Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month.
DDTSB is growing again – this time with 216 brand-new TSBs and 141 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe.

Below are three strong and technically relevant examples from the newest uploads.

✅ Electric Drive “Turtle Mode” on Volkswagen ID3 / ID4 / ID5: A Diagnostic Trap Many Workshops Miss

Volkswagen ID3, ID4, and ID5 models from 2019 to 2024 can present an intermittent but serious issue where the electric drive system enters emergency “turtle mode” shortly after driving off. Multiple fault codes are typically stored, often misleading technicians into replacing major components unnecessarily.

Technicians may observe the following:

Vehicle drives normally for 500–1000 meters after standstill… then suddenly, power drops.

The dashboard lights up with an electric drive warning, acceleration is heavily limited, and the vehicle enters turtle mode. What makes this case even more confusing is that the high voltage battery state of charge is perfectly normal.

And here’s where things start to get misleading.

When you run a scan, you are often presented with a long list of fault codes pointing in completely different directions.

If you are not yet familiar with troubleshooting on the MEB platform, you may be surprised by how many fault codes are always stored, many of which can often be ignored. The real challenge is identifying which fault codes are actually relevant to the specific symptom or problem.

Technicians experienced with these vehicles know that it is completely normal for a fully functioning car to have 20 to 30+ stored fault codes spread across more than 50 control units.

This background noise makes it even harder to identify the relevant faults, especially when dealing with an intermittent issue like this.

Typical fault codes seen in these cases include:

B158131 – High Voltage Heating Control Unit – No Signal
P068A00 – ECM/PCM Voltage Relay De-energized Performance Too Early
P0C4700 – Water Pump 1 for High Voltage Battery – Interruption
P1BEF00 – High Voltage Battery Heater Control Module Open Circuit Detection Not Possible

Along with additional faults such as:
B163002, B201200, P068500, P0BBD00, P1CB500, P30C100, U029200, U112100, U112200, U112300, U14FE00, U15BB00, U15FA00, U163F00, U19FE00

Critical warning before replacing coolant circulation pumps on MEB models. Risk of system damage and possible high voltage warranty issues

Something important to consider before working on the coolant system on these models:

If you decide to replace a circulation pump, as some workshops have done when attempting to fix this issue, you must pay close attention to the bleeding procedure.

The manufacturer requires the use of VAS 531 011.

This is not optional guesswork. It is necessary due to the large and complex cooling system in these EVs, including the high voltage battery circuit with a total capacity of around 12 liters.

The procedure starts by opening all valves in the cooling system using a diagnostic tester.

Then:

Coolant must be fully drained. This is done by loosening multiple hoses and allowing gravity to empty the system. The VAS machine monitors the process using an integrated weight system. Once the flow stops, a second stage begins where the machine uses controlled air pressure to push out the remaining coolant. This ensures no coolant is trapped, including inside the high voltage battery cooling channels, without risking damage.

After draining, the system is placed under vacuum. Older equipment could only achieve around 150 mbar absolute pressure, which is not sufficient for these vehicles. The VAS 531 011 pulls the system down to approximately 40 to 80 mbar and monitors whether the vacuum holds. This is critical to ensure no air pockets remain.

Refilling starts using that vacuum, drawing coolant into the system. After this, a guided bleeding procedure must be carried out via the diagnostic tester. During this phase, both electric circulation pumps are activated while the VAS machine maintains approximately 1800 mbar pressure in the reservoir. This ensures all remaining air is removed.

Why does this matter?

Air trapped in a high voltage cooling system is a serious risk. It can lead to overheating of critical EV components. Not always immediately, but when an air pocket moves, it can cause sudden and severe damage. This is not theoretical. It has been seen in real cases.

There is also a warranty aspect to consider.

If the vehicle is still under warranty, documentation is key. It is strongly recommended to note on the invoice that VAS 531 011 was used. Some workshops even take photos of the setup during the process to protect themselves.

Incorrect bleeding does not just risk the repair. It can risk the customer’s warranty.

This is not just about another part that did not fix the issue. It can create an entirely new fault scenario.

So what’s actually going on?

The root cause is surprisingly simple.

A splice joint near fuse holder B (terminal 30 splice near fuse SB) develops increased resistance due to corrosion or poor connection. This creates an unstable voltage supply to key components like the ABS control unit and main relay.

This is a perfect example of how a small electrical resistance issue can mimic major component failure in modern EV platforms.

If you know where to look, the fix is straightforward.

We have seen an explosion of this problem in our Hotline so frequently, in fact, that we’ve already sent this case out to customers multiple times before it was even officially included in a monthly upload.

That alone says something.

This isn’t a rare or isolated fault anymore. It’s becoming a pattern.

Workshops across different regions are encountering the exact same symptoms, the same misleading fault codes, and in many cases, going through the same unnecessary repair attempts before finding the root cause.

Here is how TSB No. 13071 looks:

A frustrating scenario in the workshop: the vehicle arrives running perfectly, comes in for routine maintenance, and suddenly refuses to start when it is time to hand it back to the customer. This case affects Mercedes-Benz models from 2016 onwards equipped with the 2.0D OM654 engine (654.920). It is a known issue reported multiple times through technical hotlines, and while the fix is simple, the root cause is just as important to understand to avoid repeat incidents.

Technicians may experience the following after completing a routine service, especially involving the air filter housing:

✅Fiat Doblo 1.6 MultiJet – Fault Code P010F Air Mass Incongruence

This is more of a cool story from a workshop on the Shetland Islands, where there was a problem with fault code P010F and an OE recall, but the challenge was that there is no dealership on the island. It turns out the workshop managed to find the problem anyway.

We are also proud to see DDTSB being used in every corner of the world, supporting workshops even in the most remote locations.

Introduction

This case is based on a hotline job involving a Fiat Doblo along with other 1.6 MultiJet models such as Alfa Romeo Giulietta, Fiat Punto, and Opel-based variants. The vehicle presented with fault code P010F – air mass/air flow meter incongruence, combined with drivability issues. Interestingly, there was an OE campaign (Bulletin 13263), but without dealer access on the island, proper diagnosis had to be carried out the hard way.

Symptoms
Technicians may experience the following:
– Engine warning light illuminated
– Uneven idle, especially during cold start
– Periodic limp mode activation
– Poor engine performance under load
– Stored fault code P010F

Underlying Cause
The root cause in this case was a heavily sooted intake manifold, restricting proper airflow. This leads to a mismatch between measured and calculated air mass values, triggering fault code P010F.

It’s important to understand that the soot build-up is often a secondary issue rather than the primary fault. In many cases, it can be caused by:
– Intake system leaks
– Intercooler damage
– Boost pressure irregularities

Diagnostic Challenges

In many cases, the fault appears intermittent because it takes a certain amount of driving time from when the fault is erased until it is stored again. This can easily lead to the assumption that the issue is intermittent.

In this case, there was also a known OE software-related campaign (Bulletin 13263), which could lead technicians to believe that a software update would resolve the issue.

The outdated software may well have contributed to the soot build-up in the first place. However, performing only a software update will not fix the root problem, as it does nothing to remove the heavy carbon deposits already restricting the intake system.

This is where the trap lies, as following the campaign alone would leave the mechanical restriction untouched, and the fault would likely return.

This is what makes the diagnosis tricky, as the symptoms may point in one direction, while the actual mechanical restriction remains hidden unless it is physically inspected.

In this case, live data comparison played a key role in confirming the fault. By comparing the measured air mass value with the calculated or expected air mass, a clear deviation could be seen under load conditions. This mismatch directly supported the presence of a restriction in the intake system rather than a sensor fault.

A reference image from the TSB below shows this comparison in real conditions, which can be a useful guide when verifying similar cases in the workshop.

Final Notes

A big thanks to the workshop involved for providing the insight and information behind this case, which made TSB No. 13257 possible.

Want more real life cases?

If you enjoy stories like these and want to see the work that goes on behind the scenes at DDTSB, make sure to subscribe to our new YouTube channel. There we share more case stories, diagnostic tips and repair insights straight from the workshop floor.

https://www.youtube.com/@DDTSB

🚀 Maximize Your Workshop’s Potential with DDTSB

Gain access to:

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Het bericht Newly Uploaded TSBs – Feb./Mar. 2026 verscheen eerst op DiagnoseDan.

Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month.
DDTSB is growing again – this time with 184 brand-new TSBs and 93 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe. Here are three strong, technically relevant examples from the new material.

Before we dive into the highlights, make sure you subscribe to our new DDTSB YouTube channel. We are now sharing short, practical videos that help mechanics understand real faults faster and stay updated on new TSBs.
📺 https://www.youtube.com/@DDTSB

Below are three strong and technically relevant examples from the newest uploads.

✅ Fiat 500e BEV – “Service electric vehicle system” message displayed (P0CE3-00)
(Fiat 500e 2020–, all variants)

Symptoms & fault codes:
• Message “Service the electric vehicle system” displayed in the instrument cluster
• Fault code stored: P0CE3-00 – Hybrid/EV Battery Pack Coolant Control Valve 1 Control Circuit High

Diagnosis in practice:
• In complex EV heating and cooling systems, it can be difficult to identify which component a specific fault code actually refers to.
• In this case, P0CE3-00 relates to the shut-off valve integrated in the chiller, not an external coolant valve.
• The valve is normally open, meaning it is only electrically activated when the system needs to block the chiller circuit.
• When the valve is released (open), refrigerant can flow through the chiller, allowing HV battery cooling via the heat exchanger.
• Real-world measurements typically show high internal resistance or a completely interrupted circuit when the valve fails, triggering the control circuit “high” fault.
• The shut-off valve is not available as a separate spare part, which often leads to confusion during diagnosis.

🛠 Bulletin no. 12910

✅ Opel / Vauxhall Zafira 1.4 Turbo – Check Engine Light & Loss of Power (P1101)

Symptoms & fault codes:
• MIL on
• Lack of engine power
• Fault code stored: P1101 – Intake Air Flow System Performan

This video explains why fault code P1101 – Intake Airflow System Performance on the Opel / Vauxhall Zafira 1.4 Turbo (LUJ / B14NET) can be a real diagnostic challenge, based on a real-world workshop example.

We walk through how airflow plausibility faults are triggered, why the engine may lose power, and what commonly leads technicians in the wrong direction if measurements and system understanding are missing. A practical explanation aimed at avoiding unnecessary parts replacement.

▶️ Watch the full case explanation here:

https://youtu.be/rBgr0v_XeoU

🛠 Bulletin no. 12825

✅ Mercedes EQA / EQB BEV – Turtle symbol, reduced performance, insulation warnings
(Mercedes EQA/EQB (243), 2021–, BEV 780.200 / 780.500)

Symptoms & fault codes:
• Turtle symbol displayed in the instrument cluster
• Reduced performance, emergency program active
• Noise from transmission / drive motor
• One or more insulation-related fault codes stored:
– P14A400 – Insulation warning in the HV onboard electrical system
– P2C8500 – Battery internal insulation warning in the HV battery module
– P2C8700 – Vehicle-side insulation warning in the HV onboard electrical system
– P2C8800 – Insulation warning in the HV onboard electrical system
• Coolant level may have been topped up several times

Diagnosis in practice:
• The fault is caused by an internal short circuit in the front drive motor (A79/1) due to coolant ingress.
• Leakage at the rotor shaft seal (A) and gland (B) allows coolant to enter the drive motor housing.
• In some cases, coolant penetration leads to bearing damage, which can explain noise from the drive motor.
• As insulation resistance drops, multiple HV insulation warnings are triggered across different systems, making the fault appear widespread.

As always with expensive and complex repairs like this, DDTSB provides detailed, model-specific diagnostic guides to help confirm the root cause with confidence and efficiency before any major components are replaced.

🛠 Bulletin no. 13034

Want more real life cases?

If you enjoy stories like these and want to see the work that goes on behind the scenes at DDTSB, make sure to subscribe to our new YouTube channel. There we share more case stories, diagnostic tips and repair insights straight from the workshop floor.

https://www.youtube.com/@DDTSB

🚀 Maximize Your Workshop’s Potential with DDTSB

Gain access to:

Thousands of exclusive aftermarket TSBs

Real-world fixes from one of Europe’s largest hotline centers

Faster diagnostics, smarter repairs, and higher profitability

⏱️Time is money—save both with  DDTSB

Het bericht Newly Uploaded TSBs – January 2026 verscheen eerst op DiagnoseDan.

Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past two months.

• 170 brand-new TSBs

• 188 updates to existing bulletins

Each case is based on real support calls from one of Europe’s largest aftermarket hotline centers. These bulletins target everyday workshop frustrations — helping technicians save time, diagnose smarter, and increase workshop efficiency.

🚗 Example 1: Mercedes-Benz GLB (X247) 2019 → 2.0D (OM654.920)

Transmission Jumps to Neutral — Fault Code P061B00

🛠️ Real Issue. Real Fix. No Guesswork.

Symptoms:

• Transmission unexpectedly shifts into neutral

• Normal function resumes after restarting the engine

Fault codes stored:

• B1F4500 – Starter battery has excessive resistance

• B21059A – Starter battery capacity too low

• P061B00 – Torque calculation malfunction in the control unit

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🤔 What Does P061B00 Really Mean?

This fault code may suggest a control unit failure or communication error — but that’s misleading. It offers no clear direction and often leads technicians down the wrong diagnostic path.

---

📌 The Real Culprit: The 12V Battery

As one of Europe’s largest hotline centers, we maintain a huge database of real-world cases. After reviewing multiple reports on the GLB with 8G-DCT/DKG transmission (code 426), a consistent root cause appeared:

A weak or deteriorated 12V battery — even if it seems fine at rest.

These batteries often drop voltage under load, confusing the control unit and triggering logic faults like P061B00.

---

🔄 What Happens in Practice

• Transmission drops into neutral — often while driving

• After a restart, normal drive resumes

• Additional fault codes may include:

  • P056300 – System voltage too low

  • B210D97, B21059A, B1F4500 – Battery-related

In 50% of cases, there’s no visible warning — making this easy to misdiagnose.

---

✅ Confirmed Fix

• Replace the 12V battery with a properly rated unit

• Perform coding/adaptation if required (especially for AGM/start-stop systems)

• Clear codes and verify stable transmission performance

---

🧠 Diagnostic Insight

Technicians may suspect a faulty ECU or start testing harnesses — but the real fix is simple:

🔋 Voltage stability is critical in modern diagnostics — even when the fault doesn’t appear electrical.

🚗 Example 2: Ford 2015 → 1.5 EcoBoost

Starter Spins, But Engine Doesn’t Start

🛠️ Real Case. Real Fix. Direct from the Field.

🔍 Step 1 — Initial Fault Codes

• P0222 – Throttle/Pedal Position Sensor Switch B Circuit Low

• P2101 – Throttle Actuator Control Motor Circuit Range/Performance

These codes point toward throttle system components — the pedal or actuator. But can these fault codes prevent the engine from starting?

⚡ Step 2 — Quick Test: Unplug Both Components

The technician unplugged both the throttle actuator and the throttle pedal to rule out internal shorts.

Result: No start. Voltage still too low. The issue had to lie elsewhere.

🔧 Step 3 — Check Power, Ground, Signal

• Ground: Passed (verified using an incandescent test lamp)

• 5V Supply: Only 3.79V — far too low

⚠️ Too low to be healthy — something’s pulling it down.

📉 Step 4 — Wiring Diagrams Didn’t Help

• Autodata: No shared 5V info

• OEM diagrams: Also unclear

• ➤ Manual testing was the only way forward

🧪 Step 5 — Sensor-by-Sensor Elimination

The technician unplugged each sensor one by one, monitoring the 5V reference line:

• Camshaft sensors

• Crankshaft sensor

• MAP sensor

• Throttle pedal

Breakthrough: Unplugging the intake camshaft sensor restored the line to a solid 5.00V.

✅ Fault confirmed: the sensor was shorting the 5V reference.

🔚 Step 6 — Final Resolution

• Replaced the faulty intake camshaft sensor

• Verified the 5V line stayed stable

• Engine started successfully

• Wiring visually inspected for damage

🧠 Key Takeaway

When wiring diagrams fall short, real-time diagnostics and structured testing lead to the solution.

This is exactly the kind of insight you’ll find in DDTSB.

⚡ Example 3: Polestar 2 (2020 →) – Full EV

Manual Ignition Activation – What Most Workshops Miss

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🔧 Problem: No Ignition = No Communication

You’re trying to exit service mode after brake repair using an aftermarket scan tool. You connect the tool, but the ignition won’t activate. No communication. You’re stuck.

---

❓ Why It Happens

• OEM tools activate ignition automatically

• Aftermarket scan tools do not

• OEM manuals don’t mention this, because their own tools handle it in the background

🔍 One of the most common Hotline issues for Polestar 2.

---

✅ The Fix — Available in DDTSB

DDTSB provides the manual ignition activation procedure — something not documented elsewhere.

Find it by:

• Selecting Maintenance or Test/Diagnostic category

• Searching for “ignition” or “service mode”

What seems like a complex issue becomes a 60-second fix when you have the right data.

---

🧠 Practical Insight

This isn’t about technician skill — it’s about having the right procedure.

🧠 Know the trick, and the job gets done.
❌ Miss it, and you’re stuck.

🚀 Maximize Your Workshop’s Potential with DDTSB

Gain access to:

Thousands of exclusive aftermarket TSBs

Real-world fixes from one of Europe’s largest hotline centers

Faster diagnostics, smarter repairs, and higher profitability

⏱️Time is money—save both with  DDTSB

Het bericht Newly uploaded TSBs Apr. + May 2025 verscheen eerst op DiagnoseDan.

Example 1:

TSB No. 11908 – Intermittent Gearbox Faults in Multi-brand Vans (KO Platform)

Relevant models:

Citroën Jumpy IV / Spacetourer (K0)
Fiat Scudo/Ulysse (KO)
Opel/Vauxhall Vivaro-C/Zafira Life (KO)
Peugeot Expert IV/Traveller (KO)
Toyota Proace/Proace Verso

Symptoms:

• MIL warning light

• Intermittent fault message on the transmission system

• Fault codes include:

  • P0977 15 – Solenoid SC3: Short to positive/open circuit

  • P0980 15 – Solenoid SC4: Short to positive/open circuit

  • P099C 15 – Lock Solenoid Valve: Short to positive/open circuit

Initial thoughts – from the mind of a technician:

Alright, so the MIL is on and I’ve got those solenoid fault codes stored. First thing that pops into my head? Let’s head straight for the mechatronic unit. I’m thinking: “Could be a classic case of a bad connection or voltage drop.”

So I grab the wiring diagrams, get the multimeter out, and start checking the positive side of the solenoids — especially under load conditions. I’m paying close attention to any signs of low voltage or even an open circuit. Everything checks out clean in the workshop. But then… I take it for a test drive, and boom — the fault shows up again.

Now I’m scratching my head. “Alright… could this be the internal electric valves in the transmission starting to fail?” That would be the next logical step.

But then I pause — and remind myself: “Wait, better double-check DDTSB first before going down the rabbit hole.” That’s when the real diagnostic path starts to shift.

• Select the car by licence plate / VIN or manual search.
• Go to Bulletins.
• Enter the fault code.

With that in mind, your focus now shifts to the ground connection shown in the TSB — even though the fault codes don’t point directly to any issues on the negative side. When faults are intermittent, this is where a wiggle test or a voltage drop test under load can reveal the real culprit.

We have seen this a fair amount of times in our Hotline and thanks to the kind feedback from several workshops we are convinced that this will be a very common issue and therefore a good aftermarket TSB.

Example 2:

TSB No. 11935 – Critical Maintenance Alert: Transfer Case Oil on Mercedes GLE (167)

Relevant Model:

• Mercedes-Benz GLE (W167)

Symptoms of Incorrect Maintenance:

• Post-service vibrations, chugging, or jerking in the driveline

• Damage to the transfer case

• Unclear oil specification, even from dealerships

This is one of those underrated features in DDTSB that many new users simply overlook. And honestly? It can be a real lifesaver, especially when you’re about to do routine maintenance on a car you haven’t worked on before.

Think about it — maybe it’s a standard oil change, a gearbox flush, or you’re replacing the transfer case oil on a model that’s new to your workshop. You’ve got your tools laid out, fluids ready, and you’re good to go. But spending just 30 seconds in DDTSB before you start can save you hours of frustration down the road.

Why? Because these maintenance bulletins are based on real questions from the field — the kind of stuff we technicians call into the Hotline about every single day. It’s where you find those sneaky “technician traps” — the mistakes we all fall into at some point, especially when we’re in a rush or unfamiliar with the system.

So before you even touch the car:

• Select the vehicle — via license plate, VIN, or manual search

• Ga naar “Bulletins”

• Select the category: “Maintenance”

When you search in DDTSB, Critical bulletins are always listed at the top — and we strongly recommend checking these before you start any job. If there’s a common mistake that catches technicians out on what seems like a routine task, this is where we raise the flag. We call them “Technician Traps”, and TSB No. 11935 is a textbook example.

Take the transfer case on the Mercedes GLE — even dealership techs can get unsure about which oil it actually needs. Call a dealer and ask — chances are, you’ll get a few minutes of silence while they dig for the answer. That’s because the correct oil type depends on the exact setup: transmission type, engine variant, 4MATIC or not, production date… it all plays a role.

And that’s exactly why we highlight this in DDTSB — to make you aware of the potential pitfall before you grab the wrong fluid. It’s one of those easy-to-miss details that can cause vibrations, chugging, or premature wear. Worst case? You’ve got a damaged transfer case on your hands and a very expensive warranty discussion to go through.

Here’s an example of how the oil type information is actually made available:

In the OEM literature — or in tools like Alldata — there’s usually a direct link to the correct oil spec. That way, if the manufacturer decides to change or update the specification, they only need to do it in one place.

Example link:
https://operatingfluids.mercedes-benz.com/sheet/239.41/de

It’s a clever system from the manufacturer’s side — but for us in the aftermarket, it can be a nightmare to keep track of, especially in older printed oil catalogs or static databases.

We know this can easily catch workshops out. Even if you’ve got access to DDTSB, if you forget to check the Maintenance section, it’s something you might find out too late — usually when the car comes back with vibrations or chugging from the driveline, a few weeks or months after a service.

By that point, it’s too late. And if it ends up being a warranty case, you’ll be expected to prove that the correct spec was used — right there on the invoice. If not, and the car needs a new transfer case, you’re looking at a very costly lesson.

Example 3:

TSB No. 11763 – Ford Ranger 3.2 TDCi (2015–2022): Intermittent Engine Stall and a Hidden 5V Supply Trap

Symptoms:

Engine intermittently dies or will not start. One/more fault codes stored:
P0237 – Turbo/Super Charger Boost Sensor A Circuit Low
P02E8 – Diesel Intake Air Flow Position Sensor Circuit Low
P0405 – Exhaust Gas Recirculation Sensor A Circuit Low
P0642 – Sensor Reference Voltage “A” Circuit Low
P1874 – Transmission Automatic Hall Effect Sensor Power Circuit Failure
P2122 – Throttle/Pedal Position Sens/Switch D Circ Low Input
P2229 – Barometric Pressure Circ High
P2454 – Particulate Matter Trap Differential Pressure Sensor Circuit Low

Travel of Thought – as a technician:
You see that long list of fault codes, and your first instinct is: “Alright, something’s going on with the 5V reference.” Especially when you see multiple unrelated sensors acting up at the same time — that usually means a shared supply voltage issue.

Depending on how many of those DTCs are stored, you might even start hunting for a shorted sensor that’s dragging the 5V line down for the rest. That’s a logical direction, and a lot of us would head there first.

But this is where the job gets tricky.

The fault is intermittent — it might run fine one moment and die the next. And here’s the part that really throws you off: the actual culprit isn’t one of the sensors at all… it’s the cooling fan.

Yep, that’s the last thing you’d expect to be on a shared 5V supply, but in this case, it is.

TSB No. 11763 points you toward a specific wire harness — small, easy to overlook, but it’s where the issue starts. Whether it’s damaged insulation, a short to ground, or high resistance on the supply line, this little harness is the one you want to check first.

Practical tip:
Start your diagnosis not at the sensors, but at the cooling fan harness. Wiggle test it, measure the voltage drop under load, and you might just save yourself hours of unnecessary digging.

Maximize your workshop’s potential with DDTSB! Access thousands of exclusive aftermarket TSBs, diagnose faster, repair smarter, and increase profitability. Time is money—save both with  DDTSB

Het bericht Newly uploaded TSBs Feb. + March 2025 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.