Question about Volkswagen Passat

1 Answer

1999 passat tdi power fault after 2000 rpm no fault codes showing changed both boost valves engine runs fine idles 750 800 rpm

Posted by on

1 Answer

  • Level 2:

    An expert who has achieved level 2 by getting 100 points

    MVP:

    An expert that gotĀ 5 achievements.

    Governor:

    An expert whose answer gotĀ voted for 20 times.

    New Friend:

    An expert that has 1 follower.

  • Expert
  • 84 Answers

Air mass sensor, almost never shows codes but always makes the vehicle loose power !! cheaper from vw than pattern and more reliable

Posted on Dec 24, 2008

1 Suggested Answer

6ya6ya
  • 2 Answers

SOURCE: I have freestanding Series 8 dishwasher. Lately during the filling cycle water hammer is occurring. How can this be resolved

Hi,
a 6ya expert can help you resolve that issue over the phone in a minute or two.
best thing about this new service is that you are never placed on hold and get to talk to real repairmen in the US.
the service is completely free and covers almost anything you can think of (from cars to computers, handyman, and even drones).
click here to download the app (for users in the US for now) and get all the help you need.
goodluck!

Posted on Jan 02, 2017

Add Your Answer

Uploading: 0%

my-video-file.mp4

Complete. Click "Add" to insert your video. Add

×

Loading...
Loading...

Related Questions:

1 Answer

I changed the engine oil, filter and spark plugs in my 1999 Volvo 940 (1996 cc). Upon starting up, the engine runs at lower rpm and "hiccups" at idling.


Engine stalls or RPM fluctuates at idle up and down.

This problem is commonly caused by a dirty automatic idle speed control valve and throttle valve but always run a OBD2 fault code as well as the cleaning procedure. Buy a can of throttle valve cleaner (do not use carburetor spray cleaner!) from NAPA or Carquest (made by CRC chemicals) and spray it into the air intake while the engine is running, use up about 1/2 the can, engine will try to stall hold the speed up, shut it down and let it soak for 30 minutes, restart and blow out the remaining fluid, shut it down and disconnect the negative battery cable for 5 Min's to reset the base idle control


Oct 15, 2012 | Cars & Trucks

1 Answer

Turbo problem...dealer replaced valve...still


If you have a problem that isn't caused by something obvious, you need a Ross tech VCDS cable. This is a laptop computer diagnostic cable to talk to the car's computer. Without it you cannot do the more advanced tests.
Note about generations - some generations have similar engines: Mk3= 1996-1997 3rd generation Passat TDI or 1996-1999 3rd gen Jetta TDI Mk4= 1998-2006 New Beetle, 1999-2005 Jetta, 1999-2006 Golf, 2004-2005 Passat TDI Mk5= 2005.5-2010 Jetta TDI Mk6= 2010+ Golf TDI
Remember, an engine needs fuel, air, and compression to run. Low power is related to a lack of one of these or a sensor problem making the computer thinking there's a lack of these. Any sensor problem could also be caused by a bad ground or broken/chaffed wire so also check every section of the wiring of the suspect sensor for breaks.
Bad MAF sensor - very likely cause on the mk4 TDI. Not common on the mk3 TDI (1996-1999 Jetta/Passat). Early mk4 MAFs failed often.Error codes normally do not show up with a faulty MAF since the signal degrades instead of going out completely. Through VCDS, checking MAF actual vs. specified at idle, high rpm, and high load will quickly show a bad MAF or other problem causing a low MAF reading.
Clogged intake manifold - carbon buildup chokes the intake manifold, starving the engine of air. Only ultra low sulfur diesel is sold in North America now so there should be much less buildup in the future. Always use good quality synthetic engine oil on your TDI..
Anti shudder valve shut or almost shut (does not apply to mk3 TDI, more for mk4 TDI) - there is a spring loaded valve right before the intake manifold. Newer TDI use an electronic valve and are not as susceptible to sticking. If there is excess carbon buildup, it could shut in a partially closed position.
Clogged snowscreen/air filter - a clogged air filter will starve the engine of air. A clogged snowscreen (large debris air pre-filter) shouldn't block off all air unless the aux-intake flap is also clogged.
Clogged fuel filter - change interval is 20,000 miles but biodiesel use (cleans out old buildup) or bad fuel could clog it early, resulting in fuel starvation. Algae or bacterial growth in the fuel tank could also clog the lines.
Boost leak - a cracked hose or loose connector lets measured air out. No air or major leaks = poor engine running or stuttering. A visual inspection may not reveal all the possible or hard to see spots where leaks can form.
Hose inside ECU (mk3 TDI only, does not apply to mk4 or newer TDI) - this hose leaks and normally sets a check engine light,
Vacuum lines to/from turbo and n75 solenoid - these dry out over time and crack or can rub through. It's possible they are clogged. The n75 solenoid controls the turbo wastegate or VNT vanes with either vacuum or pressure. b4 Passat - on firewall above coolant reservoir, a3 Jetta - on pass side near air box, a4 Jetta/Golf - on firewall above brake fluid reservoir.
Problem with the n75 solenoid, VNT actuator, VNT vanes, or vacuum lines. You should have already checked the vacuum lines, the below test will inspect the entire system. Start the engine and through VCDS, click on "engine"-->"measuring blocks"-->hit "up" until you reach "group 11". Compare Specified vs. Actual MAP. This compares what's actually happening and being observed from the boost sensor (barring a faulty sensor/plug/wire) to boost the computer is requesting (what should be happening). They should be relatively close. If they are far off this normally results in limp mode but it could also be contributing to the problem. If you have a mk3 you have a conventional turbo but you can still use this test to check the n75 solenoid, the wastegate, and vac lines. However, wastegates are much less susceptible to sticking vs. VNT vanes. The videos below show how it works. The lever on the outside is welded to a lever inside the turbo housing. This is how it moves the VNT vanes. See the below videos to see how smoothly and free the lever should move. It should not stick or bind at all. Vacuum is being applied to the can, not pressure.
If the test shows poor response or no response at all, it could be sticky VNT vanes/actuator (mk4 and newer TDI only), The vanes or actuator can stick or fail to function, the lever should move freely.
If the actuator is fine, also check the n75 solenoid and vac lines. The n75 solenoid controls vacuum or boost to the vacuum line going to the turbo wastegate/VNT actuator. To test, apply voltage to the solenoid or swap with a known good unit. If you have a mk4 TDI, you can swap it with the EGR solenoid to test. Also check the plug for corrosion and the wiring harness for chaffing. If those are good, disconnect the VNT actuator rod and move the vanes by hand. If the vanes are stuck then remove the turbo and clean the inside of the exhaust housing to free the stuck vanes.
Faulty injection pump's fuel injection quantity adjuster - these are occasionally set wrong from the factory or after seal replacement. It's also possible the fuel pump's internal quantity adjuster is faulty. Applies to 1996-2003 TDI only or TDI that use a Bosch VE injection pump (not pumpe duse or common rail). Injection quantity should be 3-5 at idle and up to 36-38 at full throttle.




Feb 01, 2010 | 2004 Volkswagen Jetta

1 Answer

My 2004 passat TDI is giving me an exhaust leak sound noise.


This vehicle certainly does have a waste gate and they do have problems. However the waste gate diverts exhaust internally so you would not hear any unusual noise if it was being problematical. Also if the expected boost from the turbo did not match the actual boost there would be a check engine code and light on. If the hoses between the Turbo & the intake have a leak there may be a similar loss in power depending on the extent of the leak. It would be best to scan the engine computer to see if there are any Codes.

Dec 31, 2009 | 2004 Volkswagen Passat

2 Answers

1999 tdi 1.9L eci code p1550. loss of power on hills


Its not your clutch. Its one of three things which is regards to your turbo.
17958/P1550/005456 - Boost Pressure Controle Valve (N75): Control Deviation

Possible Symptoms
  • Irregular behaviour
  • Reduced power output
  • Limp mode
Possible Causes
  • Hoses/Pipes incorrect connected, disconnected, blocked or leaking
  • Charger Pressure Control defective
    • Solenoid Valve for Boost Pressure Control (N75) defective
  • Turbocharger defective
Possible Solutions
  • Check Hoses/Pipes to/between Components
  • Check Charge Pressure Control
    • Check Solenoid Valve for Boost Pressure Control (N75)
  • Check turbocharger

Nov 14, 2009 | 2000 Volkswagen Jetta TDI

4 Answers

Hi i have a 1999 vw passat 2.8 v6 and the problem is that my car does not accelerate as normal,it goes up to 1500 rpm and 2000 rpm and it goes up and down,if i step more on gas it passes the 2000rpm but...


p1545 is a throttle control malfuction code

You can try to reset the throttle body by opening the hood and drivers door then turning your key to the accessory position. You will hear the throttle body whir and click. It may take up to two minutes. Afterward, the car will relearn your habit of driving and adjust accordingly.

Jun 25, 2009 | 1999 Volkswagen Passat

1 Answer

Vw tdi turbo dying


check the rubber pipes are not collapsing ,they run from the air filter to the turbo if they appear ok then replace the turbo

Jun 16, 2009 | 1999 Volkswagen Golf

1 Answer

Smoking Vehicle After servicing.


Ther first code ECM-6805 TURBOCHARGER (TC) CONTROL VALVE DIAGNOSTIC TROUBLE CODE (DTC) INFORMATION If engine speed (RPM) is above 3500 rpm and the engine is operating at a high load, and if the boost pressure (from the boost pressure sensor) is higher than a designated value, which at maximum boost pressure is approximately 20kPa (2.9psi) above normal boost pressure, this is interpreted as a fault and diagnostic trouble code (DTC) ECM-6805 is stored. Condition reduced boost pressure Possible source * hoses between turbocharger (TC) and turbocharger (TC) control valve respectively turbocharger (TC) control valve and pressure servo are loose or are blocked/damaged * faulty turbocharger (TC) control valve * faulty boost pressure control (BPC) valve pressure servo * sticking boost pressure control (BPC) valve Condition * none ECM-6805 TURBOCHARGER (TC) CONTROL VALVE PRESSURE TOO HIGH - PERMANENT/INTERMITTENT FAULT Checking the hoses and turbocharger (TC) control valve Check that the hoses between the intake manifold, pressure regulator and turbocharger (TC) control valve are not trapped, blocked or damaged. Check the turbocharger (TC) control valve by activating it. Check the alignment of the boost pressure control (BPC) valve pressure servo and the boost pressure control (BPC) valve and that they are functioning correctly and not sticking according to See: Component Tests and General Diagnostics\Boost Pressure Regulator, Checking/Adjusting Verification Hint: After carrying out the repair, check that the fault has been remedied. * Ignition off. * Reinstall connectors, components etc. * Disconnect the VCT 2000 from the data link connector (DLC). * Test drive the car and check that high boost pressure is obtained. * Connect the VCT 2000 to the data link connector (DLC). NOTE: Do not switch off the ignition before the VCT 2000 has been connected and the boost pressure has been tested with the smart tool. Read the boost pressure fault status When the boost pressure has been tested the display should show that the diagnostic is complete. the second code Symptoms You will likely not notice any serious drivability problems, although there may be symptoms. Possible Solutions The simplest thing to do is to reset the code and see if it comes back. Then start with the cheapest, easiest repair procedures: Inspect for the following conditions: An incorrectly routed harness--Inspect the harness of the MAF sensor in order to verify that it is not routed too close to the following components: - The secondary ignition wires or coils - Any solenoids - Any relays - Any motors A low minimum air rate through the sensor bore may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor. A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 6-12 g/s at idle to 230 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system. The barometric pressure (BARO) that is used in order to calculate the predicted MAF value is initially based on the MAP sensor at key ON. When the engine is running the MAP sensor value is continually updated near WOT. A skewed MAP sensor will cause the calculated MAF value to be inaccurate. The value shown for the MAP sensor display varies with the altitude. With the ignition ON and the engine OFF, 103 kPa is the approximate value near sea level. This value will decrease by approximately 3 kPa for every 305 meters (1,000 feet) of altitude. A high resistance on the ground circuit of the MAP sensor can cause this DTC to set. Any loss of vacuum to the MAP sensor can cause this DTC to set. the third code O2 sensor failure may not be displayed appropriatly

Jun 08, 2009 | 1997 Volkswagen Jetta

1 Answer

05 Golf TDI sudden loss of power. Turbo issue?


ecu problem! go and find someone with VAG-COM and get it checked for fault codes. glad i could help!

Dec 24, 2008 | 2000 Volkswagen Golf

2 Answers

19 tdi loss of power


I have a 1999 VW golf tdi with intermittent loss of power. The turbo will cut in for a few seconds, then die forcing you to change gear and get a small boost again. The turbo will not boost much past 2200 rpm. The cars computer has been plugged in at the garage and does not show any problems. Various people have said, replace turbo, air mass meter or just simply wash turbo filters in WD40. Can anyone help?

Dec 11, 2008 | 2001 Volkswagen Passat

2 Answers

Audi a4 1.9tdi


Your car goes in "limp mode"!!!
If you scan the EDC-15P engine control unit with a VAG or KTS -BOSCH diagnosis tool you will find this:
"Fault code: P1557 - Turbo Boost pressure control exceeded"
You must try follows if you are able to do this:
1. Engine stopped and ignition switch off. Check all pneumatic connections and hoses between turbocharger actuator = pressure unit for boost-pressure control, boost-pressure control solenoid valve, vacuum reservoir, EGR control solenoid valve, intake-manifold flap solenoid valve, EGR valve with throttle - part of intake manifold. Also the vacuum connection between tandem pump and brake booster. If you find something wrong replace parts. If not go to step 2.
2. Extract the hose of the turbocharger actuator = pressure unit for boost-pressure control part of turbocharger. Instead of the original hose you must place another 1 meter long hose with the same inside diameter, and then you check to inspire yourself the air from the other one extremity of this hose. The mechanical connecting rod of the turbocharger actuator must have a smooth and whole motion. If you can do that with your mouth, then you must replace the boost-pressure control solenoid valve. If you can not reach this with your mouth, then you go to step 3.
3. This is the most difficult work. The problem is that the soot particles deposits inside the turbocharger plugging the variable nozzle geometry mechanism = adjustable vanes of the turbine. If the turbocharger actuator is not able to adjust the turbine vanes the charge air pressure increase too much and ECU (engine control unit) go in "limp mode" = engine protection software. As a result the "limp mode" engine still running until you turn the engine off (ignition switch off) and back on when the "limp mode" is deactivated, but the fault ("Fault code: P1557 - Turbo Boost pressure control exceeded") still remain in ECU memory !!!
4. You must be able to extract the turbo from the engine and then to disassemble the turbocharger, clean inside adjustable vanes mechanism and refit all.
It is some work to do here, but after that you will be full satisfied! NO MORE "LIMP MODE"!!!
--------------------------------------------------------------------------------------------------------------------------------------------
It is a certified solution. Last year in July I made this turbocharger cleaning on my car - 2000 Audi A4 1.9 TDI 116 HP. After 25000 km my car runs like an authentic AUDI 1.9 TDI.

Jun 03, 2008 | 2000 Audi A4

Not finding what you are looking for?
Cars & Trucks Logo

Related Topics:

373 people viewed this question

Ask a Question

Usually answered in minutes!

Top Volkswagen Experts

Colin Stickland
Colin Stickland

Level 3 Expert

21990 Answers

yadayada
yadayada

Level 3 Expert

63661 Answers

Jeff Turcotte
Jeff Turcotte

Level 3 Expert

6812 Answers

Are you a Volkswagen Expert? Answer questions, earn points and help others

Answer questions

Manuals & User Guides

Loading...