ECU: What's the Difference?

Hello.

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

"Following numbers:"

1. 038 906 012 HA
2.038.906.012 CL

1. Skoda Octavia, 90 hp TDI (ALH), manufactured in 2004 (IMMO 3).
2. Skoda Octavia, 110 hp TDI (ASV) engine, year of manufacture unknown, although the vehicle registration indicates it was manufactured between 2001 and 2003.

I'm wondering about the following:

Are the letters at the end only relevant for the medical billing system?
Will this device work in my Octavia (with adjusted parameters, etc.)?
3. Why should this device only work up to vehicles manufactured in 2003, since IMMO 3 was already installed from 1999 onwards?

Hi,

1. Are the letters at the end only relevant for the MKB (German medical classification system)?
Yes, no... maybe can, but doesn't have to. There might also be other STG hardware behind it, or something else.
Vehicle equipment (that is not captured through the coding).
2. Will this device work in my Octavia (will the parameters, etc. be adjusted)?
'Potentially feasible.' In most ECUs with newer software (012HA = 49xx), the older software also usually works.
(012CL = 33xx). But even here, it's not a requirement.
3. Why should this device only work up to vehicles manufactured in 2003, since IMMO 3 was already installed from 1999 onwards, or ?
Is the IMMO 3 system now only accessible via CAN bus and no longer via the K-Line?

Unfortunately, you can only say for sure when you've actually tried it in a specific case.


Best regards,
Rudi

1.: Ok

Regarding point 2: Is it possible to update the software? I mean, can a chip tuner do that?

Regarding point 3: In 2004, it's likely that communication was already primarily handled via CAN. Can I verify this?

I have a diagnostic cable available, but I probably won't have it until after the weekend.

Hi,

Regarding point 2: Is it possible to update the SW? I mean, can a chip tuner do something like that?
If he can't do it, I would switch immediately.
Ideally, the process goes from diagnosis to flashing. However, you should be prepared for the possibility that...
Subsequently, nothing else can be done, and the memory chip needs to be soldered.

Regarding point 3: In 2004, it probably only works via CAN, I think. Can I check that?

I would have a diagnostic cable available, but probably not until after the weekend.
Yes, if your interface has a control LED on the K-line. When it's turned on, it starts...
(if communication with the WFS is via K-Line) will blink. Nothing happens with CAN.

Best regards,
Rudi

I'm bringing this up again...

I have a G4V ALH MJ.00 with ASV nozzles. I also have an original MSG from an ASV, and I'm wondering if the two are interchangeable, or if there's a reason why they wouldn't work together.

1. ALH 038 906 012 M
2. ASV 038 906 012 AP

Basically, both were installed in the same time frame in the G4/Bora models. So, both are likely Immo2.
The pairing process works perfectly. During the ride, it worked for 5 km, then it always went into emergency mode. There were several errors in the memory, including a problem with the turbocharger pressure regulation. (I don't remember the exact details anymore, as it happened some time ago).
Therefore, the question now is whether it's even possible. Maybe there are other differences that I need to consider before I make another attempt.


Best regards, Erik.

Your problem isn't the MSTG (presumably a specific component), but the engine. There are a few more issues with it.
Differences can be as simple as just the nozzles (e.g., the turbocharger).

Best regards,
Rudi

Don't weaken me...

While different models may be installed from the factory, they should both be VTGs.
ALH 038 253 019 C (similar to AHF AJM)
ASV 038 253 019 N (similar to ATD)

Unfortunately, I only have the statements from the VW dealer.

You're right. I was at the AGR - I was going too fast . Sorry.
The turbocharger pressure sensor should also be the same for both (part number 038906051).

Reinstall the 012AP and check again for any errors that occur.
Then, if necessary, log the corresponding map data and post it here.


Best regards,
Rudi

Yep, the sensor is the same for both.

So, you think it could/should work...
I only guessed at the MSG compatibility based on the wiring harnesses.
Okay, then I'll give it another try.

Okay, so I installed it yesterday and drove without any problems. No error codes, everything was normal for about 30 km.

This morning, as soon as I started driving, the ESP light came on and the engine lost power. Turning the ignition off and on once temporarily fixed the problem, but after 10 km, the same thing happened again. The ESP system indicates an error, telling me to check the "MSTG" memory. The error message in that memory says:

Friday, September 21, 2007, 10:59:26:49805
VAG-COM Version: DRV 704.1

Address 01: Engine
Control unit part number: 038 906 012 AP.
Component and/or version: 1.9L R4 EDC 0000SG 2807.
Encoding: 00002
Workshop Number: WSC 01317.
5 errors found:

17957 - Turbocharger charge pressure control valve (N75): Open circuit/Short circuit to ground.
P1549 - 35-10 - - - Intermittent.
17849 - Exhaust gas recirculation (EGR) valve (N18): Open circuit/Short circuit to ground.
P1441 - 35-10 - - - Intermittent.
19561 - Switching valve for intake flap (N239): Open circuit/Short circuit to ground.
P3105 - 35-10 - - - Sporadically.
18027 - Glow plug relay (J52): Open circuit/short circuit to ground.
P1619 - 35-10 - - - Sporadically
17660 - Solenoid valve for fuel injection start (N108): Open circuit/Short circuit to ground.
P1252 - 35-10 - - - Sporadically

Readiness: Not Available.

"I also had a faulty intake manifold flap with the ALH engine. Otherwise, nothing, and it runs without problems with the ALH engine (AGR is broken, injectors are about 30,000 km old)."

Yesterday, when it was working, I also did some test runs, but I haven't analyzed the data yet. Which blocks would be interesting to investigate?

Best regards, Erik.

Hi Erik,
All the consumers you mentioned will receive the same bonus.
Loose connection?
Are you bending the wiring harness at all with the new control unit?

Best regards,
Rudi

Hmm, I've thought about something similar. Well, I need to push the cables of the larger connector a bit. But for both MSTGs, of course.

I'll double-check that, but it would be surprising if it only applied to a single performance each time.
Currently, the errors can sometimes be cleared, but never the one related to the N75 valve. Then, I should be able to "measure" the missing 12V at the corresponding connector, shouldn't I?

Best regards, Erik.

*edit*
also eigentlich muss ich die beiden Stecker nur zum STG entnehmen wegbiegen. Mit dem ALH-MSTG geht es auf Anhieb wieder. Sure, here's the translation:

"That's all."

19561 - Switching valve for intake flap (N239): Open circuit/Short circuit to ground.
P3105 - 35-10 - - - Sporadically.

saved. I haven't looked into this yet, but I'll investigate it now.

The solenoid valve for the intake manifold flap is not activated when the engine is turned off. The valve itself functions when disconnected, but there is no 12V reaching the connector.
The N75 is working; I only trigger the error, as with the ASV-MSTG, by disconnecting the connector.

Da ich ja nun schon öfters zwischen beiden MSTGs gewechselt habe, glaube ich nicht mehr an Zufall, dass eines immer funktioniert und das andere erst kurz, dann aber def. nicht (zumindest aus Sicht eines eventl. Cable errors.

My current opinion is that either the MSTG itself has a defect (e.g., a faulty solder joint?) or it is somehow reacting in a more "sensitive" way.

"Does anyone have any other ideas? Unfortunately, I don't know anyone who owns a real ASV Golf/Bora that I could use to test the MSTG."