Stay ahead of the curve with the latest Technical Service Bulletins (TSBs) added in the past month.
DDTSB is growing again – this time with 209 brand-new TSBs and 122 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.

Example 1. VAG Bosch 3 Pin Common Rail Injector With NCC

Vehicles affected

This fault pattern is seen on VAG diesel vehicles from around 2020 to 2026 fitted with:

• EA288 EVO diesel engines
• EA897 Gen 3 diesel engines
• Bosch 3 pin common rail solenoid injectors with Needle Closing Control, NCC

Although this injector type was introduced earlier, many aftermarket workshops are only now starting to see these vehicles with higher mileage. According to our Hotline, this technology is still new to many technicians in daily workshop diagnosis.

Common symptoms

A faulty Bosch 3 pin common rail injector with NCC can cause several driveability and emissions related symptoms, including:

• MIL on
• Uneven idle or rough running
• Intermittent injector malfunction
• Injector deviation values changing suddenly
• Failed DPF regeneration
• Extended crank time on first start-up
• One or more injector circuit fault codes

Common fault codes include:

• P020100, Injector Circuit cylinder 1
• P020200, Injector Circuit cylinder 2
• P020300, Injector Circuit cylinder 3
• P020400, Injector Circuit cylinder 4

Why this injector is different

At first glance, the fault may look like a normal injector circuit problem. But this injector is not a standard 2 pin solenoid injector.

The Bosch NCC injector is still operated by a solenoid valve, but it also has a piezo sensor built into the injector body. This sensor detects when the injector needle actually closes, and the ECU uses that feedback to correct injection timing and injection duration while the engine is running.

A normal solenoid injector usually has 2 pins. This injector has 3 pins:

• Pin 1 and pin 3 are used for the solenoid side of the injector
• Pin 2 is used for the needle closing feedback signal to the ECU

This makes it a closed-loop common rail solenoid injector with integrated needle-closing feedback.

Depending on operating conditions, these injectors can perform up to 9 injections per operating cycle. Up to 3 pilot injections can be used for smooth running, and during DPF regeneration up to 5 post injections may be used.

Underlying cause of problems

The common failure is an intermittent internal electrical fault inside the injector.

The fault can be in the solenoid side, but it can also be inside the piezo feedback sensor. If the feedback signal is incorrect, the ECU receives wrong information about the needle closing event and may adjust the injection duration in the wrong direction.

This can result in rough idle, injector deviation spikes, injector circuit fault codes, long crank time and DPF regeneration problems.

Why diagnosis can be difficult

The fault can come and go. Injector deviation values may be outside the limit one moment and normal the next.

The fault code may say injector circuit, but it does not tell you whether the problem is caused by the solenoid side, the wiring, the ECU control or the internal feedback sensor.

That is why this injector should not be tested like a normal 2-pin injector only.

Practical diagnostic approach

The first step is to recognise the injector type by checking the connector.

If it has 3 pins, the feedback circuit must be included in the diagnosis. This is where many normal injector test routines are not enough.

In DDTSB No. 13341, we explain the function of the Bosch NCC injector and show how the fault can be confirmed with real workshop measurements.

The bulletin includes scan tool values, deviation examples, resistance checks, PicoScope measurements and feedback signal examples during ignition on, idle and wide open throttle.

The point is not just to replace the injector because a P020 code is stored.

The point is to compare the suspect injector against a known good pattern and make a safer decision before replacing parts.

Example 2. Mercedes Benz ML, GL and GLE Class 166 SAM Diagnosis

Vehicle and Symptoms

Mercedes Benz ML, GL and GLE Class 166 from 2012 to 2019.

• The engine will not start.
• Some lights may illuminate even when the ignition is not switched on.
• The vehicle can also have many communication faults stored.

Typical fault codes are:

B21F200. Status Terminal 15 is unlikely.
B229D97. The control unit has a malfunction. System functionality is limited.
C14100. Communication with the front signal detection and activation module has malfunctioned.
C42700. Improbable data was received from the electronic ignition switch.
U010000. Communication with the engine control unit has malfunctioned.

There can also be a long list of extra U codes stored in different control units.

Initial Thoughts

It is always a tough decision to condemn a control module. It is even harder when the suspected module is a SAM. The SAM is not just a simple fuse box. It is part of the supply control, relay activation and communication network. So before replacing a SAM, the diagnosis has to be solid.

This fault can easily push you in the wrong direction. The symptoms can look very similar to a faulty ignition switch (N73), and that is already a known common issue on these vehicles.

The scan report can also look very long. There can be fault codes for engine ECU communication, transmission communication, ESP communication, ignition lock communication, Parktronic, air conditioning, instrument cluster, steering column module and more. It usually means a large part of the car is missing the voltage supply it needs.

System Overview

The important components in this case are:

Electronic ignition switch N73.
Front central electronics SAM N10.
Main fuse box F33 under the passenger seat.
Integrated relay K1 inside fuse box F33.
Cabin fuse box F32 slash 4 in front of the passenger seat.

The problem is that SAM N10 can fail in a way where it no longer activates relay K1 in fuse box F33.

Relay K1 is a double relay. It supplies fuses in the F33 fuse box.

When this relay is not activated, a large part of the vehicle loses power supply. Then the vehicle stores many communication faults and the engine may not start.

Challenges in Diagnosis

The first challenge is the amount of fault codes.

A full scan can make it look like half the car has failed. That is where you need to stop and look for the common cause.

Another challenge is understanding the process between N73, relay K1, SAM N10 and fuse box F33. If you are not familiar with Mercedes, you can easily go through 30 to 35 pages of wiring information just to understand the supply path.

That has now been boiled down into DDTSB No. 13478.

Practical Solution

This is the part where guessing must stop.

Before replacing the SAM N10, the supply path has to be proven step by step. The fault pattern can look like a bad ignition switch, a relay issue, a CAN problem or a dead module, depending on which fault codes you focus on first.

In DDTSB No. 13478, the diagnosis is boiled down to a practical measurement procedure.

The test route follows the logic between the ignition switch N73, SAM N10, relay K1 and fuse box F33.

The goal is simple.

Confirm if the SAM has what it needs.

Confirm if the relay side reacts correctly.

Confirm where the voltage supply stops.

Confirm the CAN and power supply condition before any module is condemned.

This makes the decision to replace the SAM much safer. You are not replacing it because the scan report looks bad. You are replacing it because the measurement procedure confirms that it can no longer activate the supply path correctly.

After replacement, the SAM must be coded and programmed as required.

The complete step by step test procedure is available in DDTSB No. 13478.

Example 3. Renault Twingo III No Start and No ECU Communication

Vehicle and Symptoms

Renault Twingo III from 2014 to 2019 with 1.0 TCe H4D 400 engine.

• The engine has stalled and will not start again.
• The starter motor is not activated.
• The MIL flashes.
• There is no diagnostic communication with the ECU.

Initial Thoughts

When a vehicle will not start and the tester cannot communicate, the normal diagnostic routine is blocked right away.

• No scan report.
• No fault code direction.
• No quick overview of which modules are online.

You have to start with the basics. Power supply, grounds and communication.

After some time in the diagnostic process, you may find that the engine control unit is missing a 12 volt supply. That gives you a direction.

But then the next challenge appears.

If fuse F05 is blown, it does not only supply one component. It supplies 6 components in total. In theory, any one of these components or wiring branches can be the reason why the fuse has blown.

That is where this type of case can take several hours in the workshop.

Challenges in Diagnosis

The first challenge is that there may be no fault codes available.

The tester cannot communicate with the vehicle, so you cannot search the fault by DTC.

The second challenge is that the fault can be intermittent.

The vehicle may fail once, then work again later. This makes it easy to lose the fault while testing.

The third challenge is fuse F05.

When a fuse supplies several components, the fuse itself is only the result. It is not the diagnosis.

You still need to know which component or circuit is the most likely cause, and how to isolate the fault in the right order.

Why This TSB Matters

This is exactly the kind of case where a symptom based TSB saves time.

The technician may find the missing 12 volt supply, but the next question is which component or wiring branch is pulling fuse F05 down.

In DDTSB No. 13333, the diagnostic path is based on a real workshop case and boiled down into a practical test direction.

The point is not just to replace the fuse.

The point is to find why the fuse failed and isolate the fault without wasting hours.

How to Find This Bulletin in the Portal

This case may not be easy to find by fault code, because fault code reading may not be possible.

In that situation, use the predefined symptom search in the DDTSB portal.

Select the symptom:

Engine. Starting problems.

With that symptom selected, this type of TSB information will appear in the program.

DDTSB number. 13333.

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

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Het bericht Newly Uploaded TSBs – April/May 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 216 brand-new TSBs and 141 updates, all based on real hotline cases and real-world diagnostics from workshops across Europe.

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

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

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

Technicians may observe the following:

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

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

And here’s where things start to get misleading.

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

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

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

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

Typical fault codes seen in these cases include:

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

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

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

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

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

The manufacturer requires the use of VAS 531 011.

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

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

Then:

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

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

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

Why does this matter?

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

There is also a warranty aspect to consider.

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

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

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

So what’s actually going on?

The root cause is surprisingly simple.

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

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

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

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

That alone says something.

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

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

Here is how TSB No. 13071 looks:

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

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

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

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

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

Introduction

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

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

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

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

Diagnostic Challenges

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

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

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

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

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

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

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

Final Notes

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

Want more real life cases?

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

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

🚀 Maximize Your Workshop’s Potential with DDTSB

Gain access to:

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

Follow us on:

Het bericht Newly Uploaded TSBs – Feb./Mar. 2026 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.

Embarking on a Diagnostic Journey:

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

Symptoms and Challenges:

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

The Challenge of Diagnosing the Unknown:

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

Unveiling the Path to Diagnosis:

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

The Road Ahead:

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

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

TSB Uploaded: Unraveling Volkswagen Transporter T6 Engine Cut Outs

Symptoms that Baffle:

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

The Challenge of Diagnosis:

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

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

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

Navigating DDTSB: Tools for Efficient Diagnosis:

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

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

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

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

Back to Basics: A Reminder of Fundamental Diagnostics:

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

Conclusion: Diagnostics Made Efficient:

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

Introducing 5 New Measuring Methods on EVs

Norway: The Vanguard of EV Evolution

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

The Struggle for Hands-On Experience:

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

Measuring Methods: A Refreshing Resource for Technicians:

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

Presenting 5 New Measuring Methods on EVs:

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

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

   

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

Conclusion: Empowering Technicians with Knowledge:

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

Understanding State of Health (SOH) Formula on Lithium Batteries

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

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

SOH Calculation Methods:

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

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

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

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

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

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

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

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

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.

• Definition of TSBs

• Various names to OEM TSBs

• Definition of a Silver bullet

• OEM TSBs

• Aftermarket TSBs

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

Definition of TSBs

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

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

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

Various names for OEM TSBs

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

Some of the other names that manufacturers may use include:

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

Manufacturers and their synonyms to TSBs:

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

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

Definition of a Silver bullet

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

Types of TSBs (OEM and Aftermarket)

OEM TSBs

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

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

Aftermarket TSBs

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

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

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

In DDTSB you will find aftermarket TSBs.

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

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

Want to have access to thousands of unique TSBs?

Go to WWW.DDTSB.COM

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

Here are some examples:

TSB No. 9521

Opel/Vauxhall Corsa D 2006-2014.

ABS/ESP indicator on with different electrical malfunctions, such as lack of power steering and starting problems. One or more of the following fault codes stored:

C0000 – Vehicle Speed Sensor Circuit Malfunction

C044A – No Engine RPM Signal

U0073 – ECU Communication Bus A Off

U0121 – Lost Communication with Electronic Brake Control Module

U0140 – Lost Communication With Body Control Module

U2100 – CAN Databus Malfunction

U2105 – Communication with Engine Control Unit Faulty

U2107 – Communication with BCM is Faulty

U2108 – Communication with ABS/ESP Failed

U2111 – CAN Bus No Communication With EHPS

U2116 – Communication with Instrument Cluster Failed

As can be seen in a wiring diagram to this model, the CAN bus to both ABS and power steering are connected in series between BCM and Engine control unit. This means that in case of CAN bus fault, it cannot be ruled out which control unit causes the fault by disconnecting control units while measuring the signal. You will have to bypass the 2 control units that are connected in series on the CAN bus. The fault is often caused by a faulty ABS control unit (A37).

TSB No. 9548

VAG EA288 Diesel from 2013->

MIL on after repair after timing belt failure, engine operation is possibly not affected but fault code stored:

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

VAG models with the diesel engine EA288, which is used in all passenger cars since 2013 (Golf 7), have had several different problems with the timing belt over time. We have seen several workshops that, in an attempt to save money for the customer, choose to try their luck after a timing belt failure by not replacing the camshafts. Or they purchase and fit a used camshaft housing including camshafts. Then challenges may occur if, for example, the camshaft has twisted, which can be seen in the picture below.

TSB No. 9606

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

MIL turns on, lack of engine power, difficult to start engine, fault codes stored:

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

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

P055F – Engine Oil Pressure Out of Range

P2263 – Turbocharger Wastegate Control System Performance Problem

P2646 – Oil Pressure Switch Circuit Low Voltage

This engine can have problems with oil pressure and, as a result, problems with the V-TEC. This often happens because a strainer is clogged by particles from the timing belt (wet belt). However, this is not the same issue as in PSA Pure Tech or Ford 1.0 EcoBoost, where the timing belt dissolves.

In this Honda engine, this problem is instead caused by the timing belt that can rub against the crankshaft pulley. This wears off material from the timing belt which can clog the oil strainer.

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

Go to WWW.DDTSB.COM

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

DDTSB No. 9458

PICO Linbus serial decoding can be of great help, if you have received a new alternator that does not have the correct regulator or Linbus protocol. We have made several guides to diagnosis of the alternator regulator, which can be found under Measuring methods.

DDTSB No. 9337

VAG hybrid models with compressor failure.

The phenomenon on the A/C compressor is called “Black Death”.

The fault may occur if a workshop has tried to flush the system after a failure and does not remove all the flushing agent after the flushing. If an additive in the form of alcohol/detergent enters the system, the temperature becomes too high. The chemistry of alcohol and a highly reactive R1234yf as well as other factors cause the compressor to heat up and thus deteriorate lubrication.

A leak detection agent based on alcohol will also deteriorate the problem.

Therefore, it is recommended to flush with refrigerant if you are not 100% sure how to flush with flushing agent.

If necessary, see general flushing guide in bulletin No. 4614, 5750.

DDTSB No. 9335

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

Fault code: P0C2900 – Activation of Additional Hydraulic Pump to Transmission Oil Unrealistic

This problem can be a very expensive repair to a customer.

We have seen several transmissions completely damaged with a big hole in the side.

Picture kindly provided by: Complete Car Service Soest

Service campaign:

Hopefully, most of these problems will be solved by the dealership since there is a service campaign on this problem.

Name of service campaign:

Audi: 34L4.
Volkswagen: 34K1.

During this campaign, the software to the transmission is updated. The software update will improve the monitoring of the additional hydraulic pump. After the update, the workshop must drive the vehicle to see if the transmission control unit (with the new software) will detect the fault code: P0C2900 – Activation of Additional Hydraulic Pump to Transmission Oil Unrealistic.

If fault code P0C2900 is stored during test drive:

The manufacture advises to replace the additional hydraulic pump with the latest improved type. This requires a removal/disassembly of the transmission since the pump is fitted inside the transmission. 

If fault code P0C2900 is not stored during the test drive:

No further work needs to be done.

According to the manufacturer, it only includes transmissions with a production date before 01-10-2017.
In transmissions manufactured after 01-10-2017, an improved type of additional hydraulic pump is fitted.

We have learned that this problem can also occur in models from this period with the latest software that somehow passed the test drive after the software update.

Will the manufacture cover the cost of this repair if the car is out of warranty?

This completely depends on the car history, the relationship between customer and dealership and the country.

If the dealership can see that the service campaign is not completed at a dealership, they could refuse to pay for this.

Other things like tuning, maintenance history etc. could also play a part in the decision regarding extended warranty.

We advise all our aftermarket customers to always check for active service campaigns during regular maintenance. This can be checked on the manufacturer website or by companies offering this kind of service. When we see important service campaigns like this, we make a TSB on this in DDTSB. If you are working / doing maintenance jobs on new cars or cars, you are not yet familiar with we advice to select the category maintenance in DDTSB. Here, we show all the necessary information you need to know when you do maintenance jobs. This could also be guides on transmission oil change.

Below, we show how a customer to DDTSB would be warned about this problem:

DQ381 – The Additional Hydraulic Pump to Transmission Oil

DQ381 history

The 7 speed DSG transmission DQ381 / 0GC can be found in VAG cars from 2017 with transverse engine in both 2.0 TDI and 2.0 TFSI.  In all wheel drive it can be referred to as DQ381-7A, and in front wheel drive DQ381-7F. The DQ381 transmission is a further development of the DQ380 and was introduced in 2017. The DQ380 was developed based on the DQ500 (0BH/0BT), which is used, for example, in the Volkswagen Transporter and Tiguan. The DQ380/DQ381 uses a “weaker” dimension of toothed wheel kit than the DQ500, which in return takes up less space.

The DQ381 uses a new oil pump concept than the previous DQ380. DQ381 uses a mechanical oil pump with a performance of 8 ml per rpm. In addition, an additional hydraulic pump is also used, which can supply 3.06 ml per rpm.
The additional hydraulic pump is electrically driven by the V475 and can supply the mechanical oil pump at high load.
In the start/stop phase, the additional hydraulic pump is activated, which provides a softer start-up.

Illustration from DDTSB No. 9076.

You can recognize the DQ381 by the electrical motor (V475) to the additional hydraulic pump.

So far, we have not seen this on Seat or Skoda models. Perhaps these cars were fitted with the improved pump. If you see this problem on Seat or Skoda, please let us know.

Here is page 1 of 4 of DDTSB No. 9076.

Following fault codes can also be stored because of this fault:

P060700 – Control Module Performance
P072B00 – Stuck in Reverse
P072C00 – Stuck in Gear 1
P081000 – Clutch Activation Malfunction
P0C2900 – Activation of Additional Hydraulic Pump to Transmission Oil Unrealistic
P175D00 – Clutch 1 Opens Unintentionally
These fault codes may be stored too: P175E00, P176A00, P176B00, P176C00, P176D00, P176E00, P176F00, P189900.
Additional symptoms may be that the transmission can only run in 1st-3rd-5th-7th or R-2nd-4th-6th.

Consider this if you update the software to the transmission.

There are also TSBs on software updates that will solve different shifting problems on this transmission. Note! If the software update from the service campaign has not yet been completed, you could end up with a new fault code afterwards: P0C2900 – Activation of Additional Hydraulic Pump to Transmission Oil Unrealistic. When you update the software to the latest version you also add the enhanced surveillance on the additional hydraulic pump. Now you could have the problem that the customer is not willing to pay for it. It’s a good thing that the software now makes it possible to detect the fault before a complete transmission breakdown. However, to replace the additional hydraulic pump you need to dissemble the transmission. Hopefully, the customer is ready to pay for this. You could also hope that an extended warranty would cover this. If the customer doesn’t want to pay for this repair, some workshops choose to downgrade the transmission software. Now the transmission will drive until it completely breaks. So, consider twice before updating this transmission and speak to the customer about this issue.

Here is how to find a TSB on Audi Q2 with fault code P0C2900 in DDTSB:

Want information like this available in your workshop?

Go to WWW.DDTSB.COM

Het bericht Audi Volkswagen P0C2900 TSB verscheen eerst op DiagnoseDan.