3-cylinder, 1.4L, diagnostic trouble code 17964

I read the code mentioned in the title after a fault code appeared. The car is 'new' (approximately 8000 km), and this is the first time it's happened. It has been running with a chip tuning for verschandeln emissions for about 4000 km, and there have been no other issues. Does anyone know where I could look next? Model year: 2001 Engine code: AMF

Hello,

As always with such questions:
Please provide the model year and engine code.

@weimann
Welcome to the club, finally someone else with the same problem as me... it took 2 years!
For everyone else's information, the license plate code is AMf, and I have already posted about this problem multiple times on various forums. It concerns the issue of not reaching the minimum boost pressure.
Please provide the following information:
Under what load conditions and how often does the vehicle enter emergency mode?

From whom is the chip?
Best regards, Olaf.

P.S.
Wir sollten mal telefonieren oder uns treffen, wir wohnen ja nicht allzu weit weg voneinander. Ich habe ein ernsthaftes Interesse, dem leidigen Thema endlich ein Ende zu bereiten! Ich stehe mit *** und B&B hinsichtlich des Themas in Kontakt. Problematisch ist es ja immer, nen Softwarefehler von nem anderen Fehler abzugrenzen, wenns angeblich auch mit Seriensoftware eintritt, so zumindest bei nem Polo TDI... Ich weiß über *** noch von 2 weiteren Autos, die ein ähnliches Problem hatten/haben. EiOne of them was also a demonstration Lupo belonging to *** (owned by Mr. Alfamann).

@the rest
P.S.2
Since we're already talking about the AMF engine:
On the website under "Timing belt, when to change," it states that models produced from the year 2000 can be driven for up to 90,000 kilometers before the timing belt needs to be replaced.
In the 1.4 AMF engine, the oil change interval was increased starting in 2001. VW claims that it is not possible to increase the interval for the 2000 model, although the reason for this is "secret." Supposedly, the parts from the 2001 model are also incompatible!
According to my invoice from the last timing belt replacement in October of last year, the part number installed was 038 109 119 N. This website indicates that the new timing belt for the 1.9 engine should be 038 109 119 D. Does anyone know if these are essentially the same part, or if "N" represents an older version? I would prefer to replace it every 90,000 km as well.
Could it not be that the tensioner was also modified in some way?
Thank you for the information...

@olaf
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
It's about the issue with the failing to reach the minimum boost pressure.
Bitte gib mir den deutschen Text, den du übersetzt haben möchtest.
In the list, for item 17964, it says: 'Load pressure regulation: limit exceeded.'
'To me, that sounds more like 'the measured value was too low' rather than 'the measured value did not reach the lower limit.' If it didn't reach the lower limit, it would still be within the normal range (if it's coming from 'above').'
Or am I oversimplifying things, and is the value of the error indicator inversely proportional to the charging pressure on a regular basis?
best regards, jörg

"To me, that sounds more like 'the measured value was too low' rather than 'the measured value did not reach the lower limit'. If it didn't reach the lower limit, wouldn't it still be within the normal range (if it's coming from 'above')?"
Well, I just don't know, but I disagree with the error description. Earlier, I had the Spanish term for the error in my head (I tend to think a little bit in multiple languages, sorry), and it's called what I mentioned above. VW can call it whatever they want in the local language of each country...
Da im Gegensatz zu dem von Dir beschriebenen Auftreten des Fehlers bei Vollast (da merkt mans natürlich häufig erst), bei mir der Fehler ausschließlich im Teillastbetrieb mit sehr wenig Ladedruck auftritt, nachdem man sehr behutsam Gas gegeben hat und sich die Last erhöht (z.B. Berg), tritt der Fehler bei mir eben nur auf, wenn erst der Ladedruck aufgebaut wird, ich also von "unten" komme. Ich gehe trotzdem mit ziemlicher Sicherheit davon aus, daß wir dasselbe Problem haben. Bei Dir isses ja erst einmal aufgetreten und zu dem Zeitpunkt hat man möglicherweise noch nicht das nötige "Feingefühl" entwickelt, um festzustellen, wann nu wirklich der Notlauf reingesprungen ist. OdDid this really happen to you, while you were driving at full speed (meaning the car was going very fast)?Suddenly, with a loud bang, the engine stopped working, even though the accelerator pedal was fully depressed and the turbocharger was already producing significant boost pressure (at least 2000 RPM).

Regards,

Olaf.

@everyone
P.S.
Regarding the timing belt: For the AMF engine, the wear limit is 27 mm, not 22 mm as indicated on the website for the 1.9L engine, which seems to be an incorrect value.

Hello,

Has anyone here ever conducted a measurement run?

@Michael II
I'm not entirely sure what is meant by a "measurement run," but the measurement data blocks have been read and processed (everything seems normal). If you need it, I can send you a copy.

Regards,

Olaf.

Hello,

That's exactly what I meant. Just go ahead and post something...

Olaf, I tried your mountain test today, but I couldn't force the error to occur. Normally, I enjoy driving close to the lower limit of the turbocharger (it sounds so nice), and 'it' should have had plenty of opportunity to cause problems. Here's my scenario: 1. 90 degrees right in third gear onto the highway overpass, 200m straight in fourth gear, 2. 90 degrees right in third gear into the access curve, slight left still in third at about 3000 rpm, 3. Right onto the acceleration lane, shifting to fourth and entering the driving lane at 4000 rpm...and then it was gone! No power, sluggish throttle response, the turbocharger wasn't whistling anymore, I restarted...everything was okay again.
That's how it was.
I will repeat your program again tomorrow.

Hello,
'Boost pressure regulation limit exceeded' means that, for a certain period of time (the duration is unknown), the actual boost pressure is more than 200 millibars below the target boost pressure.

Suspected error 1: The duty cycle of the electric LDR valve is not reaching 100% (e.g., it remains at 82%) (read measurement block 114). Solution: I would like to know myself, does anyone know of an adaptation channel or similar that allows you to set the 100%?
A workaround is to adjust the pressure control valve on the turbocharger, but be careful, as this may result in a loss of control range at lower engine speeds.
Possible cause #2: The spring inside the boost pressure sensor (on the turbocharger) is weak; solution: adjust it slightly.
Regards: Ulead1

ulead1 wrote:

Possible error #2: The spring inside the boost pressure sensor (on the turbocharger) is sluggish; solution: adjust it slightly.

Hi.

Um... what do you think we should try to recreate?

The cans I'm familiar with are impossible to open --> in my opinion, the only remaining option would be to replace the rod.

Yes, I meant the rod. I don't like this solution, but is it a workaround?
What is the regulatory relationship of the LDR?
Best regards: Ulead1

ulead1 wrote:

Yes, I meant the rod. I don't like this solution, but as a workaround? What is the regulatory relationship of the LDR?

Hi.

I only know the duty cycle values from AFN, which range from approximately 4% to 96%.

By adjusting the threaded rod, you change the relationship between the vacuum pressure and the blade position. Therefore, it is possible to compensate for "incorrect" spring values within certain limits.

For example, if a spring has low stiffness but simultaneously possesses another spring constant, the device may exhibit excessive travel in response to even small changes in control pressure.
This can potentially disrupt the entire system's behavior, such that by adjusting the rod, one can at best achieve a correction within a very narrow range .

Okay, just to reiterate: The AMF engine has a simple wastegate turbocharger.
Here are my measurement data blocks (unfortunately, I didn't find any with the number 114).
ftp://hhvgoetz:[email protected]/auto/messw_b.gif

Unfortunately, you can't reach the wastegate lever by hand (the exhaust manifold is above it, and the front axle and steering components are below it).

Regards,

Olaf.

Okay, just a moment. As far as I know, the AMF doesn't have a wastegate, but rather a VTG turbocharger! Or am I completely mistaken? Where did you get your information from?

pretzelman01

...oh yeah, the first three measurement channels (10, 11, ) are almost identical to mine, if you're interested. I also have the AMF in my Polo, but without any problems...still .