Audi A3 8PA - Intake manifold flap position sensor

Hello fellow mechanics,

"After the check engine light has been intermittently illuminating for the past few weeks, it is now constantly on. The diagnostic scan revealed the following error:"
008213 - Throttle valve position sensor.
P2015 - 000 - Implausible signal - Warning light ON.
Environmental conditions:
Error status: 11100000
Error priority: 2
Error frequency: 39.
Lost Count: 255
Mileage: 122,951 km

I'm not entirely sure where the intake manifold flap is located on my A3 2.0 TDI with the CBBB engine.
When searching online, I find many contradictory statements or photos.
Thank you for your help.
Jens.

Hi,

The valve is located on the intake manifold; be careful not to confuse it with the EGR valve.

Besides a faulty sensor mechanism or defective module, you should also rule out any cable or connector problems before purchasing a new unit.

Best regards, Rainer.

Okay, the plugs and cables look fine at first glance.
Are my labels in the image correct?

Hi, no. Almost there, the throttle valve is located between the EGR module and the intercooler charge air pipe.
Just to be on the safe side, I deleted the picture, but it would be great if you could post the correct one!

See also:
Ich kann den Inhalt dieser URL nicht abrufen und übersetzen. Bitte gib mir den Text, den du übersetzt haben möchtest.

Best regards, Rainer.

Okay, let's hope this is correct now:
1. Intake manifold flap: Throttle control unit J338 with throttle potentiometer G69; in older engines, the intake manifold flap has a sensor for measuring its position and a motor (V157) to actuate it.

2. EGR Module: Exhaust gas recirculation valve with potentiometer for exhaust gas recirculation (G212) and exhaust gas recirculation valve (N18).
3. Intake manifold.
4. Throttle valve control motor: Motor for the intake manifold flap (V157) with a potentiometer for the intake manifold flap (G336). In older engines, it is a vacuum-operated valve for the intake manifold flap (N316).

4 is the actuator for the swirl flaps, including the position sensor.

Die einzelnen Bezeichnungen laut Fehlertext und SSP sind irreführend bzw. widersprüchlich, bei älteren Motoren ist die Saugrohrklappe funktionstechnisch das, was nun die Drosselklappe ist.
I have adjusted the posts in the topic accordingly.
See SSP 403, page 46, and compare with SSP 368_1, page 16.

My suggestion would be to disconnect the respective connector (ignition OFF, be careful, press down the retaining clips) and see which error message appears for each unit.
So kannst Du feststellen, an welcher Einheit das Motorsteuergerät die fehlerhafte Position bemängelt.

Best regards, Rainer.

Okay, and thank you for the additions. I'll review it again tomorrow.

It just wouldn't let me rest.

Connect plug to 4:

3 error codes found:

008213 - Throttle valve position sensor.
P2015 - 000 - Implausible signal - Intermittent.
Environmental conditions:
Error status: 00100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.
Date: 2016.08.21
Time: 18:00:52

Environmental conditions:
Speed: 0 RPM.
Speed: 0.0 km/h
Last: 0.0%
Lambda: 11.0%
Lambda: 4.7%
Voltage: 0.304 V
Binary value: 00000000

008214 - Throttle valve position sensor.
P2016 - 000 - Short circuit to ground.
Environmental conditions:
Error status: 01100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.

Environmental conditions:
Speed: 0 RPM.
Speed: 0.0 km/h
Last: 0.0%
Lambda: 11.0%
Lambda: 4.7%
Voltage: 0.000 V
Binary value: 00000000

008200 - Intake manifold flap for airflow control.
P2008 - 000 - Electrical fault.
Environmental conditions:
Error status: 01100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.


Plug into 1:

3 error codes found:

008213 - Throttle valve position sensor.
P2015 - 000 - implausible signal.
Environmental conditions:
Error status: 01100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.
Date: 2016.08.21
Time: 18:14:14

Environmental conditions:
Speed: 0 RPM.
Speed: 0.0 km/h
Last: 0.0%
Lambda: 11.0%
Lambda: 4.7%
Voltage: 0.304 V
Binary value: 00000000

000290 - Throttle valve potentiometer (G69)
P0122 - 000 - Signal too low - Warning light ON.
Environmental conditions:
Error status: 11100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.

Environmental conditions:
Speed: 0 RPM.
Speed: 0.0 km/h
Voltage: 11.78 V
Lambda: 99.4%
Lambda: 0.0%
Binary value: 00000000
Voltage: 0.000 V

008448 - Throttle control.
P2100 - 000 - Interruption - Warning light ON.
Environmental conditions:
Error status: 11100000
Error priority: 2
Error frequency: 1.
Lost Count: 255
Mileage: 124,172 km
Time: 0.


If I'm interpreting this correctly, the problem lies with component number 4.

Yes .

It looks like it's purely an electrical problem.
Otherwise, it would indicate something like: "Upper or lower limit not reached."
Okay, let's check for a broken cable and ensure the connector is properly seated (and free of corrosion).

... and worn spots on the wiring .

The connectors and wiring harness appear to be in good condition as far as can be seen.
When I manually moved the control lever for the flap adjustment up and down, I was able to clear the error, and it hasn't reappeared in subsequent starts. Now, I suspect the problem is actually with the actuator itself.
"If I want to replace this part, I have to remove a lot of diesel lines to get to it. Can I simply disconnect them, or will there be problems with air in the system later?"

Hi,

theoretisch sollte es nichts machen, wenn die Leitungen vom Rail zu den Injektoren nicht entlüftet werden, da der Druck ja permanent ansteht und der Injektor per Magnetventil geöffnet wird. Man muss halt etwas länger versuchen zu starten ohne den Anlasser verglühen zu lassen.

Bleeding the fuel lines to the injectors only makes sense for engines with a distributor injection pump, because in these engines, the injectors only open at a sufficiently high pressure (opening pressure), allowing air to escape. If there are air bubbles in the lines, it can be difficult to reach the opening pressure for long enough.

Best regards, Rainer.

Perhaps the following information below might provide some inspiration. The valve travel limit changes over time, and often values greater than 100% are displayed in the relevant section. If you don't want to buy a complete valve with a servo motor, you can also install an external stop. It sounds like a DIY solution, but it has helped many people.

Or you can buy one of those things for a lot of money overseas.
Perhaps a company here will offer something similar soon; I think there's definitely a market for it.

http://www.dieselgeek.com/P2015_Repair_Bracket_p/egr-p2015-711ag.htm

Roger wrote:

Perhaps this page below provides some food for thought. The flap stop changes over time, and often values >100% are displayed in the corresponding section. If you don't want to buy a complete flap with an actuator, you can also install an external stop. It sounds like a DIY solution, but it has helped many people. Or you can buy one of those things for a lot of money overseas. Perhaps a company here will offer something similar soon; I think there's definitely a market for it. http://www.dieselgeek.com/P2015_Repair_Bracket_p/egr-p2015-711ag.htm

Hello,
I've also looked into it, but I'm not entirely clear yet where the exact problem lies. Is the actuator not reaching its end position anymore, or is wear on the valve shaft changing the end position of the actuator?

I've now replaced the valve actuator. It was done without major problems using my own tools, although it's quite a job on my engine because the entire intake manifold has to be removed. I couldn't find anything wrong with the intake manifold itself; the valves move freely, and at least to me, there doesn't appear to be any wear or damage.

Everything is reassembled now, the error memory has been cleared, and a short test drive confirmed that everything seems to be okay.
Do I need to calibrate this valve yet? What other parameters can I check, and what should the values look like?

Best regards,

The final position is likely changing due to wear on the shaft.
Nothing needs to be configured. The values must remain between 0 and 100.