The 1.2 TCe engine, introduced in 2012, is used in several popular models, including the Renault Clio, Captur, and Megane; Nissan Qashqai and Juke; and Dacia Duster and Sandero. Despite being a widely used engine, it is notorious for recurring timing chain failures. These issues persist even when workshops use OEM or aftermarket chain kits.

In previous article, we highlighted how issues like oil dilution and soot buildup, often caused by clogged piston rings, can accelerate engine wear. Now, we turn our focus to another significant issue—the failing timing chains in the Renault 1.2 TCe and Nissan 1.2 DIG-T engines.

Read the article here: https://www.diagnosedan.com/renault-1-2-tce-burned-exhaust-valves-diagnosis/

Common Symptoms and Fault Codes:

Drivers often report hearing unusual noises from the timing chain, along with poor idle performance. Diagnostic scans typically reveal the following fault codes:

• P0011 / P0011 77 – Intake Camshaft Dephaser (Intake Solenoid Valve)
• P0014 / P0014 77 – Exhaust Camshaft Dephaser (Exhaust Solenoid Valve)
• P0016 / P0016 62 – TDC Sensor
• P0017 / P0017 62 – TDC Sensor
• Additional codes: P0089, P0089 22, P0090, P0090 77, P0090 92, P0340, P0365, and their variants.

Always Investigate the Cause of a Faulty Timing Chain

It’s crucial to not only replace the timing chain but also investigate the root cause of its failure. One of the most critical checks before installing a new chain kit is assessing both oil pressure and oil quality. These factors often contribute to chain failure and need to be addressed to prevent future issues.

Measuring Oil Pressure

A failing timing chain is often a symptom of an underlying engine issue, such as poor oil pressure or degraded oil quality. To ensure accurate diagnostics, the oil pressure should always be measured when the engine oil is hot, typically above 80°C, when the oil is at its thinnest.

1. Remove the oil pressure switch, and fit the oil pressure gauge
2. Start the engine and read out the oil pressure
3. Compare the measured values with the below data

Consider Oil Dilution

Another common cause of timing chain failure, especially in many direct injection petrol engines, is oil dilution. This occurs when fuel mixes with the engine oil, reducing its lubricating properties and accelerating wear on critical components like the timing chain.

We discussed this issue in detail in DDTSB No. 7280, which includes a video explanation. You can watch the video here:  https://youtu.be/YQovbK972qo?si=G2XQyGidQm8rbeR3

Example of Oil Dilution:

Below is an example of an oil test revealing 4.8% fuel dilution, which is excessively high. Addressing this issue is essential to prevent premature wear and potential failure of the timing chain, ensuring a lasting repair and avoiding repeat visits to the workshop.

Commonly Overlooked Cause of a Worn Timing Chain in the Renault 1.2 TCe Engine

Many modern engines, including the Renault 1.2 TCe, use variable oil pressure systems. This can result in intermittent oil pressure issues, particularly when the engine oil is heavily contaminated with soot.

A critical component that is often overlooked by workshops is the oil jet responsible for lubricating the timing chain. This oil jet is highly susceptible to clogging due to soot contamination. If the oil jet becomes blocked, the timing chain won’t receive sufficient lubrication, leading to premature wear and failure.

To avoid future issues, it’s important to thoroughly inspect the oil channels and the condition of the oil jet. If there’s any doubt about its functionality, it’s best to replace it. Given how fragile this system is, especially in relation to oil contamination, it’s essential to emphasize the importance of regular oil changes and, in some cases, using an oil flush to clear any debris.

Showing a picture of the clogged oil jet to your customer can help explain why regular maintenance is so critical. This visual aid could be an effective way to encourage them to stick to their oil change intervals and prevent future timing chain failures.

Diagnosing the Timing Chain Issue

As always in DDTSB, we aim to provide comprehensive diagnostics by including as many measurements as possible to confirm the fault, identify the cause, and highlight common pitfalls. Accurate diagnostics are key to preventing unnecessary repairs and ensuring that the root cause of the timing chain failure is addressed.

Check for metal shavings on Cam- and Crank sensors

Further confirmation of the fault:

 

Always replace the timing chain as a kit:

It’s important to note that I refer to a timing chain kit, not just the chain itself. Most part suppliers sell the chain as part of a kit, which includes both the crankshaft and camshaft sprockets—and for good reason. If the old timing chain is worn, it likely caused wear on the teeth of the crankshaft and camshaft sprockets as well.

Installing a new timing chain on worn sprockets will result in poor contact between the chain and the sprocket teeth. Worn sprockets often have rounded or smoother teeth, reducing the effective surface area that engages with the chain. This compromised contact can lead to issues such as:

• Slippage
• Misalignment
• Uneven wear

Ultimately, this will shorten the lifespan of the new timing chain, potentially causing premature failure. To ensure a proper fit and long-lasting repair, always replace the timing chain along with the crankshaft and camshaft sprockets as part of a complete kit.

Boost your workshop’s efficiency with DDTSB. Access a vast database of thousands of exclusive aftermarket TSBs to enhance diagnostic precision, save time, and get the repair right the first time. DDTSB: Your investment in faster solutions and higher profitability. Time is money—save both with  DDTSB

Het bericht The Hidden Cause Behind Failing Timing Chains verscheen eerst op DiagnoseDan.

232 New TSBs

180 updates of existing TSBs.

Example 1:

Faulty alternator, faulty BCM or is it something else?

TSB No. 10967 – Volkswagen Transporter T6.

Symptoms:

MIL on, possibly problems with carrying out a regeneration, one/more fault codes stored:
02252 – Generator
U014000 – Lost Communication With Body Control Module

This TSB addresses a very common issue on this model, often occurring when the car is 4-5 years old. There is no OEM TSB (TPI) for this issue, but based on our Hotline statistics (from a service that answers more than 50,000 questions a year), this fault seems almost like a planned-to-fail feature on this model.

Canbus BCM to ECM

Diagnosing this problem varies across workshops, and symptoms can also differ. Some workshops focus on the fault code U014000 – Lost Communication With Body Control Module and start by measuring the Canbus between the engine control unit and the BCM (J519). Often, they find that the Canbus looks flawless even when the fault is present. See the attached measurement with PICO.

Remote Coding

If the Canbus appears good and the power and ground to the BCM are perfect, the issue must be software-related. The workshop will then check for software updates to the BCM. If no new software is available, they will re-install the software to eliminate the possibility of software bugs. Workshops not equipped with ODIS often get this done via a Remote Coding service.

Workshops might conclude that since all other possibilities for errors causing communication issues between BCM and ECM have been checked without any evidence of errors, the problem must be a faulty BCM. This BCM is often replaced by the workshop and needs to be coded via ODIS or Remote Coding service.

When replacing the BCM also does not solve the error, the workshop contacts the DDTSB Hotline. Using big data from aftermarket workshops worldwide, we see that this problem and the procedure to solve it are very common, leading to the creation of a TSB based on solid statistics from our Hotline.

The scenario described was based on a workshop focusing their diagnosis on the communication error code between BCM and ECM. We also encounter workshops that focus on the alternator error code: 02252 – Generator. If the error is present and the workshop is experienced in diagnosing Linbus, they will eventually find the broken wire, which will also fix the communication error code (U014000).

Next time a workshop faces this problem, they will look up the fault code under bulletins and find this TSB:

DDTSB No. 10967

Issues like this with a wire break are common on almost all models. As a car ages, weak points in the wire loom will eventually fail, leading to tricky intermittent errors. With big data collection, it becomes clear how accurately a car is made, including its weak points. Eventually, they will all fail at this point, causing unique symptoms.

Example 2:

DPF/Eolys or Something Else?

This TSB is relevant to certain engine codes found in PSA/Stellantis models, which today include multiple brands/models:

• Citroën Jumpy IV/Spacetourer (K0) 2020-> 2.0 BlueHdi (Euro 6.3 / 6.4)
• Fiat Scudo/Ulysse (K0) 2022-> 2.0 MultiJet 3 (Euro 6.3 / 6.4)
• Opel/Vauxhall Vivaro-C/Zafira Life (K0) 2020-> 2.0 BlueInjection (Euro 6.3 / 6.4)
• Peugeot Expert IV/Traveller (K0) 2020-> 2.0 BlueHdi (Euro 6.3 / 6.4)
• Toyota Proace/Proace Verso 2020-> 2.0 D (Euro 6.3 / 6.4)

Symptoms:

• The particulate filter clogs due to a lack of regeneration
• The service indicator may turn on too early
• One or more fault codes stored:
  • P119F 22 – Deterioration of the Engine Oil: Rate of Dilution of the Engine Oil Excessive
  • P2463 97 – Particle Filter: Detected Overloaded
  • P246C 97 – Particle Filter: Detected Overloaded

This problem is nearly impossible to find without this information. Using normal diagnostic procedures on DPF/Eolys will lead you nowhere with this error.

On these models, there is a service campaign addressing this issue. However, if you are not familiar with this problem and start a diagnosis the traditional way with measurements, you will spend a lot of time and end up with no clear result. This example demonstrates the value of workshops having access to the right information on all cars.

1. Select the car in DDTSB using license plate, VIN No., or manual search.
2. Go to bulletins.
3. Enter the fault code.

The program will now show all TSBs matching the fault code and the selected car.

DDTSB No. 10939

This search takes 30 seconds but can save you countless hours.

Example 3:

eCall/SOS System

E-call is mandatory in the EU and therefore needs to be in good working order to pass the yearly/bi-annual inspection. Aftermarket workshops will see an increase in vehicles with this system and need to prepare to service and repair these systems. The DDTSB Hotline has experienced a significant increase in questions about this system.

Typical Questions:

• During maintenance inspection, we need to change the battery. Where is the SOS backup battery located?
• Which antenna does this fault code address, and where is this antenna located?
• During inspection, how should we check the system?

There are several ways to find information about this in DDTSB. If you need information related to maintenance (like the replacement of the SOS battery), select the car in DDTSB, go to bulletins, and select the category “Maintenance.” The program will list TSBs matching the selected car that are related to maintenance. See an example on a Hyundai Ioniq 5:

DDTSB No. 11056

Hyundai Ioniq 5 SOS Battery Replacement Procedure

The next time you do a maintenance job and lack information, consider this: Can I be the only aftermarket technician who would ask DDTSB about this? Probably not. So always select the category “Maintenance” first if you lack service-related information. If others have asked about it before, we will have a TSB available answering the subject.

Other popular maintenance TSBs you can find in DDTSB include:

• Procedure for coolant bleeding
• Procedure for oil change on automatic transmissions/DSG
• Procedure for brake bleeding (especially on EVs)
• Procedure for service reset
• Procedure for TPMS
• Sunroof service procedures
• Special service procedures for specific models

DDTSB No. 10921.

SOS-System Antennas

We often encounter questions about the location of antennas. You might have a fault code:

• B180B11 – LTE Antenna 2 – Short to Ground
• B180B13 – LTE Antenna 2 – Open Circuit

But where is this antenna located? In VAG vehicles, you might even discover that the location of the antenna depends on the car’s equipment (PR-codes).

Below is an example from a Volkswagen T-Roc (A11) with the fault codes B180B11, B180B13.

Other related fault codes on VAG regarding the SOS-system:

• B105313 – GPS Antenna, Disconnection
• B105411 – GPS Antenna, Short-circuit to Ground
• B105413 – GPS Antenna, Disconnection
• B180B11 – LTE Antenna 2 – Short to Ground
• B180B13 – LTE Antenna 2 – Open Circuit
• B18BD11 – Mobile Communication Antenna 1 to Emergency Call Module and Communication Unit – Short-circuit to Ground
• B18BE11 – Mobile Communication Antenna 2 to Emergency Call Module and Communication Unit – Short-circuit to Ground
• B191604 – Backup Battery Faulty
• B200047 – Control Unit Faulty
• B200049 – Control Unit Faulty
• B20004B – Control Unit Faulty
• U111100 – Function Limitation due to Missing Message
• U112100 – Databus, Missing Messages
• U122C00 – Ethernet Databus Branch 1 – No Communication
• U142100 – Control Unit to Emergency Call Module and Communication Unit/No Communication
• U153E00 – Registration of Mobile Network is Not Possible
• U164200 – Ethernet Emergency Call Module – No Communication
• U178500 – Control Unit for Emergency Call Module and Communication Unit – Software Error

Watch the new training video I made about the SOS system in the Education section in DDTSB.

Boost your workshop’s efficiency with DDTSB. Access a vast database of thousands of exclusive aftermarket TSBs to enhance diagnostic precision, save time, and get the repair right the first time. DDTSB: Your investment in faster solutions and higher profitability. Time is money—save both with  DDTSB

Het bericht 232 New TSBs uploaded June 2024 verscheen eerst op DiagnoseDan.

A very common mistake made by technicians

TSB No. 10633: PSA / Opel/Vauxhall / Ford / Toyota 2017- 1.5 BlueHdi / EcoBlue.

This engine is known for the short lifespan of the chain between the camshafts, as described in TSB No. 7462. The car often experiences these symptoms:

• Engine may have starting problems, or it may stall suddenly while driving.
• Risk of timing chain failure in the cylinder head.
• Fault codes may be stored.

P0017 – Engine Starting Fault: Engine Synchronisation Time Too Long
P00BC – Induction Circuit: Air Flow Lower than the Theoretical Air Flow, Legislative Threshold
P02ED – Induction Circuit: Air Flow Higher than the Theoretical Air Flow, After Sales Threshold
P0421 – Pre-catalyser: Performance Below the Threshold
P050B – Starting Monitoring: Starting Time Too Long

There are many factors to consider when repairing this issue correctly to prevent the chain from failing again. We strongly advise against merely treating the symptom by replacing the chain. It’s important to seek comprehensive information on this problem. Don’t just address the symptom; consider the underlying cause as well.

Have you ever installed a new chain on this engine, only to find that the engine won’t start afterward? Oops! Yes, we’re all human. As one of Europe’s largest aftermarket hotlines, we can confidently say you’re not alone in this experience. We’ve noticed that several workshops misinterpret even the original instructions. Therefore, we’ve decided to create a TSB to make workshops aware of this common misinterpretation of the OE (Original Equipment) guidance, a challenge many can relate to.

In relation to timing chain replacement, there may be instances where the chain is not timed correctly. This issue often arises due to a misunderstanding of the guide, leading to the camshafts being aligned with the marks but installed incorrectly in the cylinder head. When attempts to start the engine are made, it fails to start, and “backfires” may be heard from the intake and/or exhaust. Typically, no fault codes are stored in these situations. The absence of fault codes when the timing of the chain is incorrect occurs because the camshaft position sensor measures the camshaft pulley relative to the timing belt. If the timing belt is positioned correctly, the engine control unit “thinks” the timing is also correct, even if it’s not.

When using DDTSB, you will be alerted to important information within the TSBs that involve the mounting of the chain. At the bottom of each TSB, there is a LINK-window provided; this is used when we believe there is information relevant to the TSB you are currently reading. This feature allows you to easily navigate back and forth between the original TSB and related TSBs, ensuring you have all the necessary information at your fingertips.

TSB No. 10619 – SERMI

Many might assume this will not be relevant to their workshop. Think again. This will impact your business. SERMI will become essential for accessing OEM technical data and information that the manufacturer defines as “Security-related Repair and Maintenance Information.” This also includes coding via OEM and remote coding. Additionally, there will be parts that will require SERMI for purchase. We anticipate minor adjustments to the SERMI Scheme throughout 2024, as each new country introduces its own set of challenges. Rest assured, we will keep this TSB updated with all relevant information as changes occur.

SERMI is an initiative designed to ensure fair access to vehicle security information for independent operators (IOs) and remote service providers (RSSs), among other goals. In essence, SERMI will guarantee that independent workshops have access to technical data and programming related to “Security-related Repair and Maintenance Information.”

Additionally, SERMI aims to enhance vehicle security, making it more challenging to steal or clone cars.

A SERMI-approved workshop is one that meets the car manufacturers’ criteria for managing security-related repair and maintenance information. This certification ensures that the workshop has the right to access technical data and undertake programming tasks specified by the car manufacturer within the realm of “security-related repair and maintenance information.

A workshop lacking SERMI approval will be unable to perform programming tasks via “Remote programming” if these tasks fall within what the car manufacturer categorises as “security-related repair and maintenance information.”

Similarly, a non-SERMI-approved workshop will also be denied access to an OEM site for retrieving technical data in areas defined by the car manufacturer as “security-related repair and maintenance information.”

A common misunderstanding:

SERMI, as of now, does not encompass multi-brand diagnostic tools or technical data programs that are exclusively reserved for the aftermarket. The initiative currently covers only OEM sites and OEM diagnostic tools.

Additionally, it’s crucial to differentiate SERMI from the OBD Security Gateway. Many workshops conflate these two concepts. To be clear, SERMI pertains solely to OEM. In contrast, the Security Gateway (SGW) feature is specific to aftermarket testers and represents a separate type of clearance. Accessing SGW requires different credentials, as dictated by the aftermarket tester supplier.

Remote coding:

The procedure is straightforward:

1. The remote coding centre sends a link to the workshop if SERMI authorisation is required for the task.
2. The SERMI-authorised workshop opens the link, which generates a QR code.
3. Scanning the QR code launches the Digidentity app on the smartphone, and the workshop confirms by pressing ‘admit’.
4. This action grants the remote coding centre permission to code on behalf of the workshop for 24 hours, unless the workshop revokes this clearance before the time limit.

Our experience shows that the process takes a maximum of 1 minute longer than usual. However, the most significant adjustment for some is the adherence to specific rules as an independent workshop. Now, you must securely store all documentation, such as the driver’s license and vehicle ownership, for all SERMI-authorised jobs. This information must be kept securely for 5 years. While this has been a standard practice in dealerships for many years, it’s now also a requirement for independent workshops seeking the same level of access as dealerships.

Important Notice to All SERMI-Approved Technicians:

Sharing PDF documents from OE sites with anyone other than yourself is strictly prohibited. This rule is not exclusive to SERMI-related information but applies universally due to copyright laws. Although this is not a new requirement, the consequences of violating this rule have now been extended to include your SERMI accreditation.

There has been considerable discussion about the impact of a criminal record on SERMI eligibility, particularly regarding minor offenses such as speeding. SERMI mandates a clean criminal record, initially suggesting that any criminal record might disqualify you from approval. However, recent adjustments allow the local Certification and Approval Body (CAB) to determine the relevance of a criminal record to SERMI eligibility. It’s clear, though, that a copyright infringement record would definitively prevent SERMI approval.

Given these considerations, we strongly advise all technicians to exercise caution when handling PDF documents from OE sites. Remember, even technical data for older vehicles, which might not require SERMI access, is still protected by copyright. Many PDF documents from OE sites include a time stamp and VIN number, enabling manufacturers to trace the document’s source. Moreover, these documents may contain hidden tracking markers that are not visually detectable but can reveal the exact user and IP address that downloaded and shared the document from the OE site.

Read more about SERMI in our TSB No. 10619 or visit: https://www.vehiclesermi.eu/

TSB No. 10557.

Opel/Vauxhall models from 2009-2015 with the 1.7 CDTi (A17DT*).

Engine won’t start, with the starter motor not cranking or only cranking very briefly. Stored fault codes include:

• P0641 – 5V Reference 1 Circuit
• P0651 – 5V Reference 2 Circuit

This issue is specific to the Opel models from 2009-2015 with the 1.7 CDTi (A17DT*) engine. Troubleshooting fault codes related to 5V reference voltage can often feel like a complex detective task, especially with these symptoms.

It’s crucial to note that, particularly with this model, the fault isn’t always found in the wiring or sensors. This insight is invaluable when you’ve measured everything multiple times without pinpointing the fault. For a detailed internal circuit analysis and diagnostic procedure, refer to our TSB dedicated to this issue.

Boost your workshop’s efficiency with DDTSB. Access a vast database of thousands of exclusive aftermarket TSBs to enhance diagnostic precision, save time, and get the repair right the first time. DDTSB: Your investment in faster solutions and higher profitability. Time is money—save both with  DDTSB

Het bericht 209 new TSBs uploaded to DDTSB February 2024 verscheen eerst op DiagnoseDan.

Embarking on a Diagnostic Journey:

This week, 367 new technical bulletins and 387 updates have been added to DDTSB, enriching your diagnostic toolbox. Among these is a valuable guide on diagnosing transmission issues in PSA models from 2016 onwards.

Symptoms and Challenges:

It all starts when the transmission refuses to switch between positions P – R – N – D, effectively leaving the engine unresponsive unless it’s in the “P” position. The fault codes that emerge, P1718 81 – Gear Lever Position Sensor: Position Not Valid and U122A 81 – Communication on the CAN with the Sequential Gear Lever: Invalid Value, can seem confusing.

The Challenge of Diagnosing the Unknown:

This TSB is a classic example of a scenario where the symptoms and fault codes serve more as confusing signals rather than clear indicators. Scarce information on this transmission, even with dealer access to the Service box, and the absence of an OEM TSB at the time this diagnosis was made, turns diagnosing this issue into a daunting task. Often, technicians resort to using a donor car to gather necessary data on their own when useful information is scarce and finding answers is like searching for a needle in a haystack.

Unveiling the Path to Diagnosis:

Fortuitously, our path to diagnosis has been illuminated by Iwan Kennis, a well-known Dutch technician. Through his invaluable contribution and willingness to share essential measurements, a new TSB is born. Now, armed with this newfound information, users of DDTSB can approach diagnosing this transmission issue with precision and efficiency.

The Road Ahead:

So, how do we tackle this seemingly overwhelming challenge? By systematically understanding how the gears are engaged and monitored, and applying the shared measurements meticulously. This not only simplifies the diagnostic process but also ensures that you save valuable time.

In conclusion, diagnosing the AMN8 / ATN8 transmission doesn’t have to be a challenging journey. With the right information and a collaborative spirit among technicians, resolving these issues becomes much more efficient. This TSB is a testament to the power of shared knowledge and the relentless pursuit of solutions in the world of auto mechanics.

TSB Uploaded: Unraveling Volkswagen Transporter T6 Engine Cut Outs

Symptoms that Baffle:

Imagine a Volkswagen Transporter T6 2.0 TDI where the engine stubbornly cuts out at around 1700 revolutions and refuses to rev up. The situation becomes even more puzzling with no fault codes stored, leaving you with a diagnostic challenge.

The Challenge of Diagnosis:

Embarking on a diagnostic journey for this issue can be a maze, especially when faced with the fickleness of an intermittent problem. Scouring through previous hotline questions in our internal database, we’ve discovered this to be a recurring, intermittent fault. In some cases, numerous parts were replaced before our involvement. The stakes are high for commercial vehicles like this – every moment in the workshop translates to lost revenue for the company.

Unveiling the Culprit: The Fuel Temperature Sensor (G81):

Crafting this TSB involved meticulously comparing previous hotline questions exhibiting this symptom. While the engine may present a plethora of common problems, such as issues with the rail pressure sensor, our investigations frequently pointed to the fuel temperature sensor (G81) as the offender.

Navigating DDTSB: Tools for Efficient Diagnosis:

Finding a TSB with no fault code can be time-consuming, especially for cars with numerous TSBs. The DDTSB program simplifies this by allowing you to select symptoms matching the car’s issue, thereby narrowing down the list of TSBs quickly.

For example, if a car exhibits the symptom “Engine-output not normal,” you can select this specific symptom, and DDTSB will filter and present the most relevant TSBs. This efficient approach saves time, streamlining the diagnostic process and getting the vehicle back on the road faster.

• Search with Precision: Utilize the search bar like you would on Google, and DDTSB will pinpoint TSBs matching the keywords relevant to the selected car.
• Category Selection: Delve into the ‘Engine’ category and explore TSBs until you find one that resonates with your symptom.
• Symptom-Led Exploration: Directly select symptoms as showcased in this example.

Additionally, we’ve sorted the TSBs by newest, explaining why this new TSB tops the list.

Back to Basics: A Reminder of Fundamental Diagnostics:

In the hustle of complex diagnostics, sometimes the basics get overlooked. A TSB like DDTSB-10093, focusing on aspects often forgotten, can be a game-changer. Armed with this knowledge, you can now drive the car, anticipate the stall, and capture relevant data on your scan tool with precision.

Conclusion: Diagnostics Made Efficient:

In summary, this TSB exemplifies the power of a systematic, symptom-led approach. By harnessing tools efficiently and remembering the basics, diagnosing perplexing issues like the ones seen in Volkswagen Transporter T6 2.0 TDI becomes a smoother, more efficient endeavor.

Introducing 5 New Measuring Methods on EVs

Norway: The Vanguard of EV Evolution

Elektro Partner, the creator of DDTSB, started its journey in Norway in 1989 and has been a pioneer in the automotive solutions ever since. In the world of Electric Vehicles (EVs), Norway stands as a trailblazer. With an impressive user base for our program, we’ve gathered extensive data and insights into the typical challenges faced by auto mechanics dealing with EVs.

The Struggle for Hands-On Experience:

Despite commendable investments in training for EV diagnostics, technicians worldwide often grapple with a lack of hands-on experience. The gap between learning about a system and the opportunity to diagnose it could span years. To bridge this gap, we advocate for technicians to engage in hands-on training annually, if not every two years. Even revisiting the same course can lead to a plethora of ‘aha’ moments and insights, especially considering the rapid evolution of EV systems.

Measuring Methods: A Refreshing Resource for Technicians:

Our new set of measuring methods for Electric cars is tailored for those who have undergone extensive hands-on training and hold the necessary qualifications. Even with the right courses under their belts, technicians find our measuring methods to be excellent memory refreshers and inspirational aids for troubleshooting procedures.

Presenting 5 New Measuring Methods on EVs:

To cater to this demand, we’re introducing five measuring methods on EVs, with more on the horizon:

1. TSB No. 10128 – General Overview of High-Voltage Components: This provides a comprehensive overview of high-voltage components, aiding in quick identification and understanding.
2. TSB No. 10122 – Assessing High-Voltage Battery State Of Health (SOH): Equip yourself with the knowledge to gauge the health of high-voltage batteries effectively.
3. TSB No. 10114 – Diagnostics of High-Voltage Battery: Delve into cell temperature, cell voltage, and diagnostic tests of lithium cells for precise evaluations.

   

4. TSB No. 10095 – PTC Heater Control & Troubleshooting: Acquire tips and insights for troubleshooting and controlling Positive Temperature Coefficient (PTC) heaters.
5. TSB No. 10033 – Diagnosing Insufficient Range: Understand the general diagnostic information for cases where the vehicle’s range falls short.

Conclusion: Empowering Technicians with Knowledge:

In essence, these measuring methods are crafted to empower technicians with the right knowledge to diagnose and troubleshoot EVs proficiently. By staying updated and continually refreshing their skills, auto mechanics can efficiently navigate the fast-evolving landscape of Electric Vehicles. It’s important to note that this is meant only as a refresher of memory, and hands-on courses taken annually at a minimum are the recommended way to go.

Understanding State of Health (SOH) Formula on Lithium Batteries

When diagnosing Electric Vehicles, it’s crucial to comprehend how the State of Health (SOH) of a battery can be determined using different methods. The SOH is a pivotal factor in assessing the performance and lifespan of an EV’s battery.

One method of calculation involves the battery control unit, which tends to be the most accurate. This unit continuously monitors and calculates the SOH based on various parameters such as charge-discharge cycles, temperature, and current.

SOH Calculation Methods:

On the other hand, there are moment-capture test methods such as those conducted by a third-party battery health diagnostic tool connected to the OBD port, which can offer a TÜV approval certificate, or the formulas integrated into DDTSB. These techniques provide a snapshot of the battery’s condition at a specific moment, offering quick insights.

When diagnosing range problems, the SOH is often the first and easiest thing to check. However, it’s important to note that not all cars offer a way to read the SOH directly through the scan tool.

The method utilizing formulas is meant as a first step in diagnosing potential issues. If the SOH indicates a low value that could be the cause of a lack of range, further test methods must be employed to comprehensively assess the situation and determine the root cause.

It’s essential for technicians to understand that various factors can influence the SOH. Factors like the battery’s age, usage patterns, and environmental conditions can alter the SOH readings.

Being cognizant of these variations ensures a more precise and informed diagnosis, allowing mechanics to provide effective solutions tailored to each EV’s unique needs.

Unlock a wealth of automotive knowledge and enhance your diagnostic skills. Explore thousands of unique aftermarket TSBs now at DDTSB

Het bericht 367 new TSBs uploaded to DDTSB November 2023 verscheen eerst op DiagnoseDan.

This week we uploaded 202 new TSBs and updates on 101 existing TSBs.

Hier sind einige Beispiele:

TSB No. 10,000

The day finally came when we created TSB no. 10,000.

This was celebrated at the main office in Denmark with champagne and marzipan ring cake. A lot has happened since Elektro Partner created the first TSB back in 2006. TSB 10,000 addressed a problem with wireless charging in smartphones. The founder of Elektro Partner, Frank Donslund, remarked with a smile that when he created the program back in 2006, he had never thought we would write TSBs about smartphone problems. It will be interesting to see what the subject will be when we write TSB No. 20,000.

Audi wireless charging.

To a customer, all problems occurring in the car are often considered to be issues with the car itself. However, when it comes to online services and smartphones, this is not always the case. We see problems with wireless charging, especially on iPhones from generation 12 onwards and Samsung Galaxy S6/S6 Edge.

This is not something the car is responsible for. In TSB No. 10,000, we make the workshop aware of this issue and provide the workshop with arguments that can be used to explain this to a customer.

TSB No. 9934:

Peugeot 508 (2011-2018)

Several electrical faults such as wiper system not working, engine will not start, no diagnostic communication with engine control unit, or other control units on the CAN IS network. Fault code possibly stored:
U1F3A 87 – Fault – Absence of Communication with the Windscreen Wiper Motor(s

The big challenge with this problem is that the fault occurs very intermittently. So, a customer might have a non-start engine, and when you bring the car to the shop, it starts fine, and there’s no fault code to provide any pointers. By researching this issue in the internal hotline database, we found that in several cases, there were also problems with the front wipers. Even better, there might be a fault code stored for the front wipers. Normally, you wouldn’t link a problem with the wiper motor to a non-start. However, if you use DDTSB, this becomes an important lead to find this TSB. It turns out there’s a weak point in the wire loom where the wires to the wiper motor also run. So now, it begins to make sense. Turns out that the CANbus wires also run in the same wire loom as the wiper motor wires, as seen in the picture. Knowing this, you can save a lot of time if the fault is intermittent. If the fault isn’t present, the first step would be to wiggle the wire loom in this area and see if the fault occurs. From there, it’s a basic CANbus measurement and a repair of the wire loom.

3 examples of how to find a TSB like this in DDTSB:

1. 
If you have a fault code, this is always the best way to search. Even though you at first might not think the fault code is relevant, go to ‘Bulletins’ and enter the fault code to search for bulletins on the selected car. This search yields 2 TSBs that match the search criteria.

2.

In case you don’t have a fault code to search for, you could try to consider the symptoms you have and select one from the list. If your scantool can’t communicate with one or more control units, this is a unique and very important symptom to search for. This search yields 4 TSBs that match the search criteria.

3.

If you search for the other symptom “Engine will not start” on a car like this, you will get many TSBs that match this search criterion. The program finds 24 TSBs for this search, so in this case, this would not be the optimal search for this situation.”

TSB No. 9516.

TESLA Model 3

It comes as a surprise to many how many resets and basic settings you can actually do on a TESLA without a scantool. In DDTSB, we have a significant portion of customers living in Norway, which is known for being the leading country in the world regarding electric vehicles. This also means that if there are challenges for the workshops, we receive many questions about certain subjects such as:

• Instructions to calibrate door windows
• Jack mode activation
• Guide for working on the “Thermal system” in connection with checking/draining/filling of the A/C or cooling system, activation of new compressor
• Guide to perform condition check (SOH) on the high-voltage battery
• And many many more.

To be able to answer this we create our own guides in DDTSB.

You can find information like this by searching for keywords under ‘Bulletins’, or you can find it under the category ‘Maintenance’.

Want to read a TSB on these subjects and have access to thousands of unique aftermarket TSBs?

Gehe zu WWW.DDTSB.COM

Het bericht 202 new TSBs uploaded to DDTSB August 2023 verscheen eerst op DiagnoseDan.

• Definition of TSBs

• Various names to OEM TSBs

• Definition of a Silver bullet

• OEM TSBs

• Aftermarket-TSBs

• TSBs based on case studies from professional workshops & trusted technicians

Definition of TSBs

TSBs can be a valuable resource for repair shops, helping them to more quickly and accurately diagnose and repair vehicles, leading to more satisfied customers and better business outcomes.

• A Technical Service Bulletin (TSB) is a document that provides additional information or guidance to a manufacturer’s authorized repair technicians. It may address a specific problem that has been reported with a particular make or model of vehicle, or it may provide instructions for performing a certain repair procedure.

• While a TSB can certainly be a helpful resource for repair technicians, it is important to remember that it is not intended to be a comprehensive repair procedure that will necessarily solve every problem related to a particular issue. Rather, a TSB is meant to provide additional information that can assist repair technicians in diagnosing and addressing specific issues that have been identified.
• Furthermore, a TSB is not a recall. A recall is a formal process initiated by the manufacturer to address a safety or compliance issue that affects a large number of vehicles. Recalls are typically mandatory and require the manufacturer to provide a fix for the issue free of charge to the affected vehicle owners.
• TSBs may offer portions of a troubleshooting flowchart or a list of common diagnostic steps that can be used to narrow down the cause of a particular problem. This information can be helpful in getting a repair started or in determining the best course of action for addressing a particular issue on a specific model/engine.
• Both OEM and Aftermarket TSBs can apply to multiple vehicles, years, and subsystems that share similar issues or malfunctions.
• TSBs can be created for a variety of reasons, including safety concerns, customer complaints, or changes in part design or manufacturing processes.
• TSBs can be updated as added information is gathered. They may be distributed to repair shops via paid subscription, one-on-one consultations, or targeted information and guidance. Maybe freely disseminated as assistance and information to an ongoing case study.
• Additional reasons for creating TSBs (safety concerns, customer complaints, changes in part design or manufacturing processes)
• In summary, while a TSB can certainly be a helpful resource for repair technicians, it is important to understand its limitations and that it is not meant to be a silver bullet solution to all problems related to a particular issue. A TSB is a document issued by an entity to address specific problems or provide instructions on how to fix certain issues that may arise in our processes while repairing vehicles. It serves as a communication tool between the repair technician who developed the TSB and other repair technicians out in the field, aiming to ensure consistent and effective repairs across our service network.
• Additionally, aftermarket TSBs can provide valuable insights and guidance on how to troubleshoot and repair known issues that may not have been previously addressed as in the exact context of the current repair at hand. These aftermarket TSBs are created by third-party entities, such as automotive groups/forums, repair communities, or independent technical organizations, and they aim to fill the gap left by official manufacturer TSBs. They can serve as a starting point for diagnosing similar faults on a specific car, providing alternative solutions, workarounds, or time-saving shortcuts, AKA Silver Bullets, which have been discovered by other technicians in the field. These insights are based on their experiences and practical knowledge gained from repairing similar issues. Proper research, documentation, and professional judgment should always be exercised when utilizing aftermarket TSBs in the repair process.

Various names for OEM TSBs

Automotive manufacturers may use various names to describe technical service bulletins (TSBs) or similar documents that provide repair or diagnostic information to dealerships and repair shops.

Some of the other names that manufacturers may use include:

1. Technical Information Bulletin (TIB)
2. Service Information Bulletin (SIB)
3. Campaign Bulletin (CB)
4. Product Update Bulletin (PUB)
5. Warranty Extension Program (WEP)
6. Customer Satisfaction Program (CSP)
7. Special Service Message (SSM)
8. Field Service Action (FSA)

Manufacturers and their synonyms to TSBs:

9. Audi: Technical Product Information (TPI)
10. BMW: Service solutions
11. Cupra: Technical Product Information (TPI)
12. Ford: Technical Service Bulletin (TSB)
13. Honda: Campaign Bulletins (CP) / Service Bulletins (SB)
14. Hyundai/Kia: Technical Service Bulletin (TSB)
15. Jaguar: Technical Bulletin (TSB)
16. Land Rover: Technical Bulletin (TSB)
17. Mazda: Mazda Global Service Support (MGSS)
18. Mitsubishi: Technical Service Bulletin (TSB)
19. Mercedes-Benz: XENTRY TIPS
20. Nissan: Repair & Maintenance Information (RMI)
21. Opel/Vauxhall: Technical Service Bulletin (TSB)
22. PSA: Technical Service Bulletin (TSB)
23. Renault / Dacia: ACTIS Technical Bulletin
24. Seat: Technical Product Information (TPI)
25. Skoda: Technical Product Information (TPI)
26. Suzuki: Technical and Quality (TQ)
27. Toyota: Technical Service Bulletin (TSB)
28. Volvo: Technical Information Exchange (TIE)
29. Volkswagen: Technical Product Information (TPI)

It’s worth noting that the exact terminology used may vary depending on the manufacturer and the country or region in which the vehicle is sold and serviced. However, regardless of the name, these documents typically provide valuable information to help technicians diagnose and repair issues with vehicles, and may be issued for a variety of reasons, such as addressing a known issue, providing updated procedures or specifications, or improving overall vehicle performance.    

Definition of a Silver bullet

TSBs can supply a Silver Bullet solution to a complex or recurring problem.
In the automotive repair industry, a “Silver Bullet” is a term used to describe a quick, simple, and effective solution to a complex or difficult problem. The term is often used tongue-in-cheek, as there is rarely a single solution that can address all of the complex and nuanced problems that arise in automotive repair.
Instead, a Silver Bullet may refer to a particular diagnostic or repair tool, technique, or procedure that is particularly effective in addressing a specific problem. For example, a Silver Bullet may refer to a specific diagnostic tool that can quickly identify the root cause of a complex electrical problem, or to a specialized repair procedure that can fix a particularly difficult-to-reach component without requiring extensive disassembly of the vehicle.
While a Silver Bullet may be effective in addressing a particular problem, it’s important to remember that there is no one-size-fits-all solution in the automotive repair industry. As such, it’s important for technicians and mechanics to have a broad range of diagnostic and repair tools and techniques at their disposal, and to be able to adapt their approach to suit the specific needs of each situation.

Types of TSBs (OEM and Aftermarket)

OEM TSBs

• Issued by vehicle manufacturers to their authorized dealerships and service centers.
• Based on Dealer Service Center repairs & testing
• Supply guidance on repairs or updates that are recommended for specific models, years, or production runs
• Covers known problems on cars 0-3 years old (average estimate), since the data needed to create the TSB comes primarily from warranty cases.

• OE Manufacturer Technical Service Bulletins (TSBs) are documents that are issued by the original manufacturer of a vehicle or component to provide guidance to technicians and dealerships on how to address common issues or problems that have been identified with the product. These bulletins are typically based on the manufacturer’s own testing and research, and they are meant to provide authorized technicians with the most up-to-date information on how to diagnose and repair specific issues. These bulletins are often considered the most authoritative source of information for repairing or servicing a vehicle or component and provide guidance on repairs or updates that are recommended for specific models, years, or production runs. Many manufacturers have a rule stating that an OEM TSB takes precedence over Service Information or other forms of Technical Data in the current online portal, printed repair manual, or subscription-based Service Information DVD software. This concise list of Technical Data delivery modes take time to update in printed form, hard copy, or soft copy, which may not become available to the technician for several months, hence allowing a delivery mode of urgent or important updated repair procedures for a whole host of reasons. As a result, technicians must always check for updated TSBs and updated control module flash software as their first step, since a software update is typically developed to realign parameters that may repair a current problem on the affected vehicle. If a TSB provides a different procedure for a repair than what is stated in the Service Information, the technician shall follow the TSB’s guidance. This rule also applies to spare parts, as some manufacturers may have the latest updated part available before it can be found in the OEM spare part catalog. These are also useful for repair shops that specialize in a particular brand or manufacturer.
Important note when following OEM TSBs on cars outside warranty!
The information given in an OEM TSB is made by the same company that produced the car and the problem. It’s important as a technician to always consider if the solution described in the OEM TSB is the most optimal for a car outside warranty.
A cheap solution:
On one side, the car manufacturer could suggest a “cheap” solution that would not last for many years, but just enough to get the car outside warranty. An example of this could be how a car manufacturer made certain guidelines on a well-known engine using a timing belt in oil (wet belt), not to inspect the oil strainer even if the wet belt failed the test of width during inspection. Only if there was a fault code on the oil pressure or customer complaints justifying this. Technicians with awareness of this problem all know that in most cases where the wet belt is too wide, there will also be belt fragments in the oil strainer affecting the oil flow in a negative way. Despite this insight, the warranty would not cover the cost of removing the oil sump and cleaning the oil strainer. Warranty only covered the procedure stated in the OEM TSB and guidelines.
An expensive solution:
On the other side there can be OEM TSBs stating to change expensive electronic components based on almost no or verry limited diagnostics. This could be an inverter or a mechatronic unit. The price of this part is vastly different if it’s a warranty case or if an aftermarket workshop needs to buy this part as OEM part. Here the car manufacturer will make a good profit from the expensive part sale. As an aftermarket workshop it would be worth seeing if the part could instead be remanufactured by trusted companies like Actronics. www.actronics.com

Aftermarket-TSBs

• Created by third-party providers rather than the original manufacturer.
• These bulletins are typically based on research, repair, and testing conducted by these third-party organizations. Ideally data from large aftermarket hotline centers.
• Based on case studies from professional workshops & trusted technicians
• Can offer additional information and guidance beyond what is provided by OEMs
• Covers known problems on cars approximately from1 year and till the car is no longer running on the roads in large numbers (approx. 20 years).
• May be updated or revised as latest information is gathered
• Multiple vehicles, years, and subsystems can be affected by TSBs.
• Aftermarket TSBs can be distributed to repair shops in a variety of ways. Some aftermarket TSB providers offer paid subscriptions that provide access to a comprehensive library of TSBs, along with additional resources such as training materials, technical support, and diagnostic tools.
• In some cases, an aftermarket TSB provider may offer TSBs on a one-on-one basis, either for a fee or as part of a consultation or diagnostic service. This approach allows repair shops to get targeted information and guidance on a specific problem or issue, without having to subscribe to a full library of TSBs.

Aftermarket TSBs can offer additional information and guidance beyond what is provided by OEMs.

Aftermarket TSBs may offer alternative solutions to common problems or supply other information beyond what is included in the OE manufacturer’s bulletins. The problem described in the OEM TSB could evolve when the car ages and create a new similar problem. However, since the same problem has evolved, another solution and diagnosis are needed to find and solve the problem. However, because aftermarket TSBs are not produced by the original manufacturer, they may not be as authoritative as the manufacturer’s own bulletins.
It’s worth noting that not all aftermarket TSBs are created equal, and some may be more dependable or trustworthy than others. Before relying on an aftermarket TSB to diagnose or repair a vehicle or component, it’s important to evaluate the source of the bulletin and consider whether the information provided is credible and accurate. If the TSBs are based on one-time cases or shared by users without comparing them to big data, the relevance of the TSB could be low to the majority. It’s important that the TSB provider has a huge database of issues on cars with the age relevant to the customer, to compare if it’s a frequent problem and to get the data needed to write the TSB. Aftermarket Hotline centers such are the preferred data provider for this. Elektro Partner APS is one of the biggest aftermarket hotline centers in Europe and is the company behind DDTSB.
Additionally, many manufacturers offer their own approved aftermarket parts and repair solutions, so it’s worth checking with the manufacturer before relying on an aftermarket TSB to ensure that any repairs or modifications made to the vehicle or component follow the manufacturer’s guidelines and specifications.

In DDTSB you will find aftermarket TSBs.

TSBs are based on case studies from professional workshops & trusted technicians

TSBs, whether they are OE Manufacturer TSBs or Aftermarket TSBs, are often based on actual repair case studies conducted by professional workshops. These case studies typically include detailed information on the diagnosis of the problem, including the root cause and any related issues that may have contributed to the problem. They may also include information on which parts failed, as well as pictures or diagrams showing the affected areas.
Once the diagnosis has been made, the workshop will typically replace any failed parts with new ones and conduct extensive testing to verify that the repair was properly completed. This information is often included in the TSB, providing a valuable resource for technicians and mechanics who are working on similar problems.
It’s worth noting that while case study-based TSBs can supply valuable information for diagnosing and repairing specific problems, they may not be applicable to all situations. Every vehicle and component are unique, and a problem that presents itself in one case study may have different underlying causes or contributing factors in another situation. As such, it’s important to approach TSBs with a critical eye, and use them as one resource among many when diagnosing and repairing vehicle and component issues.
One important thing to note about TSBs is that they can provide valuable information for diagnosing and repairing specific problems that may occur across multiple vehicles, years, engines, and subsystems.
It’s worth noting that case study-based TSBs may not be applicable to all situations. Every vehicle and component are unique, and a problem that presents itself in one case study may have different underlying causes or contributing factors in another situation. As such, it’s important to approach TSBs with a critical eye, and use them as one resource among many when diagnosing and repairing vehicle and component issues. It’s important to keep in mind that OEM repair solutions are developed by the same company that may have to cover the cost of the repair. This means that the suggested repair could be aimed at providing a cost-effective solution to keep the car running on the road until the warranty period ends. However, it’s also worth considering that the OEM solution could have a sales component in mind, with the suggested repair aimed at promoting the up sale of a particular part or service, to include additional labor charges, such as a vehicle health check, video check, or overdue scheduled maintenance. In the aftermarket, it’s crucial to carefully evaluate and consider all perspectives when determining the optimal repair solution that serves the best interests of the customer in each situation.
An OE Manufacturer TSB may address a problem that has been identified across multiple vehicle models, years, and engine types. In such cases, the TSB may provide guidance on how to diagnose and repair the problem across all affected vehicles, engines, and subsystems. Similarly, an Aftermarket TSB may provide alternative solutions to common problems that can be applied across multiple vehicles, years, and engine types.
Overall, TSBs can provide valuable guidance for technicians and mechanics when diagnosing and repairing vehicle and component issues. However, it’s important to approach them critically, and to use them as one resource among many when conducting repairs.
Both OEM and Aftermarket TSBs can be updated from time to time to reflect newly identified malfunctions, changes in diagnostic approaches, and updates on required parts. In some cases, no parts may be required at all, as the issue may be as simple as a broken wire or a connector that was not properly seated due to previous maintenance at another workshop.
As new case studies are conducted, TSBs may be updated to reflect the latest diagnostic and repair approaches for common problems. For example, a TSB that was originally issued to address a particular issue may be updated to include additional diagnostic steps or to recommend the use of various parts based on newly identified contributing factors.
In some cases, an updated TSB may be issued to replace an earlier version that is no longer accurate or relevant. This may occur if added information becomes known that changes the recommended diagnostic or repair approach, or if parts or components are updated or replaced.
It’s important to approach them critically and to stay up to date with the latest information as it becomes available. While TSBs can provide a starting point for diagnosing and repairing common problems, every vehicle and component is unique and may require a customized diagnostic and repair approach. As such, it’s important to use TSBs as one resource among many when conducting repairs.

Want to have access to thousands of unique TSBs?

Gehe zu WWW.DDTSB.COM

Het bericht Automotive Technical Service Bulletins (TSBs ) OEM VS Aftermarket verscheen eerst op DiagnoseDan.

Hier sind einige Beispiele:

TSB No. 9521

Opel/Vauxhall Corsa D 2006-2014.

ABS/ESP-Anzeige leuchtet bei verschiedenen elektrischen Störungen, wie z. B. fehlender Servolenkung und Startproblemen. Einer oder mehrere der folgenden Fehlercodes gespeichert:

C0000 – Vehicle Speed Sensor Circuit Malfunction

C044A – No Engine RPM Signal

U0073 – ECU Communication Bus A Off

U0121 – Lost Communication with Electronic Brake Control Module

U0140 – Lost Communication With Body Control Module

U2100 – CAN Databus Malfunction

U2105 – Communication with Engine Control Unit Faulty

U2107 – Communication with BCM is Faulty

U2108 – Communication with ABS/ESP Failed

U2111 – CAN Bus No Communication With EHPS

U2116 – Communication with Instrument Cluster Failed

Wie in einem Schaltplan für dieses Modell zu sehen ist, ist der CAN-Bus für ABS und Servolenkung in Reihe zwischen BCM und Motorsteuergerät geschaltet. Das bedeutet, dass bei einem CAN-Bus-Fehler nicht ausgeschlossen werden kann, welches Steuergerät den Fehler verursacht, indem es während der Signalmessung Steuergeräte abschaltet. Sie müssen die beiden Steuergeräte überbrücken, die am CAN-Bus in Reihe geschaltet sind. Die Ursache liegt häufig in einem defekten ABS-Steuergerät (A37).

TSB No. 9548

VAG EA288 Diesel from 2013->

MIL leuchtet nach Reparatur nach Zahnriemenausfall, der Motorbetrieb ist möglicherweise nicht beeinträchtigt, aber Fehlercode gespeichert:

P001600 – Crankshaft Position-Camshaft Position Correlation Bank 1 Sensor A

Bei VAG-Modellen mit dem Dieselmotor EA288, der seit 2013 in allen Pkw zum Einsatz kommt (Golf 7), kam es im Laufe der Zeit zu unterschiedlichen Problemen mit dem Zahnriemen. Wir haben mehrere Werkstätten erlebt, die nach einem Zahnriemenschaden ihr Glück versuchten und die Nockenwellen nicht austauschten, um dem Kunden Geld zu sparen. Oder sie kaufen und montieren ein gebrauchtes Nockenwellengehäuse inklusive Nockenwellen. Dann kann es zu Problemen kommen, wenn sich zum Beispiel die Nockenwelle verdreht hat, was im Bild unten zu sehen ist.

TSB No. 9606

Honda Civic 2017-2023 1.0 VTEC (P10A2/P10A4).

MIL schaltet sich ein, Motorleistung fehlt, Motor lässt sich schwer starten, Fehlercodes gespeichert:

P0011 – Variable Valve Timing Control (VTC) A System Malfunction

P0014 – Variable Valve Timing Control (VTC) B System Malfunction

P055F – Engine Oil Pressure Out of Range

P2263 – Turbocharger Wastegate Control System Performance Problem

P2646 – Oil Pressure Switch Circuit Low Voltage

Bei diesem Motor kann es zu Problemen mit dem Öldruck und dadurch zu Problemen mit dem V-TEC kommen. Dies geschieht häufig, weil ein Sieb durch Partikel vom Zahnriemen (nasser Riemen) verstopft ist. Dies ist jedoch nicht das gleiche Problem wie beim PSA Pure Tech oder Ford 1.0 EcoBoost, bei dem sich der Zahnriemen löst.

Bei diesem Honda-Motor wird dieses Problem stattdessen durch den Zahnriemen verursacht, der an der Kurbelwellenriemenscheibe reiben kann. Dadurch wird Material vom Zahnriemen abgenutzt, was das Ölsieb verstopfen kann.

Möchten Sie einen TSB zu diesen Themen lesen und Zugriff auf Tausende einzigartiger TSBs haben?

Gehe zu WWW.DDTSB.COM

Het bericht 290 new TSBs uploaded to DDTSB June 2023 verscheen eerst op DiagnoseDan.

DDTSB No. 9458

Die serielle Decodierung von PICO Linbus kann eine große Hilfe sein, wenn Sie einen neuen Generator erhalten haben, der nicht über den richtigen Regler oder das richtige Linbus-Protokoll verfügt. Wir haben mehrere Anleitungen zur Diagnose des Lichtmaschinenreglers erstellt, die Sie unter Messmethoden finden.

DDTSB No. 9337

VAG-Hybridmodelle mit Kompressorausfall.

Das Phänomen am Klimakompressor wird „Schwarzer Tod“ genannt.

Der Fehler kann auftreten, wenn eine Werkstatt nach einem Ausfall versucht hat, das System zu spülen und nach der Spülung nicht das gesamte Spülmittel entfernt. Wenn ein Zusatzstoff in Form von Alkohol/Reinigungsmittel in das System gelangt, wird die Temperatur zu hoch. Die Chemie von Alkohol und einem hochreaktiven R1234yf sowie andere Faktoren führen zu einer Erwärmung des Kompressors und damit zu einer Verschlechterung der Schmierung.

Auch ein Lecksuchmittel auf Alkoholbasis verschlimmert das Problem.

Daher empfiehlt es sich, mit Kältemittel zu spülen, wenn Sie nicht hundertprozentig sicher sind, wie man mit Spülmittel spült.

Beachten Sie bei Bedarf die allgemeine Spülanleitung im Bulletin Nr. 4614, 5750.

DDTSB No. 9335

Het bericht 165 new TSBs uploaded to DDTSB march 2023 verscheen eerst op DiagnoseDan.

Fehlercode: P0C2900 – Aktivierung der zusätzlichen Hydraulikpumpe zum Getriebeöl unrealistisch

Dieses Problem kann für einen Kunden eine sehr teure Reparatur bedeuten.

Wir haben mehrere vollständig beschädigte Getriebe mit einem großen Loch in der Seite gesehen.

Bild freundlicherweise zur Verfügung gestellt von: Kompletter Autoservice Soest

Serviceaktion:

Hoffentlich werden die meisten dieser Probleme vom Händler gelöst, da es eine Servicekampagne zu diesem Problem gibt.

Name der Serviceaktion:

Audi: 34L4.
Volkswagen: 34K1.

Während dieser Aktion wird die Software zum Getriebe aktualisiert. Durch das Software-Update wird die Überwachung der Zusatzhydraulikpumpe verbessert. Nach dem Update muss die Werkstatt das Fahrzeug fahren, um zu sehen, ob das Getriebesteuergerät (mit der neuen Software) den Fehlercode erkennt: P0C2900 – Aktivierung der zusätzlichen Hydraulikpumpe zum Getriebeöl unrealistisch.

Wenn Fehlercode P0C2900 während der Probefahrt gespeichert wird:

Der Hersteller empfiehlt, die zusätzliche Hydraulikpumpe durch den neuesten verbesserten Typ zu ersetzen. Dies erfordert einen Ausbau/Zerlegung des Getriebes, da die Pumpe innerhalb des Getriebes eingebaut ist. 

Wenn Fehlercode P0C2900 während der Probefahrt nicht gespeichert wird:

Es müssen keine weiteren Arbeiten durchgeführt werden.

Laut Hersteller sind nur Getriebe mit einem Produktionsdatum vor dem 01.10.2017 enthalten.
Bei Getrieben, die nach dem 01.10.2017 hergestellt wurden, ist eine verbesserte Art der zusätzlichen Hydraulikpumpe verbaut.

Wir haben erfahren, dass dieses Problem auch bei Modellen aus dieser Zeit mit aktueller Software auftreten kann, die nach dem Softwareupdate irgendwie die Probefahrt bestanden haben.

Übernimmt der Hersteller die Kosten für diese Reparatur, wenn die Garantie für das Auto abgelaufen ist?

Dies hängt ganz von der Fahrzeuggeschichte, der Beziehung zwischen Kunde und Händler und dem Land ab.

Wenn das Autohaus sieht, dass die Serviceaktion nicht bei einem Autohaus durchgeführt wird, könnte es die Zahlung verweigern.

Auch andere Dinge wie Tuning, Wartungshistorie etc. könnten bei der Entscheidung über eine Garantieverlängerung eine Rolle spielen.

Wir raten allen unseren Aftermarket-Kunden, während der regelmäßigen Wartung immer nach aktiven Servicekampagnen zu suchen. Dies kann auf der Website des Herstellers oder von Unternehmen, die einen solchen Service anbieten, überprüft werden. Wenn wir wichtige Servicekampagnen wie diese sehen, erstellen wir im DDTSB einen TSB darüber. Wenn Sie Arbeiten / Wartungsarbeiten an Neuwagen oder Autos durchführen, sind Sie noch nicht mit unserer Empfehlung vertraut, die Kategorie Wartung in DDTSB auszuwählen. Hier zeigen wir alle notwendigen Informationen, die Sie wissen müssen, wenn Sie Wartungsarbeiten durchführen. Das können auch Anleitungen zum Getriebeölwechsel sein.

Nachfolgend zeigen wir, wie ein Kunde von DDTSB vor diesem Problem gewarnt wird:

DQ381 – Die zusätzliche Hydraulikpumpe zum Getriebeöl

Geschichte des DQ381

Das 7-Gang-DSG-Getriebe DQ381/0GC ist in VAG-Fahrzeugen ab 2017 mit Quermotor sowohl im 2.0 TDI als auch im 2.0 TFSI zu finden. Bei Allradantrieb kann es als DQ381-7A und bei Frontantrieb als DQ381-7F bezeichnet werden. Das DQ381-Getriebe ist eine Weiterentwicklung des DQ380 und wurde 2017 eingeführt. Das DQ380 wurde auf Basis des DQ500 (0BH/0BT) entwickelt, der beispielsweise im Volkswagen Transporter und Tiguan zum Einsatz kommt. Der DQ380/DQ381 verwendet eine „schwächere“ Dimension des Zahnradsatzes als der DQ500, der im Gegenzug weniger Platz einnimmt.

Der DQ381 verwendet ein neues Ölpumpenkonzept als der vorherige DQ380. DQ381 verwendet eine mechanische Ölpumpe mit einer Leistung von 8 ml pro U/min. Zusätzlich kommt noch eine zusätzliche Hydraulikpumpe zum Einsatz, die 3,06 ml pro U/min fördern kann.
Die zusätzliche Hydraulikpumpe wird vom V475 elektrisch angetrieben und kann bei hoher Last die mechanische Ölpumpe versorgen.
In der Start-Stopp-Phase wird die zusätzliche Hydraulikpumpe aktiviert, was für ein sanfteres Anfahren sorgt.

Abbildung aus DDTSB Nr. 9076.

Den DQ381 erkennen Sie am Elektromotor (V475) zur Zusatzhydraulikpumpe.

Bisher haben wir das bei Seat- oder Skoda-Modellen nicht gesehen. Vielleicht waren diese Autos mit der verbesserten Pumpe ausgestattet. Wenn Sie dieses Problem bei Seat oder Skoda sehen, teilen Sie uns dies bitte mit.

Hier ist Seite 1 von 4 des DDTSB Nr. 9076.

Aufgrund dieses Fehlers können auch folgende Fehlercodes gespeichert werden:

P060700 – Leistung des Steuermoduls
P072B00 – Im Rückwärtsgang stecken
P072C00 – Steckt in Gang 1 fest
P081000 – Fehlfunktion der Kupplungsaktivierung
P0C2900 – Aktivierung der zusätzlichen Hydraulikpumpe zum Getriebeöl unrealistisch
P175D00 – Kupplung 1 öffnet unbeabsichtigt
Diese Fehlercodes können auch gespeichert werden: P175E00, P176A00, P176B00, P176C00, P176D00, P176E00, P176F00, P189900.
Zusätzliche Symptome können sein, dass die Übertragung nur in 1.-3.-5.-7. oder R-2.-4.-6. laufen kann.

Berücksichtigen Sie dies, wenn Sie die Software des Getriebes aktualisieren.

Es gibt auch TSBs zu Software-Updates, die verschiedene Schaltprobleme bei diesem Getriebe lösen. Notiz! Wenn das Softwareupdate aus der Serviceaktion noch nicht abgeschlossen ist, könnte es danach zu einem neuen Fehlercode kommen: P0C2900 – Ansteuerung Zusatzhydraulikpumpe zum Getriebeöl unrealistisch. Wenn Sie die Software auf die neueste Version aktualisieren, Fügen Sie auch die erweiterte Überwachung der zusätzlichen Hydraulikpumpe hinzu. Nun könnte man das Problem haben, dass der Kunde nicht bereit ist, dafür zu zahlen. Gut, dass die Software es nun ermöglicht, den Fehler schon vor einem kompletten Getriebeausfall zu erkennen. Um die zusätzliche Hydraulikpumpe auszutauschen, müssen Sie jedoch das Getriebe zerlegen. Hoffentlich ist der Kunde bereit, dafür zu bezahlen. Sie könnten auch hoffen, dass eine erweiterte Garantie dies abdeckt. Wenn der Kunde diese Reparatur nicht bezahlen möchte, entscheiden sich einige Werkstätten für ein Downgrade der Getriebesoftware. Jetzt fährt das Getriebe bis es komplett kaputt geht. Überlegen Sie also zweimal, bevor Sie diese Übertragung aktualisieren, und sprechen Sie mit dem Kunden über dieses Problem.

So finden Sie einen TSB im Audi Q2 mit dem Fehlercode P0C2900 in DDTSB:

Möchten Sie, dass Informationen wie diese in Ihrer Werkstatt verfügbar sind?

Gehe zu WWW.DDTSB.COM

Het bericht Audi Volkswagen P0C2900 TSB verscheen eerst op DiagnoseDan.