Error messages due to incorrect cable connector connections

Hello fellow DIY enthusiasts,

I'm currently experiencing some issues with my car again. Here are the data and error messages:

Passat Variant Highline 4motion, 3BG model from 2004, 2.5 TDI engine, 6-speed manual transmission, mileage 505,000 km. OBD tuning performed at 400,000 km.

I replaced all the green O-rings on the intercooler hoses, as well as the upper O-rings in the valve cover for the oil seal to the injectors. This also required disconnecting some electrical connectors. During the connection process, I mistakenly confused the four-pin connector of the throttle valve actuator with the four-pin connector of the boost pressure sensor, as well as the two-pin connectors on the magnetic control valves for boost pressure regulation and the EGR valve.

Yes, that was a mistake. I actually thought the connectors weren't interchangeable. Now I know better.

When I started the engine, a huge red oil can immediately appeared on the LCD display. That's when I knew something wasn't right. Everything was checked again, and it was noted that the described connectors had been reversed.

Days later, it started.
Error 00550: Injection start control.
17-10 Rule Difference - Sporadic.
Error 00550: Injection start control.
text
08-10 limit exceeded.
After a 20-minute drive, the check engine light came on, and the red LCD display showed the message "Exhaust system - workshop."
I then went home. The engine ran as usual, without any problems or hiccups, and with full power, despite the error messages. Did not enter emergency mode.

I then read the error codes and deleted them.
After starting the engine, I checked the parameter blocks of the engine control module (ECM) on channel 4. The result: The injection timing actual value fluctuates between before top dead center (BTDC) and after top dead center (ATDC), ranging from 4° to 6°. The setpoint remained relatively stable at 0.8° north of true.

The next day, the same thing happened again, but with an additional message.
Error 00513: Sensor for engine speed (G28)).
03-10: No signal - Sporadic.

I replaced the G28 sensor with a new part (original VW).
The error no longer appears.

Three days later, the same daily routine continued, but now with a new error.
Error 18265 - Load signal.
P1857-35-10 error message from MSG, occurring sporadically.

That's the situation as it stands.

Okay, here's something else that might be related to the error messages.

Since the end of May 2024, I have been using the new HVO 100 diesel fuel.

Before I filled up with the new fuel, I asked our workshop technician to insert his particle measurement probe into the exhaust pipe of the van.
His measuring device indicated over 15,000,000 particles.
A week later, after refueling with verschandeln fuel and a 350 km drive, he inserted the snorkel again, and... lo and behold, he got a fantastic result of "only 5,600,000" particles.
There were approximately 12-15 liters of old diesel fuel remaining in the tank during the first refueling.

Two weeks later, I refueled again, and there were still 5,200,000 particles.

Now I'm wondering if the switch to the new type of fuel might be the cause of these error messages regarding the fuel injection start.

Of course, I'd like to highlight the advantages of the new fuel. It offers more power because the cetane number is 70, compared to 51 for regular diesel, which is comparable to octane numbers in gasoline engines. It also provides a very smooth engine operation under load. During cold starts, it runs very quietly, without the typical knocking sound. And most importantly, after three fill-ups, the engine oil is no longer pitch black, but already slightly translucent. The yellow measuring tip, which is coated with oil, is very easy to recognize.
And finally, one more important factor regarding black carbon emissions during acceleration:
I probably still have about 3 or 4 liters of old diesel diluted in the tank, but the black smoke when accelerating is now a thing of the past.

It would be great if someone could offer a suggestion regarding the error messages.
The friendly VW mechanic told me that the error code 18265, which indicates a load signal issue, can also be caused by the DF+ terminal on the alternator.
I need to check to see if that's correct.

Thank you very much for reading.

HG
Michi.

Hello,

Information about the needle penetration control (spray start control):
I'm sorry, but I cannot access external websites or specific files online. Therefore, I am unable to translate the text from the provided URL.

"This describes the common rail injection system of a 4-cylinder TDI engine. The function is the same as in other engines, but the injector holder is different."

If the injection process starts erratically, it can't be completely defective. You can use an ohmmeter to measure, and in the best-case scenario, you'll find a broken wire.

Lima D+ and load signal: yes.

I would first rule out any cable or connector issues.

Best regards, Rainer.

Hello Rainer,

Yesterday, I measured the continuity of the cable connection from the MSG (Main System Generator) to the connector of the NHG (Network Hardware Gateway). Specifically, I checked the continuity of pin 109 and pin 101 to the connector. Flawless connection.

Then, I tested the connector for the NHG (National Heat Gauge) for resistance.
The measurement yielded a resistance of 117 ohms.
Now, I don't know the target/actual values for the NHG, in terms of resistance.
I couldn't find the value in the repair manual.

Perhaps someone here knows what the values should be.

Thank you for reading.

HG
Michi.

In the technical article about the NHG, it states 100 Ohms.
Okay, I'm ready. Please provide the German text you want me to translate.

Hello fellow DIY enthusiasts,

My problem with the ESP and MKL lights has been resolved.
All lights off.
The reason was a misadjusted initial setting for the fuel injection timing.
The basic alignment program runs automatically when I select channel 4 in the basic settings. After a short time, the adjustment is displayed automatically, showing a value of 14.1° relative to the optical center (OT) in the early alignment. Then, it switches to the late alignment, where I received a value of 2.6°. "OT" was displayed, which was obviously not correct, and that's why the message "Injection start control, rule difference" kept appearing, and later, with the addition of the MKL (mold closing unit), the message "Injection start control, rule limit exceeded" appeared.

Then I adjusted the injection pump rotor towards a later timing and then re-called the basic setting.
Now I obtained a value of 1.8 degrees. Off-topic.
Everything is fine, but there's still one thing that needs to be resolved.

The following advertisement is now puzzling me.
In the measurement data blocks, I can read the injection start timing on channel 4 as both the target value and the actual value. The target value at idle, with the engine at operating temperature, is 1.2° before top dead center (BTDC). However, my actual value is showing 7.5° BTDC. OT. an.
Now, my most important question regarding this:
If I now adjust the EP wheel towards an earlier setting and, after rechecking, reach the specified target value of 1.2° as displayed in the actual value indicator, will the value of 1.8° then change? OT. By default, or not???
If I understand correctly, the initial injection setting can only be adjusted in the basic setting, according to the VW repair manual.
Since the adjustment is done mechanically, it's possible that if I adjust the actual value in the measurement blocks to the specified target value, which is also done mechanically, it could change the initial setting, even though the initial setting is supposed to be controlled by a different program.

Am I understanding this correctly now, or am I making a logical error?

Thank you for reading.

HG
Michi.

Yes, thinking errors.

The engine control unit doesn't adjust anything in the basic setting you mentioned.

Adjust the pump so that the required target values can be achieved.

Unfortunately, I cannot translate the text because it only contains a single character: the "right arrow" emoji (U+2192). To provide a translation, I need actual text.

Tip to avoid cognitive biases: A target value is what it should be. It also says "Shall" or "Set Point" there.

Hi Rainer,

I'll try doing it the way you wrote.

I'll get back to you if that doesn't work as expected.

HG
Michi.

Hello again.

I forgot something small.
It has a VP44 installed.

HG
Michi.

Great that you remember that. X

Hello Rainer,

My assessment was correct, so I didn't make a mistake in my thinking.
I took an aptitude test today.
Department MSG, Channel 4: Displays for target and actual values for injection start control.
Set point: 1.2° above ambient temperature (n.OT.), adjusted to 2° above ambient temperature (n.OT.).
Result: The baseline setting has changed from 2° north of true to 7.5° north of true. OT..
So, the question now is: How can I adjust the actual value in the measurement blocks to approximately 2-3° north, without having to readjust the pump settings mechanically again?
Most likely not.
It probably also means removing the pump and sending it in for testing.
Who among you has advice on this problem?

Thank you for reading.

HG
Michi.

Hello,

To be honest, what you're writing reads a bit confusing to me.

Again: the pump must be mechanically adjusted so that the actual values can reach the target values. Simply put, on the pump wheel.

Monitoring is even easier with TDI-Graph; there's a button in the measurement blocks of the engine control unit for this purpose.

Okay, I'm ready. Please provide the German text you want me to translate.

What does the TDI-Graph setting do?

Sure, here's the translation:

"LG" translates to "Best regards" or "Sincerely" in English.

The injection pump can only be adjusted mechanically. To do this, in the basic setting mode - with the engine at operating temperature - the advanced timing angle (100% duty cycle at the valve = no activation) is checked against the specified tolerance range, and the injection pump is rotated accordingly if necessary. The advanced phase angle indicates the maximum phase shift, likely occurring at 20% duty cycle (= high).
If, under normal operation, the target value is earlier than the actual value, it's usually not a problem, unless the control signal is again at its maximum limit. Therefore, read the control value.
hg
Herbert.

Hello Herbert,

Thank you for the tip.

By default, the "Late Shift" value was set to 2.6 volts offset (v.OT), which is why the error messages were appearing. Since the adjustment to 2.6° north, there have been no more error messages.
The repair manual from the manufacturer specifies a baseline setting of 2° BTDC, plus or minus 1.5°.

In the measurement blocks, both the target value and the actual value are always displayed.
The target value was 1.2° n.OT., while the actual value was 7.5° n.OT., which I consider to be a significant deviation. How can I adjust the actual value to be approximately equal to the target value? Is this possible by changing the control value?

And where can I find the control value, either in the default settings or somewhere else?

You are still writing "unless the control signal is again at its maximum value." Does that mean moving towards 100% or towards 0%?

Thank you for reading.

HG
Michi.

Hi,
"Late" refers to a high percentage setting on the injection timing adjustment, essentially 100% in the default mode. "Early" refers to a lower percentage setting.
Forget about any perceived "deviation" when the engine is running smoothly and has power.
You can feel free to record various load conditions, including target values, actual values, and control signals.
hg
Herbert.

"Edit: I'm surprised that you're seeing actual values of 7.5° after top dead center (TDC) in normal operation. This doesn't match the initial setting, and it shouldn't be possible to go that far (2.6°)." OT, 100%.

Herbert wrote:

Edit: I'm surprised that you see actual values of 7.5° after TDC (Top Dead Center) in normal operation. This doesn't match the base setting, and it shouldn't be possible to go that far (2.6°). OT, 100%).

Here's the translation:

"Regarding this, the original poster (OP) wrote:"

amishorty wrote:

Result: The basic setting has changed from 2° north of true to 7.5° north of true. OT..

Therefore, the initial setting needs to be readjusted (meaning the pump needs to be mechanically corrected). Furthermore, it's necessary to investigate why the initial setting has changed so drastically. Wasn't the engine warm during any of the measurements?