for those who might try to replicate this if a relevant note were added to the instructions.

Quote:

...Perhaps it would be helpful for those who might try to imitate this if a relevant note were added to the instructions?...

Counterproposal: You acquire a working laptop and an original VCDS, like the one sold by the operator of this "free" forum. I read further up about DRV 311.3-S.
This helps avoid chaos and supports this forum.
hg
Herbert.

While I can't fully grasp the connection between the two right now, this program definitely hits a nerve.
Generally speaking, I would be interested in buying one myself, but borrowing it has once again shown me that I don't want to deal with Windows anymore.
I can hardly imagine running it on a Mac (or MacBook), and the longer I use this borrowed setup, the less likely I am to buy a laptop just for that purpose.

Regardless, and also to give myself some time to think (because it's not as if I wouldn't consider it at all, but the future of this T4 with me is still uncertain), I made a preliminary payment of 52.77 Euros last week.
It's certainly not the case that I don't appreciate or find valuable the professionalism and atmosphere here.

VCDS is running for me inside a virtual machine with Windows 8.1, which is hosted on Linux using VirtualBox.

I also don't want to use Windows anymore, and I can understand why.

It would be great if VCDS-Mobile could eventually replace the desktop version, but that would require a more powerful microcontroller and a significant amount of development effort.

Well, I could do that, but I won't be paid for it. X

The son of a friend in southern Bavaria mentioned something along those lines.
He still needed his laptop and VCDS software.

Let me see.
As mentioned, I haven't copied it yet, and I won't be able to keep the laptop forever.

Meanwhile, in northern Bavaria:

I understand your hesitation about using VCDS, especially since you've already ordered and paid for support. However, I don't understand the issue with the laptop and Windows, considering how far you've come from scratch in repairing it. It seems like you're trying to save money on tools and relying on the knowledge of others. You can't even provide a Screenshot or perform an Autoscan, but you're complaining about Windows. Just switch to a MacBook. Those who have been dealing with VCDS and manufacturer documentation based on Windows for several years aren't necessarily as knowledgeable as they think.
That's it for me.
Herbert.

Okay, you're entitled to that opinion; my personal perspective is different, and perhaps also valid.

I have a car that I've spent more time repairing than actually driving, and I don't know how long I'll keep it if things continue like this.

I would definitely consider working on the car a hobby, but there still needs to be a balanced ratio between usage and maintenance or repair, especially when I'm never sure if a drive won't end up with it being towed.
Generally, you always think that eventually everything will be finished, and at least nothing has broken twice yet, which gives me confidence in my abilities. However, there are also moments that make you question how long you want to continue playing this game.
However: the money I've invested in the vehicle so far, I would definitely get back if I were to sell it.


It's different with an investment of around +/- €500 in a laptop and diagnostic software; if I actually sell the bus, I would only be able to hang those on the wall. I wouldn't have any further use for either of them.

I'm sorry if this calculation is perceived as an insult to those who use Windows; that was never my intention.
But whether you have or don't have 500 euros makes a big difference these days; it's a significant amount of money that an elderly woman would have to knit for a long time to earn.
And that's where I run into problems arguing my case at the Ministry of Finance, because while the student has a school trip and then needs to set up accommodation elsewhere for their studies, I can temporarily borrow programs and a laptop when needed.

I believe I made it clear that I don't consider this situation to be a permanent one, even if I were to keep the bus. Furthermore, I don't view this platform or the assistance I received as something divinely ordained, and accordingly, I have temporarily paid a fee for it.

It's unlikely to be obvious here (if at all), but somewhere on the internet, a connection will certainly be made again when someone can benefit from my knowledge in areas where I have more expertise than with using VCDS.

Oh no, here he is again.
Same issue after almost 6000 km.
Error codes 17969 and 17970, no other error entries found during the automatic scan.
This time, I skipped the usual troubleshooting steps and went straight to the source: I removed the cover of the engine control unit (ECU) and saw that the shaft of the mass airflow sensor (MAF) was stuck and wouldn't turn.
The ESP has been disassembled; the amount of debris is minimal and mostly consists of wear particles. However, a single chip was blocking the shaft, as shown in the picture (arrow).
Now I'm wondering where the shavings are actually coming from, and whether I'll have to stop every 5,000-6,000 km on the road, tow the bus, and remove the ESP system.

Therefore: how does the abrasion/chip formation occur, and how can it be avoided?

"Or should I just order a replacement pump and install it?"

Hi there!

I suspect the debris is coming from the pump itself.

Do you mean from the high-pressure section?
Shouldn't there also be problems with purely mechanical pumps?
Or defects caused by abrasion/chips in the high-pressure section?

Similarly, if the debris were generated by the booster pump – which also exists in non-electronically controlled ESPs.
And eventually, every filter, every sieve, would become clogged.

Or does only the large iron anchor, with its applied tension and resulting magnetism, make the difference and cause the problems?

Hello,

Iron/steel shavings could enter the electrostatic precipitator (ESP) due to broken springs. Aluminum shavings are more likely caused by a misadjusted injection start setting.

Whether I would choose to replace or clean/flush the ESP unit (always including a functional test) would depend on the condition of the rest of the vehicle.
Quite likely, the ESDs are also coming to an end.

Best regards, Rainer.

Hmm. I got this bus for free, but it has a broken timing belt.
Tool cart, a little dented, but in excellent condition regarding rust.
"The engine has been repaired with the following parts replaced: valves, valve guides, pistons, connecting rods, timing belt (of course), water pump (new), and a new starter."
Rebuilt transmission installed, along with the exchange of the left and right drive shafts, and all ball joints were replaced. The front brakes have new rotors. The ESP (Electronic Stability Program) was removed approximately 6,000 km ago, cleaned, and reinstalled, which is what this thread is about.
The car is incredibly fast and a lot of fun to drive, but it's been getting towed lately because of a faulty ESP system. So, I spontaneously ordered a refurbished ESP unit and hope it arrives by the weekend.
I'm willing to take the risk with the ESD issue, but I might find some time during this repair to remove it and have it tested.
I'm not saying that leaving the country solely for financial reasons can only lead to a better future, but the only thing I foresee needing repair on the van is the rear brakes when the pads wear out, and I also want to replace the windshield, which has some scratches.
It's manageable, the cabin is now worth it to me, and the rest is either new or refurbished.

Unfortunately, the ESP can only be replaced. So, I'll have to get rid of it, but right now I don't feel like fixing it myself in a way that would make it last significantly longer this time. It seems like last time I only addressed the symptoms and not the underlying cause.
This time, it was all just debris; I didn't even check if it was magnetic or not, but there was a significant piece that blocked the impeller again.

Quote:

I'm willing to take the risk with the ESD, but perhaps I'll find the time during this repair to remove them and have them tested.

Life experience:
- Generally usable up to 250,000 km, of course depending on whether it's mostly highway driving or city traffic.
- It's generally safe to replace it after 300,000 km. You can skip the inspection if you don't have spare parts available.



Best regards, Rainer.

Generally, or specifically regarding TDI engines?

The car is 21 years old and has 259,000 km (approximately 161,000 miles) on the odometer. I suspect that, on average, it hasn't been driven very long distances each year.
Okay, well, let's see. I'll definitely keep an eye on the ESD (Electrostatic Discharge).

The "new" ESP arrived in less than 24 hours, I installed it just now, and the engine is running again.
Tomorrow I'll retrieve the tent from where it's been and re-attach the front panel; hopefully, the dynamic adjustment will reset itself.

Okay.
I wasn't initially happy about buying a refurbished ESP directly without at least thoroughly inspecting or even repairing the old one. Then, I was immediately overwhelmed by the speed at which the new one was delivered, but I managed to set it up temporarily and install it on Wednesday, with all the settings finalized by Thursday.
Wow, what can I say: it's the difference between night and day.
It starts up better when it's cold, and it doesn't smoke at all anymore, especially not during acceleration.
It's kind of a situation where you're forced to find the right solution through the circumstances.