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.

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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.
DDTSB is growing again – this time with 221 brand-new TSBs and 130 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.

✅ PSA/Opel/Toyota BEV – Unable to enter READY mode, vehicle may shut down while driving (P0AA6, P0106A/E)
(Citroën e-Jumpy 2021 – 11 kW OBC)
Symptoms & fault codes:
• No READY mode, vehicle may stall while driving
• Frequent HV-related trouble codes: P0AA6 09, P0106A 09, P0106E 09
Diagnosis in practice:
• Parameter readings showed very low insulation resistance on the negative HV circuit (~2345 kΩ), while the positive side was around 60,000 kΩ.
• A megger test at the HV battery connector showed faults on both conductors, but the real reason was an internal coupling via the inverter/OBC, making it appear as if both sides were faulty.
• The actual fault was the HV cable between the inverter and onboard charger. The fault only appeared when the cable was physically moved – a classic pattern for internal cable wear.
🛠 Bulletin no. 12827

________________________________________
✅ Ford 2.0 EcoBlue – Lack of power, unable to exceed 2000 rpm (no fault codes)
(Ford S-MAX 2019)
Symptoms:
• Engine enters limp-home mode with no fault codes
• Cannot exceed approx. 2000 rpm
Diagnosis in practice:
• The fuel temperature sensor reported 124°C, even though the fuel was cold
• The ECU automatically limits power when fuel temperature is too high
• The sensor is integrated into the low-pressure supply hose – a common failure point
🛠 Bulletin no. 12522

________________________________________
✅ Tesla Model 3 – No power at trailer socket, trailer mode not activating

2025 is also the first year Tesla entered the Top 20 list of car brands most frequently generating hotline cases in our automotive support system. This reflects the rapid growth of Tesla vehicles in European workshops.

Symptoms:
• No lighting function on connected trailer
• Trailer mode icon does not appear
• No faults shown in service mode
Diagnosis in practice:
• Often caused by a shorted trailer module due to moisture/corrosion

• Measurements include:
• 12V VBAT
• LIN bus
• Ground
• Incorrect installation is frequently seen: missing spacer washer (min. 0.8 mm) can damage the module when tightening

🛠 Bulletin no. 12807

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 – November & December 2025 verscheen eerst op DiagnoseDan.

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

• 209 brand-new TSBs

• 197 updates to existing bulletins

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

🚗 Example 1: Jaguar I-Pace (2018-2024)

TSB No. 12437

A Jaguar I-Pace owner had been battling with an intermittent insulation problem for months. The Jaguar I-Pace P0AA6 fault code made diagnosis difficult because the importer refused warranty, claiming the problem was outside the HV battery. Several independent workshops disagreed, insisting the issue was internal. Without clear proof, the customer was stuck

A customer at a dead end

Several independent workshops gave the opposite opinion, insisting the fault was inside the battery. With no agreement and no clear proof, the customer was stuck. The only way forward was to open the battery, a time consuming and costly job. And if the importer turned out to be right, the bill would land on the customer’s desk.

Strange relay behavior

The high-voltage relays inside the battery could be heard clicking open and closed while the car stood still with the error active. When the accelerator was pressed, the relays closed and the car could drive, but they opened again as soon as the pedal was released. At the same time, the car logged fault code P0AA6 Hybrid Battery Voltage System Isolation Fault.

Because the problem appeared so rarely, live data became essential. Technicians checked whether A/C load, cabin heating, or motor engagement triggered the error. In this case the fault came completely at random, once during driving and once while the car stood still in the workshop.

Using live data to trace insulation faults

Live data is a valuable tool in cases like this. Every EV has a threshold where it sets an insulation fault. By watching the values, technicians can see exactly when the Jaguar chose to disconnect the battery.

Important reminder: The insulation resistance shown on the diagnostic tester is only the overall value for the vehicle, and it cannot be compared directly to values measured with a megger on an individual component. Several small leaks across different modules can add up to a low reading that hides the true source.

In this Jaguar, the tester still reported low resistance even with the HV system disconnected and the contactors open. That was a strong indication the fault was inside the battery rather than in the external wiring, which gave the confidence to focus in the right place.

What the fault looked like in practice

The car intermittently stored fault code P0AA600 Hybrid Battery Voltage System Isolation Fault. Each time insulation resistance dropped to around 213 kΩ, the relays opened and the battery disconnected.

The case handed over

The car was eventually passed to an independent inspection body that could go deeper than a normal workshop. They disassembled the HV battery and finally measured and proved the fault. The cause was clear. Uninsulated HV flex bus bars had rubbed against the base plate and over time this wear had created shorts to ground through the bolts securing the battery cover.

Repair and warranty challenges

On paper the repair is simple. The HV battery base plate must be replaced (part number T4K14339 / J9D310J714AB). In practice the process is much more complicated.

Whether warranty or goodwill covers the cost depends on local policy and how the importer interprets the fault. If they argue it is not a true internal battery failure, the customer and the workshop can be left with a heavy bill. For independent garages this makes the process both time consuming and risky.

Why this case matters

The Jaguar I-Pace P0AA6 case highlights just how tricky insulation faults can be. They appear at random, are almost impossible to reproduce on demand, and often remain invisible to OE diagnostic tools. On top of that, the biggest challenge is not only finding the root cause, but also deciding who should pay for the repair — including the diagnostic work. In the end, only thorough testing and collaboration between workshops and independent bodies give the customer a fair chance at a proper solution

A note on who is allowed to open the battery

According to the manufacturer’s own Permit to Work rules, Jaguar dealership staff are not allowed to repair or disassemble the inside of a high-voltage battery. This restriction is set by the manufacturer and limits what dealer technicians are permitted to do. As a result, workshops must call in a certified expert if this type of repair is needed.

The paradox is that in some countries, independent garages with the right high-voltage training and certification are allowed to go further. They can legally open the battery pack for inspection and repair. In other words, a job that dealer workshops cannot perform with their regular staff may be carried out by a qualified independent specialist. It is a reminder that the rules vary significantly depending on the market or the manufacturer’s own policies.

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🚗 Example 2: PSA / Opel / Toyota – Turbo adaptation reset

TSB No. 12380

This case highlights a frustrating Peugeot P1497 turbo actuator fault. A PSA-based vehicle came in with repeated turbo position issues. Even after replacing the turbo and vacuum valve, fault codes P1497 and P2562 kept coming back. The workshop suspected the ECU adaptation process itself was locked.

A frustrating fault with no easy fix

A workshop struggled with a PSA-based vehicle that had ongoing problems with the turbo position sensor. The turbo and vacuum valve had already been replaced, but two new fault codes kept appearing: P1497 and P2562.

Adaptation runs had been attempted with several aftermarket testers, but the errors returned almost immediately, often at idle. Live data showed a mismatch: the reference value stayed at 87% while the actual value hovered at 79%. The workshop suspected the adaptation process itself was not being carried out correctly.

First checks

The Hotline supporter guided the workshop through the usual basics:

• Check turbo potentiometer voltage (0.5 V with no vacuum, 3.6–3.8 V with full vacuum).

• Confirm actuator feedback can reach 100% at full vacuum.

• Ensure vacuum supply is not dropping below 0.8–1 bar at idle.

• Verify hose connections and that the vent port on the solenoid valve is not blocked.

All values looked correct. Vacuum measured 0.7 bar at idle, voltage was 0.5 to 3.7 V as expected, but actuator position still showed only 80% at full load. This kept pointing back to the adaptation process.

When adaptation will not “store”

Normally, adaptation is run by selecting Turbocharger replacement in the ECU settings and then performing a few full-load accelerations with deceleration. This ensures the ECU learns the full actuator range.

But in this case the ECU never stored the maximum value correctly. Even though live data clearly showed the 3.7 V feedback signal, the ECU only registered 80% position. That mismatch triggered the fault codes.

The real cause uncovered

The Hotline supporter eventually found internal PSA documentation confirming what the workshop suspected:

After adaptive drift, the turbo position higher value can be limited to around 80% at idle, with a reference value close to 99%. Even if faults are cleared, the difference remains. Road testing will then trigger P1497 and P2562. The ECU locks the learning process and cannot reset on its own.

The solution is not a new turbo, actuator, or vacuum valve — and definitely not a new ECU at 2700 euro. Instead, the counters in the ECU must be reset manually. PSA’s own helpdesk can connect remotely via the OE diagnostic tool and clear the adaptation lock.

Repair outcome

In this case, the car was sent to a brand dealership where PSA support performed the remote reset. After this, the adaptation worked normally, the actuator position reached 100%, and the fault codes disappeared.

Why this case matters

This fault is particularly frustrating for independent workshops. Standard tools (including the OEM tester) cannot reset the ECU counters, so no matter how many parts are replaced or adaptations are attempted, the codes keep coming back.

Knowing about this issue can save countless hours of unnecessary work and prevent costly ECU replacements. The only true fix is to have the adaptation reset by PSA’s technical support through the official dealer system.

This is page 1 of 2

🚗 Example 3: BMW i8 (2014–2020)

TSB No. 12470

The BMW i8 ambient light failure case shows how even a small electrical problem can cause big frustration. One owner complained that the lighting flickered and sometimes went completely dark while driving at night. The fault proved tricky because the error was intermittent and the control unit did not point to the defective lamp.

A distracting problem at night

One BMW i8 owner reported a very frustrating issue: the interior ambient lighting would flicker and sometimes cut out completely while driving at night. Not only was it annoying, it pulled the driver’s attention away from the road. Like many intermittent faults, the problem seemed to come and go without a clear pattern.

When the car came into the workshop, parts of the interior lighting pack were not working, and in some cases the entire ambient light system was dead. The diagnostic tool showed fault code D90C1B – Light Source LIN Bus: Short Circuit.

What made the fault tricky

This model, equipped with option code S563A “light pack”, uses a LIN bus network (LED_LIN) for interior lighting. The Body Domain Controller (BDC) acts as master, while the individual lamps work as slaves on the network. When one of the lamps develops a short circuit, the entire system can go down.

The challenge for the workshop was that the BDC did not identify which lamp was faulty. The fault memory only reported a general short-circuit on the network. This left the technicians with a car full of flickering lights and a frustrated customer, but no clear direction.

Tracing the fault step by step

The technician started with systematic troubleshooting of the LED_LIN network. Using an oscilloscope, the technician connected at different points in the network, beginning at the BDC and then moving on to individual lamps such as the right-hand footwell lamp.

The oscilloscope confirmed that communication was being pulled down by one of the slave units. By unplugging the lamps one by one, the workshop isolated the defective component that caused the short-circuit.

The fix and result

Once the faulty lamp was identified and replaced, the LIN bus returned to normal operation. All interior lights came back on, and the customer could finally drive at night without being distracted by flickering or dead ambient lighting.

Why this case matters

This BMW i8 story highlights how even “small” issues like interior ambient lights can create big frustration for customers. Because the LIN bus is a shared system, one bad lamp can take down the entire network.

For workshops, it is a reminder to:

• Always check the LIN communication directly with an oscilloscope when fault codes are vague.

• Don’t assume the control unit is the problem just because the fault memory doesn’t point to a specific lamp.

• Ask the customer if the problem is periodic — in this case, it was intermittent, which matched the root cause.

With a structured approach, the workshop avoided unnecessary part replacements and solved a fault that, on the surface, looked far more complicated than it really was.

This is page 1 of 3

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 June + July 2025 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.

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🔄 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.

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✅ 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

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🧠 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.

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✅ 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.

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🧠 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

• Go to “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.

At DDTSB, we’re proud to announce a huge milestone: 12,000 unique aftermarket Technical Service Bulletins (TSBs) are now available in the DDTSB system. Each one is built on real workshop experiences, Hotline cases, and field diagnostics — helping mechanics across the planet diagnose faster and smarter.

TSB No. 12000 isn’t just a number. It’s a perfect example of how EV charging problems are evolving — and why thorough diagnostics and symptom tracking matter more than ever.

🔋 The Case: Volkswagen e-Up! (2019–2024) Won’t Charge

The milestone TSB is based on a real case from our Hotline involving a Volkswagen e-Up! with the EBMA motor, model years 2019–2024. The customer complaint? The car refused to charge — but the charge indicator on the vehicle lit up green, signaling charging had started.

This green light was a little misleading. Despite trying 1-phase AC, 3-phase AC, and DC charging, and even testing at different charging locations (ruling out grid or infrastructure faults), the car still wouldn’t accept a charge.

🧩 Fault Codes – But Not the Full Picture

Initial fault codes stored in the vehicle were:

• 008C: High-voltage battery (J840):
  P0A8D00 - 14 Volt Power Module System Voltage Low

• 00BD: HV battery charge (J966):
  P33F400 - Battery Charger - Read Event Memory

At first glance, these weren’t clearly linked to the symptom. The workshop could’ve easily been misled into focusing on the charger or communication protocols like CP or PP. But EV charging issues can be deceptive — and this case proved it.

Initially, the gear lever position was suspected — a common charging issue documented in TSB No. 8622. In that case, charging is only possible when the ignition is turned on, due to a faulty gear selector switch. However, in this case, the vehicle wouldn’t charge even with the ignition on, clearly indicating that this was not the problem here.

⚠️ A Sudden Drop That Changed Everything

While test-driving and performing additional diagnostics, the workshop observed a critical symptom: the battery state of charge (SOC) dropped from 95% to 5% in an instant. That caught their attention.

Such a sudden SOC change is not only unusual — it’s a diagnostic clue. It pointed away from the On-Board Charger (OBC) and toward the high-voltage battery management system, specifically the control unit J840.

🔍 Key Diagnostic Insight: Cell Voltage vs. SOC Comparison

One measurement that helped confirm the fault was comparing the cell voltage of the lithium-ion battery to the indicated SOC (state of charge).

In this case, all cells were showing a voltage of 4.21V, which is close to the maximum charge level for lithium cells. With this voltage level, the SOC should have shown at least 95–100%. However, the actual SOC readout was only 11.2% — a massive mismatch.

This mismatch is strong evidence that the battery control unit J840 was internally faulty and could no longer calculate the SOC correctly. That false low SOC reading is what prevented charging from initiating.

📸 Freeze Frame Confirmation – Low Supply to J840

Another key piece of evidence came from freeze frame data captured when the DTC was set. It showed that the 12V supply to the J840 module dropped to just 8V at the time of the error.

Externally, voltage supply was measured at a normal 12V using multimeters and test equipment — but internally, J840 was seeing a reduced voltage, most likely due to an internal fault in the control unit itself.

🔧 Repair and Remote Coding

With these findings in place, the workshop removed the HV battery (following all safety procedures) and verified wiring and connector paths — all tested OK. That confirmed the issue was isolated inside the J840 module.

The J840 unit was replaced and coded successfully via Elektro Partner’s remote coding service, available in Scandinavia. After programming, the vehicle immediately accepted charging again — fault resolved.

🧠 Lessons Learned: Symptom First, Then Codes

This case is a textbook example of why diagnosing modern EVs requires more than just reading fault codes. The real lead didn’t come from the codes themselves — it came from the freeze frame data combined with observed symptoms, particularly the sudden drop in high-voltage battery SOC and the mismatch between actual cell voltage and the reported state of charge. These crucial clues pointed the workshop in the right direction and ultimately led to the identification of the fault inside the J840 control unit.

We’re seeing an increasing number of cases like this on our Hotline, where the issue runs deeper than just the CP/PP charging signals. Vehicle-specific fault codes are often vague, and tester live data doesn’t always tell the full story. In many cases, the root cause of charging failures lies outside the OBC and charge port, as it did here — within the battery control system itself.

🛠️ TSB No. 12000 – Now Available in DDTSB

The full 5-page bulletin is now part of our database, covering:

• Troubleshooting steps

• Voltage measurement procedures

• Freeze frame and live data interpretation

• Programming notes for J840 replacements

It’s listed under:

• Volkswagen e-Up! (BL3) 2019–2024

• Seat Mii (KE1) 2019–2024

• Skoda Citigo-e (NE1) 2019–2024

Also check TSB No. 11852 for additional EV charging system measurement techniques.

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 TSB No. 12000 – A Milestone That Tells a Bigger Story About EV Charging Issues verscheen eerst op DiagnoseDan.

Stay ahead with the latest Technical Service Bulletins (TSBs) uploaded for September and October 2024. This update includes 188 new TSBs and 157 updates, providing essential information to help auto mechanics overcome the most recent automotive challenges. These aftermarket bulletins address the most frequently asked questions from one of Europe’s largest aftermarket hotline centers. Designed to enhance workshop efficiency, these TSBs will keep your business running smoothly.

Example 1:

TSB No. 11489
Mercedes-Benz C-Class (W205)
Issue: The left headlight is not functioning and generates one or more error codes, such as:

• B210D00
• B210F14
• U118A00
• U118A02
• U118A87
• U120B87
• U120B97

Problem Analysis:
Error codes like “U118A00 – Communication with control unit ‘Left headlight leveling’ malfunction” can be challenging to diagnose. It’s not immediately clear whether the problem stems from:

• The headlight unit itself,
• The wiring, or
• Missing coding following headlight replacement.

Solution:
This issue often results from a wiring break in the area specified in the bulletin. We frequently encounter similar cases in our remote coding department, where workshops replace headlights and assume the problem is coding-related. However, proper diagnosis often reveals a wiring fault as the root cause.

Example 2:

TSB No. 11455
PSA/Opel 1.6 BlueHDI

Issue:
The check engine light is illuminated, and the engine may enter limp mode. The fault code stored is:
P0103 00 – Air Flow: Inconsistent Signal (Frequency Too Low)

Key Diagnostic Insight

A common challenge with this error is that the tester’s parameter readings display a default value, misleading technicians into thinking the air mass sensor is functioning correctly. However, if you read the value via the OBD protocol, you’ll find the real reading is actually zero when the fault is present.

Diagnosis Approach:

1. Cross-check Air Mass Sensor Readings:
   • Use the OBD protocol to verify the actual sensor value.
   • If the reading is zero, focus on the air mass sensor and connections
2. Inspect Electrical Connections:
   • A poor connection to the mass airflow (MAF) sensor is often the root cause.
   • Ensure all connectors are clean, secure, and free from corrosion.
3. Advanced Electrical Circuit Assistance:
   • While we don’t provide complete wiring diagrams, we occasionally include illustrations for complex circuits to assist technicians in resolving such issues.

Understanding this diagnostic nuance, you can save time and avoid misdiagnosing the problem, ensuring a quicker resolution and a satisfied customer.

Example 3:

TSB No. 11348
Volkswagen T-Roc – Pay attention to this type of fault!

Issue:
The parking assistance system intermittently reports an error on the display and stores the fault code:
B10FC13 – Front Parking Assistance Sensor(s), Open Circuit

Diagnostic Challenge

Intermittent faults in parking sensors are common, and standard diagnostics usually start with:

• Inspecting the parking sensor itself, and
• Checking connections near the sensor.

However, what makes this particular issue unique is its unexpected cause and intermittent appearance.

The Unusual Culprit

This fault only occurs under specific conditions:

• If the driver has a large shoe size.
  That’s right! We’ve seen multiple cases on this model where the problem arises because the circuit runs through a connector that can be accidentally nudged or pressed by a large foot.

Diagnosis and Solution

1. Recreate the Fault:
   • If the error doesn’t appear during a workshop visit, check the connector near the pedal area or lower dash panel.
   • Technicians with smaller feet may struggle to replicate the issue.
2. Inspect the Connector:
   • Trace the circuit for the parking assistance system to locate the connector.
   • Check for signs of loose connections, physical interference, or damage.
3. Secure the Connector:
   • Once identified, ensure the connector is properly secured to prevent accidental disconnection or stress from foot movement.

Key Takeaway

This seemingly mysterious issue highlights the importance of thinking outside the box—sometimes, the driver’s shoe size can be a diagnostic clue! By identifying the true cause, you can resolve this fault efficiently and avoid unnecessary parts replacement.

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 September/October 2024 verscheen eerst op DiagnoseDan.

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.

Stay updated with the newly uploaded TSBs for July and August 2024. With 229 new TSBs and 99 updates, we provide vital information to help auto mechanics tackle the latest automotive challenges. These bulletins, including common issues like coolant loss and A/C failure in hybrid models, are designed to keep your workshop running smoothly and efficiently.

Example 1:

TSB NO. 11084 – Coolant Loss and A/C Issues in VAG Hybrid Models:

In the newly uploaded TSBs, key issues such as coolant loss in hybrid models have been highlighted. In certain VAG hybrid models, such as the Audi A3, VW Golf, and Skoda Octavia, a common but puzzling issue involving coolant loss and sometimes air conditioning failure can occur. This TSB addresses the underlying causes and provides practical solutions for these models, helping to save time in the workshop.

Typical Symptoms:

• Coolant loss in the high-voltage coolant reservoir: This cooling system is crucial for the hybrid battery and other high-voltage components.
• A/C system underperforming: The air conditioning may fail to cool properly due to refrigerant pressure issues.
• Multiple fault codes stored, such as:
  B10ABF0 – A/C Refrigerant Pressure too Low (Intermittent)
  P0C4A00 – Hybrid/High-Voltage Battery Coolant Pump 1 – Unrealistic Signal
  P139C00 – Sensor 2 for Coolant Indicator, Low Fluid Level
  P16C600 – Additional Refrigerant Pump, Dry Running

These PHEV models have two separate coolant reservoirs:

A high-temperature circuit for the combustion engine.
A low-temperature circuit for the EV system, including the EV battery.

The low-temperature circuit (for the EV system) is cooled via the Electric Climate Compressor V470, which removes heat from the coolant using a circulation pump V590, maintaining the temperature between 20-40°C. The heat from the coolant fluid is transferred to the refrigerant through the high-voltage heat exchanger, commonly referred to as the “Chiller.”

If coolant is missing from the sealed reservoir (1), there may be an internal battery leak. This requires caution, as many warning lights will illuminate to alert the driver if coolant is missing. If an insulation fault is also reported, the repair should be assigned to a certified EV technician due to the potential instability of the battery.

If the leak is external to the battery, you can repair it and refill the coolant. However, ensure that the cooling system is properly bled according to factory guidelines using a diagnostic tool. Air trapped in the cooling circuit can cause the battery to overheat. Due to the critical nature of this coolant circuit, the reservoir is monitored by a level sensor (G837).

The problem with missing coolant fluid in the EV-coolant reservoir is usually traced to a leak in the chiller, which transfers heat between the refrigerant and the coolant for battery cooling (as previously mentioned). Due to the higher pressure in the refrigerant system, a leak in the chiller forces refrigerant into the coolant system, effectively “pushing” the coolant out of the reservoir. This leads to coolant loss and triggers multiple fault codes.

Note: Depending on the size of the leak in the chiller, this fault may not trigger any fault codes related to the refrigerant system in the early stages of the leak. In such cases, the only noticeable symptom may be the loss of coolant.

This issue can be challenging to diagnose due to its intermittent nature, but understanding the chiller’s role in these systems will help technicians resolve it faster.

Below is a video showing the symptoms of this problem when there is a major leak in the chiller.

This TSB is easily found in DDTSB by searching for keywords such as “Coolant” or by selecting one of the dynamic pre-selected symptoms, like EV/Hybrid system failure. You can also search for relevant fault codes (if any are stored) to locate the TSB more efficiently. This TSB includes both a PDF guide and a video, thanks to contributions from our users.

New DDTSB No. 11084

Example 2:

Travel Assist Fault on Volkswagen Models:

Modern Volkswagen models from 2020 onwards are equipped with Travel Assist, an advanced driving assistance system that allows the car to use lane assist and ADAS (Advanced Driver Assistance System) as long as the driver is merely touching the steering wheel. This differs from previous models, where the system required a small torque or correction in the steering wheel to consistently detect that the driver was paying attention to the road.

The new system uses a Hands-On Detection (HOD) touch sensor inside the steering wheel to detect the driver’s presence, making it more convenient compared to the previous torque-based detection system. This system is part of Level 2 driver automation (Partial Automation), where drivers can hand over responsibility for both longitudinal and lateral guidance to the system in specific situations. However, the driver must always be ready to take control of the vehicle when necessary.

The steering wheel is constructed with multiple layers, including a steering wheel skeleton, two layers of foam, a mat with a capacitive sensor, and a leather cover. The capacitive sensor detects when the driver touches the wheel. It is embedded between the foam layers and connected to the steering wheel contact detection control unit J1158. This unit supplies an alternating voltage to the measuring electrodes. A very low capacitance is created when no objects touch the wheel, resulting in a low current flow between the electrode and body earth. The mat consists of two electrodes: a screening electrode, which insulates the sensing electrode from the inner part of the wheel, and a sensing electrode that acts like a capacitor plate. The vehicle body serves as the second plate connected to earth, while foam, leather, and air act as the dielectric. The control unit sends signals to the adaptive cruise control unit J428 via the LIN bus, also connecting to the multifunction steering wheel control unit J453. The system ensures the driver’s hands are on the wheel, which is required for the proper operation of the Travel Assist system. Unfortunately, workshops are increasingly reporting errors with this system. Since the sensor is integrated into the steering wheel, fixing the issue requires a replacement of the entire steering wheel, which can be quite expensive.

Common Fault Codes:

When Travel Assist malfunctions, the following fault codes may be logged:
– B17B8F2 – Steering Wheel Touch Registration – Sensor Fault
– U133E00 – Control Module for Steering Wheel Touch Detection – No Communication
– U112300 – Databus, Error Value Received

Warnings:

Practical Solution:

• Check for service campaigns: The manufacture may have released a service action on certain models to resolve this known issue.
• Replace the steering wheel: If the touch sensor mat is faulty, the entire steering wheel will need to be replaced, as the sensor is integrated within it.
• Inspect Linbus communication lines: Ensure proper communication between the sensor control unit and the vehicle’s Gateway to rule out wiring issues.
• Reset the system: After replacing the necessary components, perform a system reset to clear fault codes and confirm proper operation.

Final Note:

Due to the high cost of a new steering wheel, some workshops choose to implement a “cheat” fix that tricks the travel assist system into thinking the driver always has their hands on the steering wheel. We advise professional workshops to think twice before doing this, as it could lead to dangerous situations where the driver is able to drive without touching the steering wheel. If an accident occurs and this modification is found to be the cause, the workshop responsible could face serious consequences.

New DDTSB No. 11018

Example 3:

Renault / Dacia GPF problems:

Technicians working on Renault and Dacia models with the 1.3 TCe engine (H5H), particularly those from 2018 onward, may encounter issues with the Gasoline Particulate Filter (GPF) system. A common problem is the failure of the differential pressure sensor, which monitors the GPF’s efficiency. When this sensor fails, it often triggers the check engine light, storing fault codes like P2453 / P2453 29 / DTC245329 (depending of how your scanntool interpretes the fault code)

The differential pressure sensor plays a crucial role in monitoring the performance of the Gasoline Particulate Filter (GPF) system. However, diagnosing issues with this sensor can be particularly challenging due to its use of SENT (Single Edge Nibble Transmission) signals. Many technicians may not realize that the sensor operates with SENT, which could lead to misdiagnosis. If you attempt to diagnose the sensor using a traditional voltmeter, you might not observe significant voltage changes during driving, leading you to investigate the wrong problem.

Since around 2017, more and more sensors in modern vehicles have been using SENT technology. The challenge for many technicians is simply being aware that the sensor they are dealing with operates on a SENT communication system. Without this knowledge, technicians may misinterpret sensor readings and mistakenly diagnose the GPF itself as faulty, rather than recognizing the true issue with the SENT-based differential pressure sensor.

The intermittent nature of these sensor failures adds another layer of complexity to the diagnosis process. Without the proper tools or understanding of how to interpret SENT signals, diagnosing the exact fault becomes difficult, further complicating repairs.

• Practical Solution
  Check the wiring: Verify the integrity of the wiring between the sensor unit and ECU. Ensure the 5V supply and ground are stable.
• Replace the sensor unit: If wiring checks out, replacing the bundled sensor unit is typically the solution, as all sensors are housed together.

New DDTSB No. 10885:

This issue highlights the complexity of modern exhaust monitoring systems, but it can be resolved efficiently with the right diagnostic approach. If you’re unaware that these sensors use SENT signals, it could mislead your diagnosis. In this TSB, we also reference two measurement methods (self-study programs) that explain the basic operating principles of SENT signals and how to use the PICO decoding procedure to analyze the signal.

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 Newly uploaded TSBs July/August 2024 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.

Customers complain that the vehicle sometimes fails to brake. The pedal sinks to the floor without the vehicle stopping. If this type of fault occurs at the wrong time in traffic, it can undoubtedly lead to a serious accident. Interestingly, this type of fault only occurs intermittently. That is, the next time the customer presses the brake, it works perfectly.

As a workshop, one would often start by checking the brake fluid level and considering possibilities such as leaks or air in the brake system, since a mechanical failure rarely occurs intermittently and on all four wheels. Some car brands might also experience this fault due to an internal fault in the ABS hydraulic block. Therefore, troubleshooting this serious fault can quickly become time-consuming and possibly also lead to the replacement of unnecessary spare parts.

This applies to the following models:

Peugeot 208/2008 Year Range: 2012-2019

Citroën C3/DS3 Year Range: 2010-2018

How to find a TSB for this problem in DDTSB:

1.Start by selecting the vehicle in DDTSB.

Go to the TSBs and use one of the following search methods:

1. Use keywords such as “Brakes” in the top search field.
2. Select the ‘Brakes’ category (all TSBs concerning brakes for that particular model will be displayed). Note that the top TSB regarding this issue is listed as “Critical TSB”, which is how we in DDTSB alert workshops to this type of serious fault.
3. You could also choose ‘Symptom – Chassis – Various brake faults’.

As stated in DDTSB TSB No. 10750, the workshop can be at fault for this serious error if it has lubricated the rubber bushing of the anti-roll bar with a lubricant, for example, due to squeaking noises from the anti-roll bar. If this is done, the anti-roll bar can shift sideways, and when turning the steering wheel, the bar can push the brake caliper together, so the customer has to pump the brake pedal several times before the car brakes. For the same reason, the rubber bushings are not sold as a separate spare part by the car manufacturer. When squeaking noises from the anti-roll bar occur, it is because the bushings are worn, and a complete anti-roll bar must be replaced.

DDTSB No. 10750:

Video to DDTSB No. 10750:

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 Intermittent Brake Failure: Avoid This Error as a Workshop 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.

In this article we will focus on the problems with 1.2 TCe burned exhaust valve.

Symptoms of Renault 1.2 TCe Engine Issues

The Nissan/Renault 1.2 TCe engine, found in vehicles like the Dacia Dokker, frequently presents a variety of engine symptoms, including the notorious burned exhaust valve, that challenge even skilled technicians. Engine symptoms like chain stretch, soot in the intake, camshaft wear, stuck piston rings, and especially the burned exhaust valve in the Renault 1.2 TCe engine, each present their unique challenges. Additionally, these symptoms can also share common issues, such as carbon deposits on the oil rings. Addressing these symptoms isn’t just about providing a quick fix; it’s about understanding the root causes and offering a lasting solution.

In this deep dive, we’ll focus on a Dacia Dokker, powered by the Renault 1.2 TCe engine, with a total mileage of 64,000 km, which has been diligently maintained yet has fallen victim to one of the most notorious issues of this engine: a burned exhaust valve on cylinder 3. While we’re well-acquainted with the myriad of issues this engine can present, our spotlight in this case study will be on this particular valve issue.

Driving Profile: Predominantly used for short trips, this vehicle has an average annual mileage of 9,000 km.

A Word to Technicians: Technicians should always remember, when diagnosing the Renault 1.2 TCe engine symptoms, it’s crucial to first check if the engine’s oil consumption is abnormal. This helps determine the extent of the repair needed. While the manufacturer remains silent on maximum oil consumption figures, our recommendation stands at a maximum of 0.25 L/1000 km (621 mi).

Symptoms in general when this problem occur:

The engine displays a slightly rough idle, which might not immediately raise alarms given its subtle nature. There might be occasional cut-outs, and in some cases, the engine might seem to be running on just three cylinders. However, it’s worth noting that even with a burned valve, the engine can compensate considerably. This adaptability can mask the severity of the issue, leading one to overlook a significant fault like a burned valve. Diagnostic scans could reveal one or more of the following fault codes:

• P0300 / P0300-66 / DTC030066 – Random/Multiple Cylinder Misfire Detected
• P0301 / P0301-66 / DTC030166 – Cylinder 1 Misfire Detected
• P0302 / P0302-66 / DTC030266 – Cylinder 2 Misfire Detected
• P0303 / P0303-66 / DTC030366 – Cylinder 3 Misfire Detected
• P0304 / P0304-66 / DTC030466 – Cylinder 4 Misfire Detected

Problems with soot

Direct injection engines, especially the Renault 1.2 TCe variant, have been noted for accumulating carbon deposits at surprisingly low mileages,

sometimes as early as 30,000 km (18,600 mi). The primary culprits behind this issue are twofold: the inherent design of the engine and the conditions under which it operates.

In these engines, petrol is directly injected into the combustion chamber. This bypasses the intake valves, meaning that the petrol doesn’t assist in keeping them clean as it does in traditional engines. The air that circulates past these intake valves is a mix of fresh air, vapors from the crankcase vent, and exhaust gases from the EGR system. This combination, especially when combined with certain driving conditions, creates a conducive environment for carbon deposits to form on the intake valves.

Burned Exhaust Valve in Dacia Dokker 1.2 TCe

In situations like these, it’s all too easy for a workshop to provide a quick quote to the customer, focusing solely on replacing or repairing the cylinder

head and valve. Such an approach, while addressing the immediate issue, often overlooks the underlying cause. Fortunately, this workshop chose a

different path. Instead of opting for a quick fix, they dedicated time to thoroughly investigate the root of the problem, ensuring not just a repair, but a solution that addresses the core issue.

Spark Plugs: The Silent Indicators of Engine Health

While scan tools provide valuable insights, spark plugs often reveal more about an engine’s condition than any digital readout. A visual inspection of these components should always be the primary health check, even for newer vehicles. Their condition can offer a direct window into the engine’s

overall health and performance.

A damaged porcelain insulator on a spark plug can be a telltale sign of underlying engine issues. But what leads to this damage? Several factors can contribute:

1. Detonation or Pre-ignition: This is a common culprit. When the air-fuel mixture in the cylinders is detonated prematurely by the heat of compression rather than by the spark from the spark plug, it can cause a sharp rise in pressure, damaging the spark plug’s porcelain.
2. Foreign Debris: Small particles or contaminants inside the combustion chamber can get trapped between the porcelain and the piston or cylinder head, causing the porcelain to crack or chip.
3. Improper Installation: Over-tightening or cross-threading during spark plug installation can lead to stress fractures in the porcelain.

   

4. Thermal Shock: Rapid temperature changes in the combustion chamber can cause the porcelain to crack.
5. Poor Quality Fuel: Low-quality or contaminated fuel can lead to incomplete combustion, causing hot spots that can damage the porcelain.
6. Incorrect Spark Plug Heat Range: Using a spark plug with a heat range that’s not suited for the engine can result in overheating or pre-ignition, both of which can harm the porcelain.

Given the known history of the car, we can confidently rule out issues related to foreign debris, improper installation, poor quality fuel, and incorrect spark plug heat range. This narrows down our focus and emphasizes the importance of understanding the vehicle’s background when diagnosing problems. Addressing the root cause of the damage, not just replacing the spark plug, is crucial for the engine’s longevity and optimal performance.

Cylinder Head Inspection Reveals Combustion Issues on cyl. 2 & 3

Upon visually inspecting the cylinder head, it’s evident that there’s a combustion or temperature irregularity in cylinders 2 and 3. This observation aligns with the damaged porcelain on the spark plugs and further underscores the importance of a comprehensive diagnostic approach. Identifying such discrepancies in the combustion process is crucial, as it can lead to a range of engine problems if left unaddressed.

Oil Consumption in 1.2 TCe Engines: A Leading Cause of Burned Exhaust Valve Issues

Consistent oil consumption in engines like these isn’t just a minor inconvenience; it’s a significant concern that can lead to more severe problems. When an engine consumes oil, the carbon deposits tend to be much more pronounced. This heightened accumulation increases the risk of one or more exhaust valves burning out.

The presence of oil in the combustion chamber can disrupt the combustion process, leading to delayed and inefficient burning. This delay results in elevated combustion temperatures. Furthermore, the delayed combustion process creates a situation where the exhaust valves start opening before combustion is fully complete, generating excess heat that can lead to the exhaust valves burning or leaking.

From the images, one could easily assume that this engine was guzzling a significant amount of oil. However, in reality, its consumption was relatively modest at just 0.5L per 100 km.

Adding oil into the combustion chamber effectively acts like reducing the fuel’s octane rating. This slows down the combustion process, leading to a delay in the burn cycle. As a result, the engine might experience knocking or pinging, which are audible signs of pre-ignition. Over time, this delayed combustion can cause increased stress on engine components, potentially leading to premature wear and damage. Moreover, the altered combustion dynamics can result in higher combustion temperatures, which further elevates the risk of damaging critical components like the exhaust valves.

Inspecting the Vital Piston Rings: A Simple Test with the Cylinder Head Removed

With the cylinder head already removed, it provides an opportune moment to inspect the piston rings, especially the oil rings. By aligning the pistons and pouring petrol on top, we can easily

assess their integrity. If the petrol remains stationary on the pistons across all cylinders, it indicates that the rings are in good condition and sealing effectively.

In the provided video, with the cylinder head removed, petrol is poured atop the pistons, serving as a straightforward yet effective diagnostic test. The results are telling: while the petrol remains stationary on some pistons, it seeps away on cylinders 2 and 3. This leakage confirms the suspicions raised by the earlier inspections of the spark plugs, valve coloration, and cylinder head discoloration. https://youtu.be/jUOcx5k3yaU

Unexpected Findings: Aligned Ring Gaps on the Pistons

Upon removing the pistons, an unexpected observation was made: the ring gaps on the piston rings were perfectly aligned. Intriguingly, this alignment was not just present on the problematic

cylinders 2 and 3, but also on cylinder 1, which had shown no leakage in the petrol test. Furthermore, cylinders 1 and 4 had previously demonstrated good compression before disassembly.

Given that the engine had never been taken apart, not even under warranty, this alignment was surprising. While it’s not uncommon for piston rings to rotate and then halt when the gaps align, it’s typically not a desired or intentional configuration. However, in this engine’s case, the aligned ring gaps, though unexpected, were not the root cause of the issues being faced. This discovery underscores the complexity of engine diagnostics and the importance of not jumping to conclusions based on singular observations.

Soot on the Oil Ring Identified as the Culprit

The mystery behind the combustion issues and oil consumption has been unraveled. Upon closer inspection, a significant accumulation of soot was found on the oil ring. The provided images vividly highlight this soot buildup, pinpointing it as the primary cause of the engine’s troubles. Such a buildup can impede the oil ring’s function, leading to both combustion inefficiencies and increased oil consumption.

Thorough Inspection Reveals No Wear on Piston Rings and Bearings

After identifying the soot buildup on the oil ring, the technician took the next logical step: cleaning and measuring the piston rings. The results were reassuring. Despite the issues faced by the engine, the piston rings showed no signs of wear, indicating they were still in good condition.

Furthermore, the bearings on the connecting rod were also inspected and measured. They too were found to be in pristine condition, with no signs of wear or damage. This assessment confirms that the engine did not suffer from insufficient lubrication.

Petrol’s Effect on Soot: An Investigative Experiment

In the quest for deeper understanding, the technician embarked on an experiment to determine if petrol could dissolve the soot accumulated on the oil ring. The oil ring, laden with soot, was

placed in a sealed container filled with petrol and left undisturbed for several hours.

The results were conclusive: the petrol had no effect on the soot. It remained firmly adhered to the oil ring, proving that petrol does not possess the capability to dissolve soot on oil rings. This experiment not only provided valuable insights into the nature of soot buildup but also emphasized the challenges in addressing such issues. https://youtu.be/lOo1YmuPBoU

Handling New Oil Rings: A Word of Caution

When receiving new oil rings, it’s essential to note that they often come in delicate packaging. Given their precision design and the critical role they play in engine performance, it’s imperative to inspect them thoroughly upon arrival. Ensure there are no damages, deformities, or any signs of mishandling.

Almost a Burned Exhaust Valve in Cylinder 2

The exhaust valve seat in cylinder 2 is uniformly blackened, indicating that the valve had inconsistent contact with the cylinder head. This suboptimal contact impedes the efficient transfer of heat from the exhaust valve to the cylinder head. Such heat transfer is crucial for maintaining the valve’s integrity, and any hindrance can lead to the valve burning over time.

What Would Have Happened If We Had Only Repaired the Burned Exhaust Valve or Cylinder Head?

Merely addressing the exhaust valve or the cylinder head without delving deeper into the root cause would have been a temporary solution. It’s akin to placing a band-aid on a wound without treating the underlying infection.

Side Note: Importance of Testing Injectors and Monitoring Spark Plugs
It’s crucial to also test the injectors when undertaking a repair like this, as they play a vital role in the combustion process. Additionally, the workshop should keep an eye on the color of the spark plugs during future maintenance checks. These steps ensure a more comprehensive and long-lasting solution.

Burned exhaust valve on Renault 1.2 TCe

The primary culprit behind the burned exhaust valve in the Renault 1.2 TCe engine is the oil consumption, exacerbated by the oil rings being clogged with carbon deposits or soot. These deposits prevent the rings from working correctly, leading to increased oil consumption. When oil enters the combustion chamber, it disrupts the combustion process, causing delayed and inefficient burning. This delay results in elevated combustion temperatures, which can cause the exhaust valves to burn or leak.

By only repairing or replacing the damaged exhaust valve or cylinder head, we would be addressing the symptom, not the disease. The engine would likely run smoothly for a while, but as oil continues to seep into the combustion chamber due to the damaged oil rings, the same issue would resurface. The exhaust valve would once again be exposed to higher temperatures, leading to another potential burnout.

In essence, without addressing the root cause – the oil rings clogged with soot – the problem would recur, leading to repeated repairs, increased costs, and prolonged vehicle downtime. It’s imperative to understand the interconnectedness of engine components and the domino effect one issue can have on the entire system. Fixing the immediate problem without understanding its origin is a short-sighted approach that can lead to more significant challenges down the road.

So, Who is to Blame for All These Problems?

Diving into the complexities of automotive engineering, it’s evident that the issues with the Renault-Nissan H engine stem from a combination of

factors, each adding its layer of intricacy.

Engineers face a multitude of constraints. With every transition in the Euro norm, such as moving from Euro 5 to Euro 6, the challenges amplify. They’re not only addressing technical challenges but also adapting to changing regulations. Materials and additives previously used in engine design are now off the table due to environmental concerns, pushing engineers to find new solutions.

Then there’s the evolution of oil and fuel, introducing another variable. On top of that, there’s the ever-growing demand for performance. Consumers want more power from their vehicles, yet there’s a consistent push to reduce emissions, all while keeping prices reasonable.

Video of the engine features

The pictures and investigation to this article was kindly provided by Christophe Veriter (BE)

Staying Ahead of the Curve: Navigating Unknown Engine Challenges with DDTSB

Facing unfamiliar engines? DDTSB offers comprehensive solutions, pinpointing root causes. Our platform alerts workshops about delicate engines, ensuring you’re prepared. Plus, critical maintenance bulletins are prioritized, keeping you informed. With DDTSB, you can confidently tackle any engine challenge, even those you’ve never encountered before.

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

Go to WWW.DDTSB.COM

Relevant links:

https://fr.m.wikipedia.org/wiki/Moteur_H_Renault-Nissan#D%C3%A9faillances_des_moteurs_H5Ft_/_HRA2DDT_:_Renault_1.2_TCe_et_Nissan_1.2_DIG-T

https://autospruce.com/1-2-dig-s-hr12ddr-engine-specs-problems-reliability/

https://www.engine-specs.net/nissan/hra2ddt-h5ft.html

Het bericht Burned Exhaust Valve Issue in Renault/Dacia/Nissan 1.2 TCe verscheen eerst op DiagnoseDan.

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

Here are some examples:

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?

Go to WWW.DDTSB.COM

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