P0299, Audi A1 1.4tdi CUSB | Posts 32+

"I suspect you've checked the vacuum system."

Yes.

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

Just the attitude.

"According to RLF, that specific part needs to be completely redesigned."
That's the error.

I hope I can do this...

Quote:

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

Which repair manual are you referring to, and which section of it?
Volt is not a unit for current, but for voltage .
hg
Herbert.

"D4B804C90BB-3-cylinder TDI Common Rail 1.4L 4V engine (EA288 Gen I)"

Page 279: Is the voltage reading at 700 millibars?

Same page. Proceed with adaptation.

Again, which section of the RLF are you referring to? Currently, when I look at the table of contents on page 279, I find "Installing and removing high-pressure pipelines."
hg
Herbert.

So, in the chapter about charging ( ).
The next step is to carry out the adaptation as described.
You can either use an adaptation channel or the basic settings mode within VCDS interactively. One of these options should work.
hg
Herbert.

I have a similar guide for the Golf 1.6 TDI (DDYA) engine. In that guide, the turbocharger adjustment is also controlled by vacuum. I find both guides to be somewhat difficult to understand.
It is supposed to work like this.
1) Adaptation of the sensor position to the ambient pressure using the integrated vacuum sensor (the MSG reads the raw voltage).
2) Check the sensor position (raw voltage) at a vacuum pressure of 700 mbar (i.e., control rod extended).
3) If necessary, adjust the guide rod.
hg
Herbert.

D.H. Lawrence.
In the worst-case scenario, I might have to adjust the guide rod.
What would be impossible with this model when it's assembled.

You might still be able to remove the can, but you definitely won't be able to remove the retaining ring, and you certainly won't be able to put it back on.

"Turbo Mensch" said "Plug and Play." You don't have to do anything.

IDE.00460 Test of charge movement flaps.
Routine completed. Routine finished. OK.

IDE.00719 Adaptation of the charge movement flaps, bank 1.
Completed.

Vacuum: 0.6-0.7 bar.
Looking forward to the electricity supply.
0.735V
So, everything's okay.

It was probably a solenoid valve that wasn't properly tightened.

Okay, now let's talk about differential pressure sensors...

"

Quote:

"At a vacuum pressure of 0.6-0.7 bar, the current was 0.735V. According to the repair manual, it should be 0.75V +/- 0.05V. So, that's also OK."

I have no idea where you got that from, but it's NOT okay!
0.75V - 0.05V = 0.745V

Isn't it logical that if the VTG (Variable Turbine Geometry) is at its limit and the engine control unit reports a problem, only 95% of the end position is reached instead of 100%, indicating that something might be wrong?

"Turbine control valve 1, bank 1: Inventory level - Target value: 100.0%."
"Turbine control valve bank 1: Inventory level - Actual value: 95.43%"

The adaptation and subsequent check of the support rod for the vacuum chamber were missing.

The pressure reading when replacing the vacuum sensor is -0.6 to -0.7 bar, with the corresponding voltage within tolerance.

The inspection of the turbine actuators was not performed before their implementation and was discontinued for safety reasons. Now, after successful adaptation, it will be carried out.

After another test drive, I didn't find any errors.
Hopefully, that was it...

Thank you for the feedback!