Emergency mode error code 0519 -> resolved, but why?

Hello everyone,

I also have the problem that we've discussed so many times: the car is in limp mode, and the turbo isn't working.
I've tried reading all the posts above and trying out the answers/tips, but I'm still stuck.

Statement of the problem.
"Der schnelle braune Fuchs springt über den faulen Hund."
- At idle, the engine revs up to 3000 RPM.
- Under load, it only reaches just under 2000 RPM.
- Sometimes, after exiting the highway, the turbo suddenly kicks in again, but then goes into limp mode after a few kilometers.
- Error codes 542 and 519.

Here's what I've already tried:
"Die Sonne scheint hell und warm. Die Vögel zwitschern fröhlich in den Bäumen. Ein leichter Wind weht durch das Gras. Es ist ein wunderschöner Tag."

The sun is shining brightly and warmly. The birds are chirping happily in the trees. A gentle breeze is blowing through the grass. It's a beautiful day.
Connect all MSG cables.
- Magnetic valve for boost pressure control (N75).
- Exhaust gas recirculation (EGR) valve N18.
- LLM
- Needle valve actuator
were checked for damage (because I thought a badger might have been messing with them).

- N75 and N18 swapped - no change.
- The resistances are typically around 16 to 17 ohms.
- Turbocharger wastegate control valve (N75) replaced with a new one - no change.
- Needle injector replaced with a new one - upon initial start, the VTG adjustment moved to its upper limit, but then reverted to emergency mode during subsequent operation.

- Adjustment of the VTG (Variable Transmission Gear) can be performed manually by hand, with the vacuum hose disconnected, from full stop to full stop without any jerking (although the spring force is quite strong).

- If I bypass the N75 sensor using vacuum hoses, the VTG adjustment works correctly when starting, moving all the way to its limit (which means the vacuum is correct, the hoses are intact, and the pressure sensor is working).

- I'm reconnecting the hoses to the N75, but there's no movement in the VTG (because it's not being activated?). But why?

- Fuel filter checked - no water detected - no dirt present.

- Air filter replaced.

Does anyone have any suggestions for other things I could look into?

Thank you in advance for your answers.

Please provide the German text you would like me to translate into English.

Audi 2.5 TDI engine code: AKE.

hello...

I've been reading about various topics during my lunch break again. I found a thread where it seems the problem was related to the mass airflow sensor (MAF). I'm going to take it out and see if it's dirty – assuming I can find the right type of Torx screw.

Is there anything else I should be aware of besides not touching it and preferably using gasoline?

Please post the VCDS diagnostic scan here.

Hello Rainer,

"I'll have to buy that later (I had the error code read out at the workshop). I just didn't want to leave the car there; I wanted to look into it myself first. Now I'm wondering whether..."
A basic VAG-COM/VCDS diagnostic adapter like the KKL is sufficient, or if you're interested in potentially exploring more features related to the diesel engine, you could consider purchasing the VAG-COM/OBD2 professional diagnostic system KKL+CAN (USB).
I think that since I still want to drive the car for a while, maybe the more expensive option would be better?

Okay, then I'll check my account balance tonight. That's all I need besides a computer.

One is the NHG (presumably a specific part or system), and it has nothing to do with the boost pressure regulation.

The other one: 00519 sensor for intake manifold pressure, type G71.

VCDS provides more information than just the error code, such as "31-00: Short circuit to ground."

If I were to recommend one option, it would be the professional system for the following reasons:
- It's very affordable compared to the expected maintenance/repair costs for that engine.
- This also works on all new VAG models, if you've had enough.

Hello,

Okay, Rainer... the clay is on its way. I'm already excited. Today I cleaned the LMM (lambda sensor), but it didn't help. It's probably better to wait for the program and then figure things out. Besides the turbo or possibly the MSG (engine control module) having a problem, I don't know what else could be wrong right now.

Hello everyone,

I'd like to wish you a happy Easter.

I received the VAG-COM/VCDS on Thursday, but I wasn't able to try it out until last night. Thank you, everything worked perfectly.

Now, let's get back to my problem:

I ran the auto-scan. I cleared all the errors that were caused by experimenting (like disconnecting the MAF sensor, etc.), but now there's still one engine-related error remaining.
#######################
Friday, April 2, 2010, 7:37:55 PM: 30671
VCDS version: RKS 908.1
Data as of: 20100124.


Vehicle type: 8E - Audi A4 B6/B7.
Scan: 01 02 03 08 09 0F 11 15 16 17 18 36 37 45 46 55 56 57 65 67
69 75 76 77

Vehicle Identification Number (VIN): XXXZZZ888666622 Mileage: 190,100 km
"Die Sonne scheint hell und warm. Die Vögel zwitschern fröhlich in den Bäumen. Ein leichter Wind weht durch das Feld und lässt das Gras sanft wiegen. Es ist ein wunderschöner Tag."

The sun is shining brightly and warmly. The birds are chirping happily in the trees. A gentle breeze blows through the field, causing the grass to sway softly. It's a beautiful day.
Address 01: Engine Label file: RKS\059-907-401-AKE.lbl
Part number: 8E0 907 401 C.
Part number: 2.5L V6 TDI 0000SG 0004
Encoding: 02015
Operating number: WSC 63351

Part number: 00002059.
Component: 130 106LC150_1.V77565638187
XXXZZZ888666622 XXXZZZ888666622

"One error found:"
00519 - Manifold pressure sensor (G71).
27-10 - implausible signal - sporadic.
Readiness: Not Available.
#################################

As I mentioned at the beginning of this thread, I replaced the N75 with a new one. Could it really be broken again? Then I must have three faulty solenoid valves by chance: two N75s plus the N18 that I also tried as a replacement for the N75.
It sounds a little unlikely. That's why I wanted to ask for your opinions before trying something new.

"Thank you."

toni66 wrote:

as I mentioned at the beginning of this thread, I replaced the N75 with a new one. could this really also be broken?

In your opinion, what does the N75 have to do with the intake manifold pressure sensor? In my case, nothing.

hmmm now that you've written it like this... I guess I still need to read a little bit more .

Hello everyone!

@Sealed Solutions & Closure Masters *insider*:
It could still be related, as the intake manifold pressure sensor will register an error if the measurement range is exceeded, and this information will be recorded in the vehicle's diagnostic system.

@Toni:
Since you now have the really great VCDS as a professional tool, why don't you use it!
Okay, go to the motor control section and then the actuator diagnosis. There's a point where the variable geometry turbocharger (VTG) of the turbocharger (via the N75 valve) is cycled from full open to full closed every 10 seconds (with a 10%-90% duty cycle). You can check this by inspecting the VTG linkage and pressure sensor in the engine compartment.
Does THAT work flawlessly? Is the stroke length always the same, approximately 1.2 cm?
Is the emergency mode cold like warm exactly identical, or only when operating under high load and temperature (BAB)? ...then please also only perform troubleshooting when in a hot state!

And finally: Be careful not to bypass the N75 pneumatic valve and drive like that!!! This will destroy the charger in seconds (!!!).

Best regards from Munich!

MSG MWB7 Field 3: Check if the displayed value is realistic. You can also measure the resistance between pin 2 and the MAP (Manifold Absolute Pressure) sensor. At 30 degrees Celsius, it should be 1.5-2 kOhms; at 80 degrees Celsius, it should be 275-300 Ohms.

@Bear
The inside scoop is excellent again. It's as good as coffee in the morning, at least.

Thank you as well, Bär and Steffen... I'll be searching for Easter eggs today -> continue searching and familiarize myself a bit with the program. Is there a more detailed description of the program (besides the 37 pages that were on the CD)?

Familiarize yourself with the program step by step. For example, you will see that when you move the mouse cursor over a display field, a bubble appears showing tolerance ranges or possible coding options.
If you have a specific question, feel free to ask it here. However, please primarily use the forum's search function.

Yep, colleague ABG... it's being done .

Are you from around here? I think I might have one or two of those intake manifold sensors lying around. If that's something that would work for you, I can dig them out and check the part numbers. I don't remember offhand which cars they were originally from.

Hello Steffen,

Okay, here's the translation:

"I'm located near CRIM, basically from that area. Today I tried to perform the VTG actuator diagnosis. It seems you can't do it directly through the "actuator diagnosis" function in the software? So, I followed the procedure described here using MWB011. The VTG is working. BUT -> I'm hesitant to ask: where exactly is the G71 sensor located on the AKE (turbocharger)? Because I have a G31 = pressure sensor for boost pressure. Are these the same thing, or are they different?"