Fixed vs. Variable Maintenance Intervals

Hello,

Can VCDS be used to determine whether a fixed or variable service interval is configured?

The background is that since I've owned my Touran (2.0 TDI 140PS BMM), I've always received service reminders via the MFA every 15,000 km, but the friendly person at the service center has always ticked "according to variable interval display" in the service booklet. A colleague recently mentioned that he used to drive over 20,000 km between services with his 1.9 TDI. Is this due to my driving style, or is a fixed service interval set?

I have attached the log from the service reset dialog in VCDS. The error entry seems very high; could that be possible?

Zum Eintrag "Ölqualität" hab ich nur hier gelesen, dass "2" = "Verw. Ölqualität LongLlife Benzin Öl nach VW Norm 50300" sein soll? Kann is that it?

Best regards, Alex.

Quote:

Zum Eintrag "Ölqualität" hab ich nur hier gelesen, dass "2" = "Verw. Ölqualität LongLlife Benzin Öl nach VW Norm 50300" sein soll? Kann is that it?

According to the label file, option 2 would be correct because it doesn't differentiate between gasoline and diesel engines.

According to Bertil's information, the value "4" should be entered for diesel fuel with the additive "Longlive."

Try to see if the number 4 can be entered there.

Alex K. wrote:

Hello, Can you use VCDS to determine whether a fixed or variable service interval is entered?

Yes. Look at these entries:

Distance (maximum) to service station: km x 100 = 300.
Time (maximum) until service: Days 730.

"30,000 km or 2 years – that's the long-life service interval. With my 1.9 TDI, I used to get about 28,000 km out of it."

And that's right, according to my information, the oil quality should be a "4" for diesel longlife engines.

Hey everyone!

Roger wrote:

... Distance (maximum) to service station: km x 100 = 300. ...

Short side question here: Does the mileage limit of 50,000 km not apply to TDI engines with a variable valve timing system (WIV)?
I believe the mileage for gasoline-powered vehicles with the extended warranty is 30,000 km.

Best regards from Munich!

"QG1, QG2..." What does that say on the vehicle data plate? That would be the quickest way to decipher it and determine how it was originally intended by the manufacturer.

DieselBär30x wrote:

Hey everyone! Roger wrote: ... Distance (maximum) to service station: km x 100 = 300. ... Short side question here: Does the mileage limit of 50,000 km not apply to TDI engines with a variable valve timing system (WIV)? I believe the mileage for gasoline-powered vehicles with the extended warranty is 30,000 km. Best regards from Munich!

Hi there,

"That was back in the days of the G IV. Later, they reduced the mileage interval for diesel vehicles back to 30,000 km. Interestingly, I achieved fewer kilometers with the G IV than I do now with the G VI. With the G VI, I always reach the full 30,000 km, while with the G IV, out of the theoretical 50,000 km, I usually only managed a little over 28,000 km. And that was under identical driving conditions."

Hi Roger!

Most importantly for education!

Best regards from Munich!

Hello,

Thank you for your responses. I will try to enter the "4" for the oil quality.

Best regards, Alex.

Hmm. So, I also entered a "2" for the oil quality and selected "longlife" on my car's maintenance system.
The rate of entry is extremely high...

As far as I recall, all diesel engines with a 30,000 km service interval have a "2" for the Long Life (LL) interval, just like the gasoline engines (also with 30,000 km).
The "4" used to apply to the "old" 50,000 km service interval, but it is now neither applicable nor programmable for new vehicles.


What are you actually worrying about?
"VCDS is available for purchase today."

Hello,

brezelmann01 wrote:

Hmm. So, I also entered a "2" for the oil quality in my CFGB settings, AND it's set to "longlife". The rate of entry is extremely high...

I haven't had the chance to use a different oil quality yet. The soot level also seemed very high, and I haven't been able to interpret it so far. However, I found a thread by DieselBär30x where similar issues are described. I'm experiencing that "sudden power surge" that was mentioned there as well. Perhaps there is a connection? Unfortunately, the problem wasn't solved in that thread... Now, I'll start researching the DPF system. The differential pressure sensor has already been replaced twice (according to the mechanic, an error code was stored). Somehow, these connections don't seem random to me...

matthiasTDI96 wrote:

QG1 QG2 ...what exactly is written on the vehicle data plate? That would be the quickest way to decipher it and determine how it was originally intended.

"QG1 is entered there."

By the way, the term "Rußeintrag" doesn't work in the forum search for me ("No results found" even though the term appears multiple times when searching on Google). Could that be due to the "ß"?

Best regards, Alex.

Hi Alex!

The problem(s) mentioned in the thread above have not been resolved, and the vehicle is no longer within my reach.
Please note that this Sharan was equipped with the older WIV system (with a maximum of 50,000 km) and a different DPF system.

You could try running a DPF differential pressure log and see if the measurement range also hits the "scale limit" in this case.

Best regards from Munich!

Hello,

Yesterday, I tried to enter a "4" for the oil quality.

Bertil wrote:

What are you actually worrying about? VCDS is correctly available today.

It looks like you can only enter 1 or 2. This is also indicated within the speech bubble in VCDS – 1 for a fixed interval and 2 for a variable one.

I have now also read here and in SSP 224 that the fuel injection rate is determined from a map based on engine load and speed. This would mean that, according to this value, I am a notorious hot-rodder who constantly floors it and revs out every gear... which definitely isn't the case... how this high value comes about is a mystery to me... possibly it's because I occasionally tow a trailer, and mainly during the summer months, a caravan is attached to the towing hitch.

DieselBär30x wrote:

You might want to try running a DPF differential pressure log sometime and see if the measurement range also hits the "scale end value" here.

Although the "regeneration" has nothing to do with the particulate filter, I did it yesterday on my way home from work. The logs are attached (this time, only the relevant sections of the log file are included... ). On the way home, I repeatedly revved the engine from approximately 1500 to approximately 4000 RPM under full load, where traffic allowed.

The pressure difference in the particulate filter is actually at its maximum value of 323.85 (mbar?), which indicates that the filter might be clogged. My workshop already replaced the differential pressure sensor once after a fault code was detected.

Best regards, Alex.

Alex K. wrote:

You can only enter 1 or 2, which is also displayed within the speech bubble in VCDS - 1 for a fixed interval, and 2 for a variable one.

Thanks for the information; I wasn't up-to-date on that.

Can you please provide the part number of the differential pressure sensor used?

Hi Alex!

Air mass and RPM would have been nice to log as well.
However, it is highly likely that the same problem will arise as with the aforementioned BRT Sharan.

In the SSP 330 document for DPF systems WITH additive (if you have this), you will find a graph that describes pressure differences of 50 - 250 mbar, depending on the fill level and volumetric flow rate. This chart only goes up to 250 mbar, which is why I suspect there is an error when I measure 324 mbar.

Please run the "NotRegeneration" process and then immediately run the LOG again .
I suppose it will be within acceptable limits, just like with the BRT system back then, until a few percentage points of loading are added again.

At that time, the responsible dealer refused to cooperate, claiming there was no error entry in the memory and blah blah. The presented graph from SSP 330, intended to provide evidence, was also of little interest – after all, the car is running, right?

Since I'm not really an expert on DPFs, I initially attributed the high soot levels in the oil analysis to a clogged DPF and thought that addressing the cause of the clogging would be the first step.
In the aforementioned thread, for example, it was suspected that Mulle might be experiencing problems with the EGR system and/or an intercooler leak.
Look in that direction; maybe you'll find something and both the DPF differential pressure and the WIV soot entry would be resolved at once .

Best regards from Munich!

Hello,

Roger wrote:

Can you please provide the part number of the differential pressure sensor that is installed?

Part number is 076 906 051A.

Quote:

Air mass and RPM would have been nice to log

.
I'll follow up on that. I didn't add any air mass yesterday...

DieselBär30x wrote:

In SSP 330 for DPF systems WITH an additive, if you have one, you will find a graph that describes pressure differences of 50 - 250 mbar depending on the filling level and volumetric flow rate.

If I have the air mass data and know the geometry of the particulate filter, I can calculate the volumetric flow rate depending on the temperature. Then, we could compare that with a diagram...

DieselBär30x wrote:

Please perform a full system regeneration and then immediately run the log again

.
I will do that too, but first I need to read how it's done.

DieselBär30x wrote:

Since I'm not really an expert on DPFs, I attributed the high soot levels in the oil analysis to a clogged DPF, and my first step would have been to address the cause of that.*philosophier*

However, this contradicts the fact that the torque value is calculated solely based on engine load and speed.

"While analyzing the logs last night, I noticed something strange. This morning, when I got on the highway, I intentionally performed a full-load acceleration test. Afterwards, at approximately 150 km/h, I activated the cruise control. Within the next half minute, the boost pressure increased from 1400 to 2000 mbar, as did the temperature before the turbocharger and the differential pressure of the particulate filter. As far as I can remember, I wasn't driving uphill at that time (I should probably run the GPS tracker on my smartphone...). What could this be? Or is a slight incline perhaps responsible for it?"

My DPF warning light was on once, and I still have the problem that the engine "stutters" when accelerating out of coasting. This phenomenon was very extreme last year, which caused the engine check light to come on, followed shortly by the "particle filter" light. The then replaced the differential pressure sensor, and the problem went away for a short time, but it came back (no error codes were ever recorded again). Further investigations by the workshop were unsuccessful...

Yesterday on my way home, I experienced this "stuttering" three times. Each time it was quite pronounced (when the window is down, you can also hear some strange noise). The logs are attached. Every time, I was stopped and just starting to move when the engine suddenly "stuttered" and then continued running normally... I think the three situations are very similar. I'm only afraid that the resolution of the logs might be too low to see it clearly, as it happened within one or two seconds... but maybe you can spot something from them...

Best regards, Alex.