TTweaker’s Guide


Here’s the TTweaker’s Guide!

In an effort to bring more attention to this “bible”, created by “Jonas”, that can be found at: http://wikitt.org.  I simply converted the PDF document into a web page. Any contribution is appreciated and will be submitted so it can be added to the Guide.

FINE PRINT: All the information in this document is provided “as is”, without warranty of any kind, either expressed or implied, including, without limitation, warranties of merchantability, fitness for a particular purpose and non-infringement.
The authors of this document, or the texts within, specifically do not make any warranties or representations as to the accuracy or completeness of any such materials. Under no circumstances shall the authors be liable for any loss, damage, liability or expense incurred or suffered that is claimed to have resulted from the use of this document, including, without limitation, any fault, error, omission, interruption or delay with respect thereto. Under no circumstances, including but not limited to negligence, shall the the authors or their affiliates be liable for any direct, indirect, incidental, special or consequential damages, even if the authors have been advised of the possibility of such damages.

Simply put, the use of the information in this document is at the User’s sole risk.

So here it goes:

1. INTRODUCTION…4

1.1 ABOUT THE GUIDE…4
1.2 ABOUT VAG-COM…4

2. TROUBLESHOOTING…5
2.1 DIAGNOSTICS TROUBLE CODES …5
2.2 CLIMATE CONTROL DIAGNOSIS CODES…6
2.3 COMMON PROBLEMS …7
2.3.1 SYMPTOMS – POSSIBLE PROBLEMS …7
2.3.2 TROUBLESHOOTING …7
2.4 LAMBDA ADAPTATION…12
2.5 THROTTLE BODY ADAPTATION WITHOUT VAG-COM…15
2.6 BASIC VAG-COM LOGGING TESTS …16
2.6.1 BLOCK 032 – FUEL TRIMS …16
2.6.2 BLOCK 002 – MASS AIR FLOW SENSOR / MAF …16
2.6.3 BLOCK 031 – LAMBDA (A/F) …16
2.6.4 BLOCK 004 – INTAKE AIR TEMPERATURES…17
2.6.5 BLOCK 020 – TIMING RETARD …17
2.6.6 BLOCK 112 – EXHAUST GAS TEMPERATURES (EGT) …19
2.6.7 BLOCK 115 – REQUESTED BOOST AND ACTUAL BOOST…19
2.7 TESTING SENSORS AND SWITCHES…20
2.7.1 ECU BLOCK 062 – ACCELERATOR PEDAL …20
2.7.2 ECU BLOCK 066 – CLUTCH AND BRAKE PEDAL SWITCHES …20
2.7.3 ECU BLOCK 056 – STEERING PRESSURE SWITCH…21
2.7.4 AWD BLOCK 001 – BRAKE SWITCHES …21
2.7.5 ABS/ESP BLOCK 003 – BRAKE SWITCHES…21
2.7.6 ABS/ESP BLOCK 004 – MOVEMENT SENSORS…21
2.8 TESTING LAMBDA CONTROL AND CATS…22
2.8.1 BLOCK 060 – THROTTLE BODY ADAPTATION…22
2.8.2 BLOCK 002 – AIR FLOW AND FUEL INJECTION…22
2.8.3 BLOCK 030 – LAMBDA CONTROL OPERATING STATUS…23
2.8.4 BLOCK 034 – AGEING OF PRE-CAT OXYGEN SENSOR…23
2.8.5 BLOCK 036 – POST-CAT OXYGEN SENSOR DIAGNOSIS…23
2.8.6 BLOCK 037 – LAMBDA SYSTEM DIAGNOSIS…23
2.8.7 BLOCK 043 – AGEING OF POST-CAT OXYGEN SENSOR…24
2.8.8 BLOCK 046 – CATALYTIC CONVERTER DIAGNOSIS…24
2.8.9 BLOCK 070 – FUEL TANK BREATHER VALVE DIAGNOSIS…24
2.8.10 BLOCK 056 – IDLING SPEED DIAGNOSIS…25
2.8.11 READINESS…25
2.9 TESTING THE DASHPOD…26
2.9.1 COOLANT TEMP ON THE CC DISPLAY…26
2.9.2 FUEL LEVEL AND COOLANT TEMP IN VAG-COM…27
2.9.3 DASHPOD SELF-DIAGNOSIS…28

3. TWEAKING…30

3.1 CHANGING TEMPERATURE DISPLAY – CELCIUS / FAHRENHEIT…30
3.2 XENON ADJUSTMENT…30
3.3 DASHPOD ILLUMINATION…31
3.4 FUEL GAUGE CALIBRATION…33
3.5 KEY FOB RECODING…34
3.6 CENTRAL LOCKING…35
3.7 LEMMIWINKS…37
3.7.1 HOW IT WORKS…37
3.7.2 HOW TO USE…39
3.7.3 ECU ADAPTATION CHANNELS…39

4. LISTS AND TABLES…42

4.1 CODES FOR COMMON PARTS…42
4.1.1 FLUIDS…42
4.1.2 BODY AND INTERIOR PARTS…42
4.1.3 ELECTRICS…42
4.1.4 RUNNING GEAR…42
4.1.5 BAM ENGINE…43
4.2 CLIMATE CONTROL CODES…44
4.2.1 1C – DIAGNOSTIC TROUBLE CODES…46
4.3 ENGINE / ECU MEASURING BLOCKS…48
4.3.1 MEASURING BLOCK 000…48
4.3.2 GENERAL INFORMATION BLOCKS…49
4.3.3 IGNITION & KNOCK CONTROL BLOCKS…50
4.3.4 MISFIRE RECOGNITION BLOCKS…51
4.3.5 EGT / ENGINE COOLING BLOCKS…51
4.3.6 OXYGEN SENSOR BLOCKS…52
4.3.7 FUEL INJECTION BLOCKS…53
4.3.8 LOAD REGISTRATION BLOCKS…53
4.3.9 BOOST PRESSURE CONTROL BLOCKS…54
4.3.10 MISCELLANEOUS BLOCKS…55
4.3.11 QUICK REFERENCE…56
4.4 ENGINE / ECU ADAPTATION CHANNELS…57
4.5 DASHPOD MEASURING BLOCKS…58
4.6 DASHPOD ADAPTATION CHANNELS…59
4.7 HVAC MEASURING BLOCKS…60
4.8 XENON MEASURING BLOCKS…61
4.9 HALDEX MEASURING BLOCKS…61
4.10 ABS/ESP MEASURING BLOCKS…62
4.11 CENTRAL LOCKING MEASURING BLOCKS…63
4.12 CENTRAL LOCKING ENCODING VALUES…64
4.13 DIAGNOSTICS TROUBLE CODES…65
4.14 USEFUL CONVERSIONS…82

– 3 –

1. INTRODUCTION

1.1 About the Guide

This guide is about tweaking and troubleshooting the original Audi TT, also known as mk.I.
The information is snatched from various sources, mostly from Audi related forums on the
Internet. Even tough the information is believed to be correct, it is provided with no warranty of any kind.
The guide is divided into three parts. First part, Chapter 2, contains information how to
troubleshoot common problems, and some general information. Second part, Chapter 3,
contains instructions for tweaking various features. Third part, Chapter 4, is a collection of
lists and tables, in an easily printable form.
As most things in a car are nowadays controlled with diagnostics software and a computer,
this guide is mostly about the tricks and tweaks that can be done purely with software. At the moment, no hardware mods are included, though some general information is provided.
This guide is not supposed to replace the workshop repair manual, but rather provide some often used information in easily accessible form. If you ever have read the repair manual, you probably appreciate it…

1.2 About VAG-COM

VAG-COM is the diagnostics software for the Volkswagen-Audi Group cars. It is a semi-free product from Ross-Tech, http://www.ross-tech.com/. All you need is a VAG-COM compatible OBD-II cable, and the free software from Ross-Tech web site.
The official VAG diagnostics software is called VAS 5051, but only a few people have access
to it. Fortunately, VAG-COM can do all the tricks the official software can do, and even more.
Further, all the instructions for VAS 5051 in the workshop repair manual can be directly
applied to VAG-COM.
There are two versions of VAG-COM available on the Ross-Tech site. The latest version
requires a dongled cable from Ross-Tech. It is pricey, but you will get a great piece of
software bloaded with features, plus full support from Ross-Tech.
The cheapest option is the get a VAG-COM compatible cable from a third party, and to
download an older version 409.1 of the software from Ross-Tech. Even tough some people
have had luck with USB cables, it is strongly adviced to stick with a serial cable. The USB
cables are known to have very tricky timing issues.
The free software version 409.1 will work in shareware mode, which gives you fault codes
without explanations, and very limited data logging features. The license for the full version is available from Ross-Tech, costing $99, but it’s still only for the version 409.1.
More information about what third party cables are known to work with TT can be obtained from the TT forum http://www.tt-forum.co.uk.

– 4 – 

2. TROUBLESHOOTING

2.1 Diagnostics Trouble Codes

Courtesy of factory repair manual

A Diagnostic Trouble Code (DTC) is a fault code stored in the car’s computer system.
DTCs can be retrieved with VW/Audi Factory Scan Tools such as the VAG 1551 or VAG
1552 through a diagnostics connector (OBD-II). Several aftermarket scan tools and computer programs, like VAG-COM, are also capable of retrieving this information in this factory mode. The factory mode also allows the scan tool to be used for system diagnostic functions and also parameter tweaking.

Some DTC information can also be retrieved in a generic mode. The generic mode is not as
complete as the factory mode, but allows commercially available scan tools to be used
simply to read DTCs. For example, MOT stations can use the generic mode to retrieve some basic information about the engine’s fundamental functions.
A DTC consists of five digits, having the following structure.

First digit structure is:

• Pxxxx for powertrain
• Bxxxx for body
• Cxxxx for chassis
• Uxxxx for future systems

Second digit structure is:

• P0xxx Government required codes
• P1xxx Manufacturer codes for additional emission system function; not required but reported to the government

Third digit structure is:

• Px1xx measurement of air and fuel
• Px2xx measurement of air and fuel
• Px3xx ignition system
• Px4xx additional emission control
• Px5xx speed and idle regulation
• Px6xx computer and output signals
• Px7xx transmission
• Px8xx transmission
• Px9xx control modules, input and output signals

The fourth and fifth digits designate the individual components and systems.
The full DTC list can be found in section 4.13, starting at page 65. For details, visit the Ross-Tech site http://wiki.ross-tech.com/index.php/Category:Fault_Codes.

– 5 –

2.2 Climate Control Diagnosis Codes

Courtesy of Waks Wide Web

There are a great number of sensor values that can be displayed on the Climate Control
display. These are especially useful if you don’t have VAG-COM (available).

To activate the display, press and hold the recirculation button. Then press the manual flow control up arrow. You should see 1C:

Climate-Control-display-of-sensor-values-audi-tt-mk1-8n

Twist the temperature dial to cycle trough the codes. Then press the recirculation button
again to enter the code. The value should display:

Climate-Control-display-of-sensor-values-audi-tt-mk1-8n-2

To select another code, twist the temperature dial again, followed by the recirculation button.

Note! Some of the codes – like 12,14,16,19 – allow you to actually change the value by
twisting the air blower speed knob!

To go back to normal CC mode, press the recirculation and the up buttons together.

Alternatively, just press Auto.

All the known codes are listed in section 4.2.

– 6 –

2.3 Common Problems

Courtesy of enginerd on elitedubs forum

We have all seen the common problems that these cars develop, and often know right away what symptom = what problem.

2.3.1 Symptoms – Possible Problems

Rough Running At Idle – MAF, Ignition Coil, Spark Plug, VAC Leak, O2 Sensor, TB, CTS
Missfires under Boost, Flashing CEL – Ignition Coils, Spark Plugs
Running Rich – Boost Leak, MAF, O2 Sensor, Coolant Temp Sensor
Running Lean – VAC Leak, MAF, O2 Sensor, Fuel Filter, Coolant Temp Sensor
Low Boost – Limp Mode, MBC, BOV, DV, Boost Leak, N75,
High Boost – MBC Setting, N75, Spark Plugs, Ignition Coils
Cold Start Problems – MAF, Spark Plugs, Fuel Pump Relay, CTS
Poor MPG – MAF, CTS, O2 Sensor, AIT Sensor
Cat Efficiency Below Threshold – Down pipe, CAT, Rear O2, RACE FUEL
No Start – Battery – ECU, Fuel Pump Relay, Ground
Start For 1 Second – Stall – Immobilizer
Overheating – Waterpump, Thermostat, Head Gasket
Oil in coolant – Oil Cooler, head Gasket, Water Wetter
Dies While Driving – Timing belt, Boost Leak, MISC
Shorts To Ground CEL – Fuel Pump Relay, Bad Grounds

2.3.2 Troubleshooting

Most of these procedures require a VAG-COM to scan the car for DTCs. While you can fix
things without a VAG-COM you will most likely be replacing parts that really are not bad just to rule them out. A VAG-COM is a must have for any 1.8T mechanic.

AIT – Sensor – This is a small sensor located in the intake manifold just after the throttle
body. It is responsible for monitoring the intake temperature. It can get coated with oil, and can affect gas mileage, and a loss of power. It is common to remove it and clean it with
alcohol, or electronics cleaner.

Boost Leak – View Block 032 with VAG-COM. If Fuel Trims are Negative more than 5% in
the load range there is a very good chance that there is a leak after the turbo. Visual
inspection of clamps, hoses for a loose connection is the best way to look for leaks. A
common place for leaks is at the entrance to the pancake pipe located in the passenger side
fender. Also the small line on the DV can rip. See also section 2.4.

BOV – Blow off Valve’s vent off air metered by the MAF, and can cause many problems, and make it more difficult to troubleshoot a car. Best way to troubleshoot a BOV is to replace it with a DV and see if the problems continue.

CAT – Aftermarket high Flow Cats often sacrifice emissions for power. It is not uncommon
for aftermarket cats to give codes for “efficiency below threshold” right away. Some people
have had success using O2 adapters to move the rear O2 sensor away from the exhaust gas and eliminating this code. O2 simulators do not work on the 1.8T. Sometimes cats can melt or clog up. Running hig exhaust gas temps for extended periods of time can cause this.
Usually you will get the cat code, and see that the max boost and sustained boost levels drop off. After checking everything else on the list, remove the down pipe/cat and check to see that light shines through brightly. If there is very little light passing through it is clogged and requires replacement.

Coilpacks – See Ignition Coils.

– 7 –

CTS – Coolant Temp Sensor – This part is prone to failure. 2002 and older vehicles had a bad coolant temp sensor from the factory that VW updated. It was a black sensor, and now the good one is referred to as a green top coolant temp sensor. Block 011 in the VAG-COM
can monitor coolant temp for erratic readings. This is a £15 part. Do not change while engine is hot.

Down-Pipe – See CAT

DV – Diverter Valve – When the throttle is closed on a turbo car, the turbo is spinning rapidly, and trying to push air into the engine. By closing the throttle the air has nowhere to go, and will cause a large pressure spike. The diverter valve is actuated by a vacuum line, and when the throttle closes creating vacuum behind it, the diverter valve will open and provide a path for the air. The air is returned back to the intake of the car after the MAF. When A DV fails it leaks air in this circular pattern causing boost problems.

2001 and older cars have a weak DV that is prone to failure. 2002 and newer cars have an
improved design. It is durable, inexpensive (£20) and it responds very quickly. The part
number for the good valve ends in 710 N. The DV is located at the back right side of the
engine, it has 1 large hose, and 1 small line connected to it, and the other end is connected
to your intake hose running to the airbox. To test if your DV has failed remove the DV, press the diaphragm up, put your thumb on the top nipple, and then release the diaphragm. There should be suction created on the top of the DV that prevents the diaphragm from returning. If there is no suction then the diaphragm is leaking and the valve should be replaced. IF the valve is good, check the VAC line leading up to the valve for any cut’s/ tears. A good alternative to the standard valve is the Forge 007P.

ECU – Engine Control Unit – The ECU is responsible for nearly all functions on the car. If the ECU is suspected as a bad part, you need to use a scan tool such as a VAG com to attempt to communicate with the ECU. If you can’t communicate with the ECU, then the ECU needs replacement. Check all electrical connections. Check your Fuses for blown fuses. Whatever killed the ECU might kill the new one.

ECU removal procedure: http://www.goapr.com/VW/support/ecu_tt_golf_gti_jetta.pdf
Fuel pump Relay – The fuel pump relay is located under the driver’s side kick panel.
Remove the lower panels to gain access to the relay box. When the fuel pump relay goes
bad it will trigger many fault codes with electrical shorts to ground. The fuel pump relay is
also used to turn on the injectors, and will show injector short to ground failures. If you open your door you hear the pump kick on, if the pump no longer kicks on, and you experience these codes repeatedly, replace the fuel pump relay.

Fuel Filter – The fuel filter on these cars is rated as a lifetime filter by VW. What the
aftermarket has found is that high HP applications can run into fuel delivery problems with
dirty fuel filters. 30K miles is a more realistic interval for replacement when pushing the
system. The fuel filter is located under the car near the gas tank. It has small clip on hoses.
To remove the hoses press in on the clip on the end of the hose and it will come off easily.
You may need a small screwdriver for this, and be prepared to have fuel leaking out.
Head Gasket Head gaskets can be a cause of overheating, oil consumption or coolant in the
oil. I have only heard of one case of a head gasket failure on a 1.8T and it was on a car
running 30 lbs of boost and used head bolts. This is a repair better left to an experienced
mechanic and is generally a last item to do after all other possibilites have been evaluated.
Oerheating is usually the water pump, and coolant in the oil is usually the oil cooler failing
internally.

Immobilizer – These cars are equipped with immobilizers to prevent theft. If you swap an
ECU without matching up the ECU and the cluster, it will start briefly and then die repeatedly. There are 2 kinds of immobilizer. Immo II used on pre 2002, and Immo III used on 2002+.
Immobilizer and ECU info can be found on the VAG-COM Site.
http://www.ross-tech.com/vag-com/cars/immobilizer2.html
http://www.ross-tech.com/vag-com/cars/Immo3-ecu-swapping.html
If swapping an engine into a car without an immobilizer/cluster, you can get software for swaps from REVO, and Dahlback that remove the immobilizer.

– 8 –

Ignition Coils – These are famous parts for the 1.8T they are very prone to failure. The 1.8t motor has a slightly different ignition system than most of us are used to, replacing the more traditional distributor and ignition wires are coilpacks. Coilpacks sit directly ontop of your spark plugs, and are located directly underneath your engine cover. You need to remove your coilpacks in order to change your sparkplugs. Coilpacks work in much the same way as a traditional ignition system in that they power up the sparkplug to create a spark and transfer potential energy in the head into kinetic energy through combustion. In general many people have had certain problems with their coilpacks, chalk it down to improper sparkplug gapping, faulty modules or a host of other conditions. There was a running change in late 2000 where the coilpacks were redesigned and the manufacturer changed. The original coilpacks were produced by Hitachi and used allen keys and clips to hold them in place. Very few of these failed.

The later coilpacks are produced by Bosch, with many revisions. VAG has had a recall on
these because they were failing rapidly on 2001+ cars. To check for bad coils the best way is with a VAG-COM. Log Blocks 014, 015 and 016. This will be a misfire counter. Drive the car or let it run, and look for misfires. If you have a bad coil you will see the counter increase on a cylinder. If you have one counting up then it’s probably a bad coil. Turn off engine and take that coil out and swap it with another coil. The cylinders read left to right 1,2,3,4 when looking at the engine from the front. Use the VAG-COM again to see if the misfires have also swapped to another cylinder. If it moved, then you have a bad coil. Replace it. If they do not move, then you likely have a plug problem. On some cars the ignition coils have problems and they will pop up out of the cylinder head and lose contact with the plug. Plugs should be torqued to 22 ft-lbs when changed. If the coils still pop up, they can be fixed with simple brackets.

Limp Mode – These cars are designed to protect themselves from engine damage. If the
engine boosts too much, or the engine does not get enough fuel it will go into a limp mode
where boost is limited to protect the engine. It limits boost by controlling a solenoid on the
wastegate line (N75), by closing the electronic throttle or by opening the DV valve. If you are experiencing a limp mode the best thing to do is get the car scanned for codes and to see what is wrong. Look at fuel trims for signs of running lean, and to look for MAF problems, or O2 sensor problems. To look for potential boost problems log Block 115 and you can see the specified Vs actual boost. If you exceed the specified then there is a good chance that you will go into this limp mode. Stock specified is a max of ?psi for a 2002+ car.

MAF – Mass air flow meter is used to measure the air going into the engine. It is located on
the outlet of the airbox, and housed in a cylindrical tube. The ECU reads the MAF signal, and injects fuel in proportion to the airflow. There are a few different ways the MAF can fail. The MAF can get coated with oil, and will not read properly. This is common if it happens right after installing a CAI, or a K&N filter. It can be cleaned out with 99% isopropyl alcohol (IPA). Remove the sensor from the housing and clean the sensor element.

MAF sensors also go bad due to too much airflow. On a car with a larger turbo the airflow is so high that the MAF element will get burned out from the excess air flow. It is common to increase the size of the housing to prevent this (other modifications required).
To check for a BAD MAF the best way is with a VAG-COM. Block 002 show air mass from
the sensor. At idle the airflow should be no less than 2g/s. With a wide open throttle run to
redline the reading should show up to 190-220g/s on a chipped car. Look for jumpy readings in the MAF, which can indicate a problem. If you suspect your MAF is bad, one way to test it is to unplug the MAF, often if the MAF is giving false readings and upsets the fueling. If you unplug it, the ECU will ignore the MAF and run off of baseline tables. Be careful, as a boost leak or a vacuum leak can be miss-diagnosed as a bad MAF, because they will throw off the readings on the MAF. (Air sneaks around the MAF).

MBC – Manual Boost Controller – Often people want more boost from their car, and use a
MBC. While MBCs can get you more boost they will cause a jerky part throttle driving, and
can cause over boost, often put the car into a limp mode. The way a MBC works is by
bleeding off air from the wastegate control line. A wastegate is a mechanical flapper valve inthe turbocharger that opens to allow exhaust gas to sneak around the turbo. By bleeding off air from the line, the wastegate opens less, more exhaust goes through the turbo, and you get more boost.

– 9 –

N75 – The N75 is an electronic solenoid valve that the ECU uses to control boost. It is
located in the intake hose near the back right side of the engine. It has 3 connections.

1. Connects to charge pipe = pressure source
2. Connects to wastegate actuator
3. Connects to intake hose – bleed line.

The ECU will pulse this valve at a high frequency to bleed air off from the wastegate line. It
does this based on throttle position and engine load. If the valve, or any of the liens
connected to it have leaks then there can be severe boost regulation problems. Its function is similar to the MBC above. To get more boost people often swap in different N75 valves.
These different valves simply have a different response characteristic, and will act different when given the same signal by the ecu. They can get more boost, less boost, or even a big boost spike by swapping N75’s.

O2 Sensor – Because of strict emissions these 1.8T’s are very sensitive to readings from the O2 sensors. Most 2001+ TTs have a wideband front O2 sensor with high accuracy and a linear response. The car will adjust the fueling based on the readings from the sensor. If the sensor is overheated, exposed to lead (race gas), flooded with soot (too rich) or is just old, it can provide the car with false readings and the car will not provide the proper fueling. When the O2 sensors go bad and the ECU detects this the car will run on reserve fueling maps and will not be able to adjust for boost leaks, fuel pressure, MAF readings or any other parameter that affects fueling. To check for a bad sensor the first thing to do is run block 032 on the VAG com. If the sensors are bad, the readings will both be 0%, replace the front O2 sensor.

If the sensor is bad, it will also respond slowly, or reach a peak. Logging block 031 will show
the lambda reading from the O2 sensor as well as the requested lambda from the ECU. To
get air fuel ratio multiply lambda by 14.7. If the log shows the lambda jumping wildly when
running through a gear, or perhaps it flat lines at an unreasonable level, then the O2 sensor
should be replaced. If the O2 sensors get shorted out or the wires get pulled, they will
damage the ECU, be careful with the wiring on these sensors. 2000 and older cars do not
have a wideband sensor, however they will still perform some adjustment of fueling based on the sensor.

Oil Cooler The Oild cooler on these cars uses a plate and plate heat exchanger. Often the
brazing on the cooler can fail and oil and coolant mix together. This is often misdiagnosed as a bad head gasket. To test this remove the coolant hoses, and apply air pressure to the oil cooler and watch for leaks. Oil cooler is located above the oil filter.
Spark plugs – With the weak coil packs that these cars have, and the high boost pressures
that they run, the spark plugs are very important. Spark plugs on turbo cars need a nice tight gap 0.028” is recommended. Spark plugs may come “pre-gapped” however you should always check the gap, as the variation can be severe and will cause problems. Plugs are cheap, so the best way to troubleshoot is to replace them or pull them and check the gap.

The standard OEM plugs are NGK-PFR6Q. If you are running serious power, a good
alternative is the cooler type NGK-PFR7E.

Thermostat – Thermostats can be a source of overheating. Most common is the waterpump. Thermostats are relatively inexpensive, and can be change din a half hour. If your car overheats, or has a tendency to spike up in temp and then drop down to normal temp, it may be a thermostat. It can fail after only 30k.

Timing Belt If you are driving along and your 60k+ car runs great and all of a sudden dies,
there is a good chance that your timing belt has broken, or stripped some teeth. This is a
very costly repair and could have been prevented had the factory recommended a better
service interval for the belt. Damage estimates are anywhere from £500 – £3000 to repair this kind of failure. 60k miles is a good time to change the timing belt, some belts have lasted 90k, but it’s not worth the risk. To test for this failure, pull off the timing belt cover and crank the engine by hand. If the cam gear doesn’t turn you have a bad timing belt. Repair is best left to a good mechanic.

– 10 –

TB – Throttle Body – The throttle on these cars is drive by wire, it is an electronic throttle with a wire attached. Most common TB problem just requires adaptation, or cleaning out with carb cleaner. This procedure shows how to do a TBA. TBA can improve idle and part throttle operation. To clean the TB, remove it, and spray inside with carb cleaner. Wipe out the residue that gets built up in there. NEVER port a TB on a 1.8T it won’t idle properly. See also section 2.5.

Race Fuel – 1.8T engines love high octane fuel, however they can have cold startup
problems, and if you run leaded race fuel you will ruin your CAT and your O2 sensors.
Always run unleaded fuel in a 1.8T unless you are catless, and you have extra O2 sensors.
In the UK, the TT just loves Shell V-Power 99RON, but BP’s Ultima is also fine.
VAC Leak – A VAC leak will cause un-metered air to enter the engine and it will run lean. If the air is not measured by the MAF then the fuel will not be injected. The O2 sensor will
compensate for much of this, however it has limits. To check for a VAC leak, log block 032
and check the idle fuel trims. If it’s more than +2% you probably have a VAC leak
somewhere. Check hoses and connections for loose clamps of cut hoses here are come
common areas for VAC leaks.

Turbo inlet pipe not secured, DV line leaking, Crank case breather Y pipe split, Line on Fuel pressure regulator gets worn and leaks, intake manifold gasket can leak, and PCV line under intake manifold leaks. To find leaks some people spray ether or starter spray around in the engine bay and listen for changes in idle speed. If you get a change from spraying in a certain area look for leaks there.

Waterpump – Nearly all overheating problems I have seen on these engines has been from
the water pump. VW uses a plastic impellar that is splined/molded onto the shaft. These
splines strip, or the pump cracks and the impellar slips on the shaft at high speeds. If your
car is overheating best bet is to change the waterpump. You can do the T-stat first to see if
you are lucky, but every time I have seen people try this it’s the water pump anyways. This happens as early as 35k miles. While you are in there doing the water pump, change the timing belt. Timing belts on these can go as early as 60k miles. There are several companies that make kits to do the timing belt and water pump.

Water wetter – Water wetter is an additive used to remove surface tension from water. It
improves waters cooling ability in a cooling system as it prevents beading of the water, and
raises the boiling point. Water wetter should not be used with G12 coolant. It is best for race cars running only water. If you add this to the coolant reservoir you get a nasty oily sludg in the reservoir. Flush coolant system and remove this.

– 11 –

2.4 Lambda Adaptation

Courtesy of Andy@Ross-Tech

Some of the most common Fault Codes (DTC’s) pertain to fuel trim (rich mixture, lean
mixture, etc.) Here is an explanation of fuel trim and what it does for us.
The ECU controls Air/Fuel mixture in order to maintain power, efficiency, and emissions. A/F is expressed as either a ratio (14.7:1 for example) or as a Lambda value. With iso-octane (“ideal” gasoline), Lambda of 1.0 is equal to 14.7:1 A/F. This is known as stoichiometric, a condition where there is a perfect balance between oxygen molecules and the various hydrogen and carbon based molecules in petroleum. With the oxygenated gasoline that most of us use, actual A/F ratio of 15:1 is closer to stoichiometric.

If Lambda is greater than 1.0, then there is a surplus of air and the engine is running lean. If Lambda is less than 1.0, then there is a surplus of fuel and the engine is running rich. It
should be noted that the ratios are mass-based, not volume-based.

stoichiometric-chart-Lambda-Adaptation-audi-tt-8n-mk1

So, why don’t we always run at 1.0 all the time? Well, we do most of the time. At cruise and
idle, mixture is held tightly to 1.0 to keep the catalytic convertor at optimal efficiency, so the emissions are minimized. However, when we need acceleration, the mixture gets richer. Why? Maximum power is made between 0.85 and 0.95 Lambda (12.5 to 14.0 A/F with isooctane). So, under acceleration, mixtures get richer. Sometimes you want to get even richer under acceleration to keep detonation (pre-ignition of the mixture from excess cylinder temperatures) away. The 1.8T, for example, has a relatively high compression ratio for a turbocharged engine, which especially under lots of boost, is very succeptible to detonation.

So, now that we know that the ECU wants to be able to control the A/F ratio. It has a
prescribed set of values (maps) for a given RPM, Load, etc. So, the ECU tells the injectors to pulse for exactly x milliseconds and that should get us the proper A/F ratio that we want.

– 12 –

Well, if you tell an employee to go do something, you want to make sure they actually did it, right? The ECU has some snitches (the front O2 sensor and the MAF, for the most part) that will report back whether or not the desired mixture has been attained. The rear O2 sensor is used mostly to monitor the condition of the catalytic convertor, although in some applications it also contributes to trim information.

Based on feedback from the snitches, the ECU learns to apply a correction factor to its
commands to the fuel injectors. If you know that your employees take longer than the
standard allotted time to do a specified job, you will need to adjust for that in your planning
(injectors are in a union, so it is tough to fire them). The learned values go between the maps in the ECU’s Flash ROM (the “chip”) and the signal to the fuel injectors. These learned compensations are known as “trim”. So, when you see “trim”, it means “compensation”. “Add” means additive trim, which is addressing an imbalance at idle. When the ECU is using additive trim, it is telling the injectors to stay open a fixed amount longer or shorter. The malfunction (e.g. vacuum leak) becomes less significant as RPM increase. For additive adaptation values, the injection timing is changed by a fixed amount. This value is not dependent on the basic injection timing.

“Mult” means multiplicative trim, which is addressing an imbalance at all engine speeds. The malfunction (e.g. clogged injector) becomes more severe at increased RPM. For
multiplicative adaptation values, there is a percentage change in injection timing. This
change is dependent on the basic injection timing.

You can check your current state of trim by using VAG-COM or equivalent to look in Group 032 in your engine measuring blocks. The first two fields will have percentages. The first field tells the fuel trim at idle (Additive). The second field tells the fuel trim at elevated engine speeds (Multiplicative). Negative values indicate that the engine is running too rich and oxygen sensor control is therefore making it leaner by reducing the amount of time that the injectors are open. Positive values indicate that the engine is running too lean and oxygen sensor control is therefore making it richer by increasing the amount of time that the injectors are open.

It is totally normal for both the first and second fields to be something other than zero. In fact, zeros indicate either you just cleared codes (which will reset fuel trim values) or something isn’t working properly. If values get too far away from zero, it will cause a DTC (fault code) and can set off the MIL (commonly referred to as the Check Engine Light, or CEL). Specifications for normal operation are usually somewhere near +/- 10%. In general, an outof- spec value in the first field (Additive) indicates a vacuum leak, since it is mostly present at idle, when vacuum is highest. An out-of-spec value in the second field (Multiplicative) indicates a fault at higher RPM, and may point to a faulty MAF.

Other causes for the trims staying below specifications:

• High oil consumption
• Oil dilution
• Boost leak after turbo
• MAF defective
• Fuel pressure too high
• Injector(s) not closing properly
• Charcoal filter system valve N80 stuck open
• Lambda probe defective

– 13 –

Other causes for the trims staying above specifications:

• Unmetered air in the intake
• MAF defective
• Fuel pressure too low
• Injector(s) not opening properly
• Charcoal filter system valve N80 sticking
• Lambda probe defective

Here’s a good sanity check for the status of your MAF. Do a full-throttle run all the way to
redline in a single gear (second works fine). Group 002 shows air mass in g/s. Your peak
airflow should be roughly 0.80 times your horsepower. So, if you have a stock 150hp 1.8T,
expect around 120g/s. If you have a 225hp 1.8T remapped to 265hp, expect around 200g/s.
If you see significantly less than that, you MAF may be on the way out. This also works if you are chipped, but “race” programs may make more power through timing, rather than airflow. Therefore, take all readings with a grain of salt. Also remember that the MAF can be knackered even if all values look reasonable!

– 14 –

2.5 Throttle Body Adaptation without VAG-COM

More info on Ross-Tech wiki

Throttle body adaptation (TBA) is a procedure used to calibrate the throttle body flap
sensors. Sometimes it is confused with clearing the ECU adaptation tables. The only
procedure to ensure the real throttle body adaptation is to enter VAG-COM basic settings
block 060. However, the ECU usually does TBR after its power supply is cycled, i.e. the fuse has been pulled or the battery has been disconnected.

The reason for doing TBA is that some people have reported power loss after a long period
of unspirited driving, as if the ECU were adapting to the driving style. Presumably the ECU
has just lost the flap sensor calibration. However, if hesitation is caused by misguided
(ignition or fueling) adaptation, full reset may be needed instead of TBA.
If you don’t have VAG-COM, or you actually want to reset the ECU for clearing all adaptation tables, you can just pull the ECU fuse, or disconnect the battery. Leave the power out for 5min to ensure all the power has been drained. Then reconnect, and turn on ignition, but DO NOT start the engine. Listen out for the clicking under the bonnet, which is usually over after a minute. Turn off ignition.

Warning! If you disconnect the battery, be prepared to enter the radio safety code.
Note. The ECU fuse is #10 for models before 10/2000, or #37 for models after 10/2000.

Audi-TT-MK1-8N-Fuse-Panel-Layout-1

Audi-TT-MK1-8N-Fuse-Panel-Layout-2
Audi TT Fuse Panel Layout

– 15 –

2.6 Basic VAG-COM Logging Tests

Courtesy of MJB Motorsport, jonas@TT-forum

2.6.1 Block 032 – Fuel Trims

Refer to section 2.4 for complete description.

In measuring block 032, field 1 represents the fuel trim at idle (additive), and field 2
represents the fuel trim at part throttle (multiplicative). Always check these two figures first, before doing any futher analysis.

The idle trim should generally stay between -9% and +9%, and the partial throttle trim should stay within -25% … 25%. A negative value indicates the ECU is leaning fueling (engine running rich), and positive indicates the ECU is enriching (engine running lean). A value outside -25% … 25% hints that there is certainly something wrong with the engine – the ECU will throw a DTC.

2.6.2 Block 002 – Mass Air Flow Sensor / MAF

This field 4 in block 002 indicates the airflow in grams per second, measured by the MAF
sensor. That is the amount (mass) of air the engine is sucking in. The ECU calculates the
fueling parameters based on this figure.

Check the MAF reading at idle. Make sure the car is running and warmed up and the A/C is off. The value at idle should be between 2 and 4 g/s. If it’s lower than 2 g/s, then the MAF is presumably faulty, or there is a leak in the intake tubing between the MAF and the turbo. On a chipped car one would expect MAF numbers to increase linearly as the car approaches redline under WOT. The highest numbers will be seen at or near redline and are likely to be in the neighborhood of 190-220g/s for a chipped TT225. Low numbers at redline, such as 160g/s, are a good indicator your MAF is on the way out.

If you suspect your MAF is bad, one way to test it is to unplug the connector. With the MAF unplugged, the ECU will run on the baseline tables. If the engine runs smoother without the MAF, the chances are the MAF is knackered.

2.6.3 Block 031 – Lambda (A/F)

Refer to section 2.4 for complete description.

This value is particularly important to be viewed and interpreted only when the car is under full throttle (WOT). Take your logs in third gear (or higher if your local authorities will allow) from 2500rpm till redline.

Usually you will see values like: 1.0 ~ 14.7:1 stoich a/f ratio; 0.85 ~ 12.5:1 “high power ratio”;
0.75 ~ 11:1 “redline ratio”. To convert between lambda and A/F, simply multiply by 14.7.
Remember that lean is your ultimate enemy. Running too lean for too long will spell disaster for the motor. Ideally you would like to see the A/F passes linearly from the stoich 14.7:1 at idle, towards 13:1 in the mid rpms, to at least 12:1 at redline. This would show a car that is getting good fuel mileage under easy driving, but richens up nicely as you wind it out under full throttle to redline. This would make you feel at ease driving the car under high load conditions at high speeds or using the car for frequent track days.

– 16 –

2.6.4 Block 004 – Intake Air Temperatures

This block displays the coolant temperature and the intake air temperature. The intake air
temperature probe is located in the intake manifold just after the throttle body. This sensor measures the temperature of the air after it has passed through the intercoolers and is entering the engine to mix with the fuel. Ideally the intake air should be as cool as possible, perhaps remaining at ambient temps.

The intercoolers are designed to make use of the air flowing over the car to cool the intake
air. It is common to see temps begin to rise after a spirited driving regimen while the car is
stationary. Watching those temps rise while idling and then observing how quickly they once again reduce as the car goes underway gives some insight into the recovery rates of the intercoolers.

You may also want to observe the temps througout a 3rd gear wide open throttle (WOT) run, to see if the temps remain cool and stable. If the temps start to raise too high (near 100°C), this may be an indicator that the boost pressure is too high, or an intercooler upgrade would be of benefit.

2.6.5 Block 020 – Timing Retard

This block shows the timing retard for each cylinder. You should see a field of zeros
everywhere, with a few possible spikes up to 9°KW. The number 0 in each of the cylinder
boxes indicates no timing retard is taking place. Non-zero numbers indicate the timing
advance is reduced.

Now, what if you see some random numbers like “1.5” and “3” every once in awhile? This
should be fine. If you were a tweaker, ideally you would want to find that point where you are able to use the most timing without triggering problems. Since most people do not mess with timing adjustments, we want to see as close to zero as possible thoughout.
Warning! The ECU can retard timing no more than 12°KW. Timing retard greater than
10°KW should make you worried, and is a major player in engine destruction.

Example: An engine running very safe timing (standard map)

Audi-TT-MK1-8N-safe-timing-standard-map

– 17 –

Example: An engine running too much timing advance:

Audi-TT-MK1-8N-too-much-timing-map

Example: An engine running aggressive timing (remap):

Audi-TT-MK1-8N-agressive-timing-remap– 18 –

 

2.6.6 Block 112 – Exhaust Gas Temperatures (EGT)

This monitors the exhaust gas temperatures in the exhaust manifold. To find out the full
temperature range, take your car out for some spirited full boost runs, then start logging in
the normal 3rd gear WOT manner. If you want to see what the limits are here, it will take
some beating on the car to find it. When the car is still warming up, your readings may not
accurately reflect just how high these temps can get.

Exhaust gas temperatures up to 900°C are common to the 1.8T engines, especially when
heavily boosted. The sensor appears to be only accurate to 999°C. If you see readings
creeping up this high, you have a great indicator that something is not right on your car and your engine is not happy with you.

Warning! Running too high of temps for too long will spell disaster.

2.6.7 Block 115 – Requested Boost and Actual Boost

This block displays the boost requested by ECU (command pressure) in the first column, and the boost actually made by the turbo (boost pressure) in the second column. This is a very helpful channel for diagnosing boost leaks, limp mode problems, and general hardware issues.

The numbers here are absolute pressures, without atmosphere pressure correction
(1013mbar at sea level). Usually it’s good enough to subtract 1000mbar from the numbers, though the real barometric pressure is available in block 113. Further, if you need the numbers in psi, just multiply by 0.0145.

So why are the above numbers important to us, other than acting as a boost guage to
entertain us? Well, as you can imagine, if you had a boost leak you would have a car that is
requesting the correct boost but you would see very little in the actual boost column. In the case that you had just installed your new boost controller or N75 valve, you may find that your actual boost is far exceeding the requested boost. The ECU will sense this as
“overboost condition”, and go into limp more.

For those of us who dare to run a turbo that was not designed specifically for the software
they are using, this is a great way to see why it is not working out for you. For example, the boost maps on a K03 will show the ECU requesting max boost at around 3000rpms (this is a small turbo that makes its boost low in the rpm range). Now if you were to throw on a Garrett gt28r or T28 turbo, you would see that the computer will still request the max boost at 3000rpm, but the turbo is not capable of making it until closer to 3800rpm, leaving you with an “underboost” condition.

Note. The sensor will only measure up to 2540mbar, including atmospheric pressure. This
means that if you are running more than 1.54bar or 21.75psi of boost, this sensor will not
measure beyond it. Both values will max out at 2540mbar.

– 19 –

2.7 Testing Sensors and Switches

Courtesy of jonas@TT-forum

The six simple tests in this section check the proper function of various sensors and switches. Also, basic connectivity is tested.

Before starting, the following conditions must be met:

• No DTCs
• Battery voltage at least 11.5V
• All electrical instruments switched off
• Air conditioner switched off
• Engine stopped, ignition on
• Vehicle stationary; don’t do it while driving!

WARNING! All ABS/EPS functions are deactivated while accessing the ABS/EPS
measuring blocks!

Note. If any of the checks fails, please refer to the service manual.

2.7.1 ECU Block 062 – Accelerator Pedal

The DBW accerelator pedal has two position senders, G79 and G185, in a joint
housing. The sender potentiometers are connected so that the voltage from G79
is twice the voltage from G185. The ECU converts the voltage values to
percentage values, 5V corresponding to 100%.

Enter the ECU Measuring Block 062.

Press the accelator pedal slowly. The values in fields 3 and 4 should increase
steadily. The tolerance ranges are 12% … 97% and 4% … 49%, respectively.
Check that the value in field 4 is about half of the value in field 3.

2.7.2 ECU Block 066 – Clutch and Brake Pedal Switches

The clutch pedal position is sensed by the switch F36. It provides the position
information to the ECU for avoiding speed overshoot and load change jolting on
disengaging the clutch.

The brake pedal is equipped with two switches. The first switch controls the
brake lights. The second switch provides the brake pedal position to the ECU.
Enter the ECU Measuring Block 066.

Depress the clutch pedal. Check the sixth digit in field 2. The value should
change from 0 to 1. Pump the pedal a couple of times to see that the value
follows the pedal position.

Depress the brake pedal. The seventh and eighth digits in field 2 should change
from 0 to 1. Pump the pedal a couple of times to check that the values
correspond to the pedal position.

– 20 –

2.7.3 ECU Block 056 – Steering Pressure Switch

The power steering pressure switch F88 is used for idling speed stabilization
during pressure peaks. The switch is activated when the steering is fully left or
right locked, and during rapid movements.

Enter the ECU Measuring Block 056.

Check the third digit in field 4. It should change from 0 to 1 when the steering is
locked.

2.7.4 AWD Block 001 – Brake Switches

The brake pedal sender information is transferred from the ECU to the Halder
controller via a CAN bus. The information available in the Haldex measuring
blocks should coincide with the switch positions.

Enter the AWD Measuring Block 001.

Field 1 and 2 indicate the brake light switch and handbrake switch positions,
respectively. Check that the value in field 1 changes when the brake pedal is
depressed. Check that the value in field 2 changes when the handbrake in
engaged.

2.7.5 ABS/ESP Block 003 – Brake Switches

The brake pedal sender information is transferred from the ECU to the ABS
controller via a CAN bus.

Enter the ABS Measuring Block 003.

Field 1 indicates the brake light switch position. Check that the status changes
when the brake pedal is depressed.

2.7.6 ABS/ESP Block 004 – Movement sensors

Enter the ABS Measuring Block 004.

Field 1 indicates the steering angle sender G85 position. With the vehicle moving
in straight line, the value should be within ±4.5°.

Field 2 is lateral acceleration, measured by sender G200. When the vehicle is not
moving, the value should be within ±0.5m/s2.

Field 3 is yaw rate, measured by sender G202. The value should be within
±2.5°/s when the vehicle is stationary. Negative value indicates turning right –
positive turning left.

– 21 –

2.8 Testing Lambda Control and CATs

The sequence of 10 tests in this section checks the proper function of the air mass sensor,
the catalyst, the lambda sensors, and the fuel tank breather. Running the tests regenerates
the readiness information that can be accessed in the VAG-COM function “Readiness”.

Before starting, the following conditions must be met:

• No DTCs
• Battery voltage at least 11.5V
• Coolant temperature at least 80°C
• All electrical instruments switched off
• Air conditioner switched off
• Engine stopped, ignition on
• Vehicle stationary; don’t do it while driving!

A tool for fixing the accelerator pedal position could be handy. A steady leg is also fine.
Note. According to the service manual, the following tests should be run in the specified
order.

Note. If any of the tests fails, please refer to the service manual.

2.8.1 Block 060 – Throttle Body Adaptation

Note! Be sure NOT to touch the accelerator and make sure the engine is NOT
running!

Enter the Basic Settings block 060.

Once started, you will see the rightmost field saying “ADP RUN”. The adaptation
step counter in the third field represents the adaptation status. Following adaption,
the step counter reaches the number 8, but some numbers may also be skipped.
The crucial factor is not the behaviour of the step counter (field 3) during adaption,
but rather that the specification “ADP OK” is displayed in field 4 afterwards.

2.8.2 Block 002 – Air Flow and Fuel Injection

Note! Before continuing:

• Start the engine, leave it idling

Enter the Basic Settings block 002.

Check field 3, the average injection period. The value should stay within 1.0ms …
4.0ms.

Check field 4, the air mass flow. The value should generally stay in range 2.0 …
4.5g/s. Usually, when all electric equipment is turned off, the value should be
around 3g/s.

– 22 –

2.8.3 Block 030 – Lambda Control Operating Status

Note! Before continuing:

• Adjust the engine RPM to 2000 using the handy tool, or your steady leg

Enter the Basic Settings block 030.

In block 030, the fields 1 and 2 are three-digit binary codes that give the status of
the oxygen sensors. The first digit indicates the probe heating status, the second
digit indicates the probe condition, and the third digit indicates lambda control
status. The value should fluctuate between 111 (heater on) and 011 (heater off).
The last two digits can also fluctuate between 1 and 0, but should be
predominantly 11.

Do not continue with testing until the displays have reached 111 in field 1 and
110 in field 2, at least once.

2.8.4 Block 034 – Ageing of Pre-Cat Oxygen Sensor

Enter the Basic Settings block 034.

Field 2 shows the Exhaus Gas Temperature, measured by the oxygen sensor. It
must be above 350°C for the test to succeed.

The value in field 3 is called “dynamic factor”. It is an indicator for lambda probe
ageing. The value should be above 0.5; the value for a new sensor is ~2.0. It will
decrease as the sensor ages.

The field 4 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘B1-S1 OK’ or ‘B1-S1 NOT OK’ afterwards. It may take several minutes to
obtain result of diagnosis.

Do not continue with testing unless the field 4 is indicating “B1-S1 OK”.

2.8.5 Block 036 – Post-Cat Oxygen Sensor Diagnosis

Enter the Basic Settings block 036.

The field 2 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘B1-S2 OK’ or ‘B1-S2 NOT OK’ afterwards. It may take several minutes to
obtain result of diagnosis.

Do not continue with testing unless the field 2 is indicating “B1-S2 OK”.

2.8.6 Block 037 – Lambda System Diagnosis

Enter the Basic Settings block 037.

The value in field 2 is the post-cat lambda probe output voltage, with range of
0.10 … 0.95V. It should remain as constant as possible. Considerable voltage
fluctuations are an indication of catalytic converter damage. A constant voltage of
0.450V is an indication of damaged wiring.

– 23 –

The third field is lambda correction value between the pre and post-cat sensors.

It should stay below 0.02.

Note. If the lambda probe voltage is OK and the lambda correction value is still
greater than 0.02, even after a test drive, this is an indication of ageing of the
lambda probe upstream of the catalytic converter.

The field 4 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘System OK’ or ‘System NOT OK’ afterwards. It may take several minutes
to obtain result of diagnosis.

Do not continue with testing unless the field 4 is indicating “System OK”.

2.8.7 Block 043 – Ageing of Post-Cat Oxygen Sensor

Enter the Basic Settings block 043.

The field 4 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘B1-S2 OK’ or ‘B1-S2 NOT OK’ afterwards. It may take several minutes to
obtain result of diagnosis.

Do not continue with testing unless the field 4 is indicating “B1-S2 OK”.

2.8.8 Block 046 – Catalytic Converter Diagnosis

Enter the Basic Settings block 046.

Field 2 indicates the CAT Temperature (EGT), which must be more than 320°C
for the test to start. Increase engine speed if necessary.

Field 3 is the CAT Conversion Efficiency. If the cat is good, the value should be
below 0.50 at the end of the test.

The field 4 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘CAT B1 OK’ or ‘CAT B1 NOT OK’ afterwards.

Do not continue with testing unless the field 4 is indicating “CAT B1 OK”.

2.8.9 Block 070 – Fuel Tank Breather Valve Diagnosis

Note! Before continuing:

• Remove the accelerator tool / leg – let the engine idle

Enter the Basic Settings block 070.

Note. If the test does not start or if the display switches from “Test ON” to “Test
OFF” instantly, give a brief burst of throttle and the test will be repeated.

The field 4 will say either ‘TEST OFF/ON’ before/while the test is running, and
either ‘TBV OK’ or ‘TBV NOT OK’ afterwards.

Do not continue with testing unless the field 4 is indicating “TBV OK”.

– 24 –

2.8.10 Block 056 – Idling Speed Diagnosis

Enter the Basic Settings block 056.

Field 1 indicates the actual engine speed. Field 2 indicates the requested speed,
which is usually 760rpm, unless changed in the engine adaptation. The value can
be higher also during warmup.

Verify that the actual speed coincides with the requested speed. Turn on Air
Conditioning. After short fluctuation, the values should coincide again.
Exit the Basic Settings screen.

2.8.11 Readiness

Enter the Readiness function “15”.

All the fields should indicate “PASSED”.

– 25 –

2.9 Testing the Dashpod

Courtesy of jonas@TT-forum

A failing dashpod is one of the most common problems with TTs. The actual problem is with the fuel and temperature gauges, which can get jammed due to a design flaw. Usually the needles are showing incorrect readings, or not moving at all.

Thanks to the brave people on the TT-forum, Audi UK is now recognising the problem:
Audi Recognises that a number of fuel and temperature gauges haven’t been
working correctly, mainly on cars built up to mid-2004, when an improved
instrument panel was introduced. It has now agreed to replace units that are out
of warranty on cars up to five years old, completely free, on what it calls a ‘caseby-
case’ basis. Better still, anyone who has already paid for a new dashpod will
also be ‘treated sympathetically on a case-by-case basis’.

To verify that the problem is actually with the dashpod, and not with any of the senders, there are a couple of easy checks to perform.

2.9.1 Coolant Temp on the CC Display

The temperature gauge can be checked against the actual coolant temperature
reading on the CC display, using the code 49. To access the CC codes, see
section 2.2, Climate Control Diagnosis Codes.

Audi-TT-temperature-gauge-1

The temp gauge should be indicating the exact temperature, when the coolant
temperature is within 50…80°C or 110…130°C. When the temperature is in the
normal operating range of 80…110°C, the needle should be sticking to 90°C.

Audi-TT-temperature-gauge-2

– 26 –

2.9.2 Fuel Level and Coolant Temp in VAG-COM

The fuel and temp gauge readings can be also checked against the fuel level and
the coolant temperature values in VAG-COM. To enter the measuring block,
select Instruments, then hit Meas. Blocks – 08:

Audi-TT-Fuel Level and Coolant Temp in VAG-COM-1

Too see the fuel level, enter 002 in the Group box and hit Go!. For the
temperature, enter 003 in another group box.

Audi-TT-Fuel Level and Coolant Temp in VAG-COM-2

If the values do not match with the gauge readings, the gauges are faulty.

Audi-TT-Fuel Level and Coolant Temperature

– 27 –

2.9.3 Dashpod Self-Diagnosis

It is also possible to run a self-diagnostic check with the dashpod. The diagnosis
function will actuate five control elements in the dashpod in sequence.
To start the sequence, enter Instruments, then select Output Tests – 03, and
finally press Start / Next.

Audi-TT-8N-MK1-Dashpod-Self-Diagnosis-1

1. Analog gauge sweep. The full range of the analog gauges is tested. Then the
following fixed values will be displayed: 90°C, 1/2 fuel, 3000rpm, 62mph. Now, check
that the fuel and temp gauges are showing these values!

Audi-TT-8N-MK1-Dashpod-Self-Diagnosis-4

2. Warning lamp test. Lamps are lid (not all, though).

Audi-TT-8N-MK1-Dashpod-Self-Diagnosis-2

3. Gong sound test.

– 28 –

4. Display segment test. All segments on all displays are lid.

Audi-TT-8N-MK1-Dashpod-Self-Diagnosis-3

5. Illumination test. The illumination switches to dark, brightens, then dims down
again, and finally switches back to the original brightness.

Obviously, all the tests should perform the described functionality; especially the
gauges should be moving freely and showing correct values.

– 29 –

3. TWEAKING

3.1 Changing Temperature Display – Celcius / Fahrenheit

Courtesy of Waks Wide Web

The temperature on the climate control and on the dash computer can be easily changed
between Celcius and Fahrenheit:

1. Press and hold the recirculation button

2. Twist the temperature up to switch between degrees Celsius / Fahrenheit

3. When satisfied, let go the recirculation button

Enjoy the more familiar readings!

3.2 Xenon Adjustment

Courtesy of TTinTO on AudiWorld and Ross-Tech wiki

When I recently took delivery of my ’03 A4 Avant 1.8T, I noticed that the headlights were
aimed too low. Foreground illumination was excellent; however I was having difficulty picking out signs further down the road. They were certainly not aimed as optimally as the Xenons on my TT (after several trips to the dealer to get it right).

When I parked the A4 alongside the wall of an industrial building at night, a sharp downwards slope was evident. The lights were aimed approximately 20-30 degrees from horizontal, too low for my taste.

Here is the procedure to adjust the vertical aim of OEM Xenons:

1. Park the car on a level surface, 10 to 20 feet from a wall if possible. Connect the
VAG-COM as usual, with both ignition and xenons on.

2. Select control module “55” Light Range. This is somewhat hidden under “Less
Common Modules”.

3. Take note of the value in the Soft Coding cell. This is the headlight level as set by the
dealer when they performed the PDI. If you manage to muck things up you can
always go back to this default value.

4. Click on “07 Recode” and you will be able to modify this soft coding value. A smaller
value aims the ights higher, and lower value aims the lights lower. Click on “Do it!” to
see the lights move up or down.

5. Don’t over do it. I suggest that you choose a value that still has a gentle downwards
slope to avoid blinding other people on the road. I changed my original value from
00060 to 00020 and it’s perfect.

6. Now you need to recalibrate the self-leveling reference point, or else you will throw a
code the next time you start the car.

7. To do this, select “04 Basic Settings” and scroll up to “Group 001”. In a few seconds
the first cell will change from “wait” to “set”. Now scroll to “Group 002” and wait until
the controller says “Learned”.

I can confirm that this tweak works on a ’01 TT 225 and ’03 A4 Avant 1.8T. Although I have not tested it, this should work on all current Audi cars with OEM self-levelling Xenon lights.

Enjoy your improved visibility!

– 30 –

3.3 Dashpod Illumination

Courtesy of Waks Wide Web

Previous discussions have mentioned how some dash pods had different illuminations and
consensus was that Audi changed pod models. The pod illumination is in fact customisable;
you can set it to a number of settings when the ignition is on and the lights off:

1. All off

2. Pointers Lit all the time

3. Scales Lit all the time

4. Pointers & Scales Lit all the time

By default my pointers were lit all the time, but recently I found that when wearing sun
glasses or going through a tunnel having the scales lit as well makes them much easier to
read and being able to set this is very useful.

Always note down the original setting of anything you do and if you are not confident with
what you are doing then just don’t do it. YOU HAVE BEEN WARNED.

1. In “17” for the Instruments, select “10″ Adaptation

Audi-TT-8N-MK1-Dashpod-Illumination-VAG-COM-1

2. Read channel “19”

Audi-TT-8N-MK1-Dashpod-Illumination-VAG-COM-2

– 31 –

3. Change the first digit (fifth counting from right) of the value in that channel to correspond to the mode you desire. There are four lighting modes:

Mode 0: Nothing lit until ext. light on

Mode 1: Pointers lit all the time

Mode 2: Scales lit all the time

Mode 3: Pointers and Scales lit all the time

4. TEST the new value, 30010 in this case:

Audi-TT-8N-MK1-Dashpod-Illumination-VAG-COM-3

5. If you’re satisfied with the results, hit Save.

– 32 –

3.4 Fuel Gauge Calibration

Courtesy of jonas@TT-forum

If your fuel gauge is not exactly spot on, here are the instructions to fix it.
The fuel level sender in the fuel tank is directly connected to the dashpod that measures the resistance of the sender. The resistance value is then converted to the estimated fuel level, which is finally indicated on the fuel gauge. If the gauge does not correspond to the actual fuel level, it is possible to adjust the resistance conversion curve.

The dashpod Adaptation Channel 30 accepts values 120 … 136, corresponding to -2l … +2l
adjustment range to the fuel level. An adjustment of 4 equals 1l. Value 128 corresponds to
no adjustment, which is the default.

It is strongly adviced to only adjust the empty tank range of the gauge. It should not really
matter whether your gauge is showing exactly full tank after fillup, but it is essential the
gauge is indicating empty when you are running on vapours!

To perform the adjustment:

1. In “17” for the Instruments, select “10″ Adaptation

2. Read channel 30

3. Enter the new value, always 5 digits, prefixed with zeros. For example, enter 00124 to
do -1l adjustment

4. Test the new value

5. If you’re satisfied with the results, hit “Save”

– 33 –

3.5 Key Fob Recoding

Courtesy of Waks Wide Web, Chip_iTT & jonas on TT-forum

These instructions allow you to reprogram the remote locking function on your “switchblade” key fob. This does NOT reprogram the immobiliser or anything related to the ECU/Dashpod or the key blade itself – only VAG can do that. This only relates to the remote locking system.

The remote uses a rotating pseudo-random code security system, which relies on both the
car and the key fob knowing the next few numbers in the sequence of just over 16000
numbers. If you press the key out of range too often they get out of step. This process gets
them back in step again by resetting the sequence. It relies on you being able to open the car with the key in order to prove that the keyblade and the car are related.

The Central Locking controller unit has four “memory slots” for storing the key security codes.

When recoding a new key, you need to know which slot is empty. When recoding an existing key, you need to know the exact slot the key is occupying. This information is available in the Central Locking measuring blocks.

Fortunately, it is possible to recode the keys without VAG-COM, if you recode them all at the same time. You will need all your “switchblade” keys, and the plastic master key (can do without, but requires more work).

1. Number the keys; which one is first, second, third, and fouth

2. Put the plastic master key in the ignition. Turn it one click forward

3. Open the window (precaution)

4. Close and lock the driver’s door with the key to program (by twisting the key). Leave
the key in the lock

5. On the key to program, press the ‘UNLOCK’ button – for the first key press once, for
the second key press twice within less than 5 seconds, etc. The lights will flash on the
car, but the doors will remain locked

6. With the key still in the drivers door – unlock then lock the door again (by twisting the
key)

7. Pull the key from the lock and test remote functions

8. Repeat from 4 with the other keys

9. Open drivers door, remove the master key from ignition

– 34 –

3.6 CENTRAL LOCKING…35Central Locking

Courtesy of Waks Wide Web

A number of features of the central locking are not promoted by the dealers but are very
useful to have and make ownership more pleasurable and safer.

The features control these four main functions:

1. Windows open/close – The comfort feature allowing windows to be opened or closed
by holding the lock/unlock on the key fob.

2. Autolock – The car will lock when you reach 15km/h and unlock when you pull the key
from the ignition

3. Alarm confirmation beep – a very subtle beep when the alarm is correctly armed, a
small honk if you have a euro/US spec alarm

4. Double press unlock – the drivers door only will unlock on the first press of the
remote, 2nd press will unlock both doors.

Why would you want these features:

• Opening the Windows when you have squeezed the remote in your pocket and are
out of sight of the car can be avoided

• An anti car jacking feature to help ensure your door cant be opened at junctions and
traffic lights

• The alarm may not arm depending on certain conditions, when you are used to the
beep, this is more apparent usually a repeat unlocking and locking will arm the car
properly and the beep is an additional confirmation for you.

• Another anti car jacking feature to only unlock the driver’s door and avoid anyone
jumping into the passenger seat whilst you are getting into the car.
In “35” Central locking, the “Soft. Coding” field contains the information, 07918 in this case:

Audi-TT-MK1-8N-Central-Locking-VAG-COM
The software coding can simply be entered and decoded visually with a clever program
called BaseCode, available on Kev’s site.

To display the currently selected options, simply select or deselect the required settings and the New Base Code window will show the new value.

– 35 –

Audi-TT-MK1-8N-Central-Locking-VAG-COM-2

Select “07” Recode on Vagcom and the following window will be displayed

Audi-TT-MK1-8N-Central-Locking-VAG-COM-3

Replace the 07918 software coding with the new value (7854 example), leave the workshop code alone and click “Do It!”.

Exit VAG-COM, switch the ignition off and test the selected features.

For complete list of the encoding values, see section 4.12.

-36 –

3.7 Lemmiwinks

The TT ECU has 14 adaptation channels – engine parameters – that can be tuned with VAGCOM. However, some of the channels are read-only, and for the rest the accepted value range is very limited. Lemmiwinks is a program that can tweak the channels without
limitations.

WARNING! You should not even consider using this software if you are not familiar with the engine management and VAG-COM data logging. Without verifying the results in VAG-COM you are most likely going to destroy your engine!

Audi-TT-MK1-8N-ECU-adaptation-channels

Courtesy of 27psiBoom on VWvortex forum

3.7.1 How it works

Adaptation channels making minor tweaks to engine operating parameters (e.g. engine idle
speed adjustment). These settings can be modified using the dealer’s diagnostic equipment
or VAG-COM.

These settings are stored in a serial eeprom which means the settings will not be lost if the
ECU loses power. This is the same eeprom that stores data that can change from time to
time like diagnostic trouble codes. This serial eeprom is different from the flash memory chip that stores the main engine control program, and therefore changes made to adaptation channels will not affect code checksums.

As an example, let us take a TT owner who is happy with the performance of his engine but would like to have his speed limiter raised. There is an adaptation channel that can be used to raise or lower the speed limiter setting, and if there were a way to change this adaptation channel then there would be no need for this owner to even buy a chip. He would be able to continue running with bone stock ECU programming with no worries about a dealership detecting a chip (since there is no chip), and if he were particularly worried he would simply restore the default factory setting before bringing the car in for service.

– 37 –

So, he connects to his ECU with VAG-COM, goes to adaptation channel 7, and tries raising
the speed limiter. But it doesn’t work: the commands that request the setting of new
adaptation channel values have built in limit checks and reject the new values. In this
particular case, the speed limiter related adaptation channel is effectively disabled since the stock ECU programming limits the control range so that the only valid value is zero (i.e. no change).

So the issue boils down to this: is it possible to change these adaptation channels in such a
manner that the original factory limits are bypassed? There are two possible approaches.
First, one can make a chip with the preset adaptation channel limits extended to allow a
larger adjustment range. Second, one can bypass the VAG adaptation channel routines and
directly place the new adaptation channel settings into the ECU.

Changing the preset adaptation channel limits in a chip is the only option for VAG group
diesel ECUs, Magneti Marelli ECUs, and older Bosch ECUs. These codes check the
adaptation channel limits after the values have been read out of the serial eeprom. Motronic 7 ECUs do not do this check which opens up the second method.

Directly transferring the new adaptation channel values into the ECU works by finding the
RAM memory location where the ECU stores the adaptation channel data and directly writing the changes to those RAM memory locations. When the ignition key is turned off the ECU enters a housekeeping mode where among other tasks the modified adaptation channel data is written into the serial eeprom. This roundabout method is required because memory writes directly to the serial eeprom are blocked.

Interestingly, this method will not work using the VAG mode protocol. Write access is allowed to any ECU RAM location except those locations that store the serial eeprom data. Someone at Bosch clearly knew about this vulnerability and took measures to close this loophole. But for some reason this loophole was left in the KWP2000 routines.

Each ECU code stores this adaptation channel data in different RAM locations. To make this method work with any ECU one runs through the following steps:

1) Establish communications with the ECU using KWP2000 mode;

2) Read data directly from serial eeprom (since read access is allowed);

3) Search for this data in the ECU’s RAM;

4) Write the new adaptation channel settings to the RAM location;

5) Cycle ECU power (turn off ignition) to have ECU transfer the new settings into the serial
eeprom.

The KWP2000 protocol is not as reliable as the VAG protocol. Some cars will have
communications problems, which often can be worked around by pulling the instrument
cluster fuse (make sure VAG-COM will be able to clear you air bag DTC light before doing
this!).

Using the KWP2000 protocol gives one the ability to change settings in any VAG Motronic 7 ECU regardless of whether the ECU is stock or chipped.

– 38 –

3.7.2 How to use

1. Attach VAG-COM cable
2. Turn on ignition
3. Bring up Lemmiwinks software
4. To read the current settings from the ECU, click “Read”
5. Adjust settings at will
6. Click ‘SET’ to connect to the ECU and apply new settings
7. When asked to cycle ECU, simply turn off ignition, later turn on
8. To close the software, click ‘OK’
9. Enjoy

If you can’t establish communication with the ECU, take off your Instrument Cluster fuse 11.

3.7.3 ECU Adaptation Channels

This lists all Bosch Motronic 7 adaptation channels with a typical factory VAG
control range and the maximum possible control range if one were to directly
write changes to the serial eeprom.

3.7.3.1 Channel 1: Additive Engine Idle Speed Offset

This channel adjusts the engine idle speed in steps of 10 rpm.
Base value: 760 rpm

VAG control range: -50 rpm … +50 rpm
Lemmiwinks control range: -1280 rpm … +1270 rpm

3.7.3.2 Channel 2: Fuel Enrichment on Increasing Loads

This channel adjusts a fuel enrichment term that is proportional to load rate of
change. It acts to enrich fuel when the engine load is increasing. This is
equivalent to an accelerator pump function.

VAG control range: 100% … 110%
Lemmiwinks control range: 0% … 200%

3.7.3.3 Channel 3: Fuel enrichment on Decreasing Loads

This is very similar in function to channel 2, but adjusts a term that works to
increase fuel when engine load is decreasing. This is also equivalent to an
accelerator pump function.

VAG control range: 90% … 100%
Lemmiwinks control range: 0% … 200%

3.7.3.4 Channel 4: Startup Fuel Enrichment

This adjusts the startup fuel enrichment term.

VAG control range: 100% … 110%
Lemmiwinks control range: 0% … 200%

– 39 –

3.7.3.5 Channel 5: Warmup Fuel Enrichment

This adjusts the warmup fuel enrichment term.

Presumably the ECU uses this setting when the temperature needle is showing
below 90C, which roughly equals coolant temperatures below 82C.

VAG control range: 90% … 100%
Lemmiwinks control range: 0% … 200%

3.7.3.6 Channel 6: Lambda Regulation Cycle

This tweaks a lambda regulation system’s oxygen sensor cycle time in steps of
10 milliseconds.

VAG control range: -100ms … +100ms
Lemmiwinks control range: -1280ms … +1270ms

3.7.3.7 Channel 7: Additive Offset on Speed Limiter

This adjusts the speed limiter in steps of 1 km/h.
Base balue: 250km/h or 155MPH
VAG control range: none
Lemmiwinks control range: -128km/h … +127km/h

3.7.3.8 Channel 8: Secondary Fuel Tweak

This adjusts the fueling; presumably how fast the injectors react, by changing the
pulse-width as a function of gross changes in the airflow. Higher values smooth
out boost onset during part throttle. This parameter is useful if you are running
uprated injectors.

This parameter does not have much effect on the fuel trims, at least in range
100%-120%. However, some people are reporting lower mpg with values over
130%.

VAG control range: 100% … 110%
Lemmiwinks control range: 0% … 200%

3.7.3.9 Channel 9: Ignition Timing Angle Offset

This allows shifting the ignition timing angle up or down in steps of 0.75 degrees.
Negative values retard ignition, positive values advance.

Warning! This is the most dangerous parameter in Lemmiwinks. If adjusting at
all, start carefully. Proceed with 0.75 steps, checking all relevant engine
parameters with VAG-COM after every change.

VAG control range: none
Lemmiwinks control range: -96 deg … +95.25 deg

– 40 –

3.7.3.10 Channel 10: Primary Fuel Term

This parameter adjusts the multiplicative fuel trim. Note that the ECU will
compensate idle and part throttle for stoich, so this parameter only sets the
starting point – the offset – for the trim (second field in Block 032). It is useful if the
trim would otherwise be out of scale, causing CEL.

Note that this parameter allows tuning the fueling in steps of 0.125%. The ECU,
on the other hand, can only adjust fueling in steps of 0.8%

VAG control range: none
Lemmiwinks control range: -25.0% … +24.8%

3.7.3.11 Channel 11: Unused

Unused in the TT ECU.

VAG control range: none
Lemmiwinks control range: -128 … +127

3.7.3.12 Channel 12: Specified Engine Load Scaling Factor

This factor allows one to scale the specified engine load.
The default value comes set at the maximum value, so specified engine loads
can only be reduced with this adaptation channel.

VAG control range: always 100% (no adjustment)
Lemmiwinks control range: 0% … 100%

3.7.3.13 Channel 13: Control Bits

These control bits affect engine idle control. So far, no specific information is
available.

VAG control range: Limited to 2 control bits
Lemmiwinks control range: All 8 control bits can be set or cleared

3.7.3.14 Channel 14: Additive Offset to Idle Torque

This channel allows one to raise the minimum torque maintained at idle.

VAG control range: 0 … 31 (unknown units)
Lemmiwinks control range: 0 … 255

– 41 –

4. LISTS AND TABLES

4.1 Codes for Common Parts

4.1.1 Fluids

Audi-TT-8N-MK1-Fluids

4.1.2 Body and Interior Parts

Audi-TT-8N-MK1-Body-and-Interior-Parts

4.1.3 Electrics

Audi-TT-8N-MK1-Electrics

4.1.4 Running Gear

Audi-TT-8N-MK1-Running-Gear

– 42 –

4.1.5 BAM Engine

Audi-TT-8N-MK1-Bam-Engine

– 43 –

4.2 Climate Control codes

Courtesy of Audiworld, jonas@TT-forum

The available CC codes are listed in the table below. The codes in grey are not verified; the
information may not be correct for the TT.

Some of the code values can be adjusted by twisting the air blower speed knob. They are
marked in the second column.

1      System malfunction – displayed as a Diagnostic Trouble Code (DTC), see section 4.2.1
2      Digital value of Interior Temperature Sensor G86, in Headliner
3      Digital value of Interior Temperature Sensor G56, in Instrument Panel
4      Digital value of Fresh Air Intake Duct Temperature Sensor G89
5      Digital value of Outside Air (Ambient) Temperature Sensor G17, front
6      Digital value of Outside Air (Ambient) Temperature Sensor
7      Digital value of Ambient Temperature Sensor At Fresh Air Blower G109
8      Delta value of Temperature Regulator Flap G92
9      Position of the Temperature Regulator Flap Motor Potentiometer G92
10 XX      Requested position of the Temperature Regulator Flap G92 [0-255]
11      Position of the Central Flap Motor Potentiometer G112 [0-255]
12 XX      Requested position of the Central Flap [0-255]
13      Position of the Footwell/Defroster Flap Motor Potentiometer G114 [0-255]
14 XX      Requested position of the Footwell/Defroster Flap [0-255]
15      Position of the Air Flow Flap Motor Potentiometer G113 [0-255]
16 XX      Requested position of the Air Flow Flap [0-255]
17      Vehicle Speed [km/h]
18      Actual Air Blower voltage [Volts]
19 XX      Requested Fresh Air Blower voltage [Volts]
20      Termial 15 (system) voltage [Volts]
21      Number of low voltage occurrences, non-transient
22      Cycle condition of A/C Refrigerant High Pressure Switch F118
23      Cyclings of the A/C Refrigerant High Pressure Switch F118
24      Cyclings of the switches, absolute non-fluctuating
25      ?
26      Analog/Digital value, Engine Coolant Temperature (ECT) Warning Light
27      Engine Speed [x10 RPM]
28      ?
29      ?
30      ?
31      ?
32      Feedback value, flap position, Temperature Regulator Flap G92
33      Feedback value, flap position, Central Flap G112
34      Feedback value, flap position, Footwell/Defroster Flap G114
35      Feedback value, flap position, Air Flow Map G113
36      Feedback value, cold end-stop, Temperature Regulator Flap G92
37      Feedback value, hot end-stop, Temperature Regulator Flap G92
38      Feedback value, cold end-stop, Central Flap G112
39      Feedback value, hot end-stop, Central Flap G112
40      Feedback value, cold end-stop, Footwell/Defroster Flap G114
41      Feedback value, hot end-stop, Footwell/Defroster Flap G114
42      Feedback value, cold end-stop, Air Flow Map G113
43      Feedback value, hot end-stop, Air Flow Map G113

– 44 –

44      Vehicle operation cycle counter
45      Calculated interior temperature (internal software, in digits)
46      Outside (ambient) temperature, filtered, for regulation (internal software)
47      Outside (ambient) temperature, unfiltered, (internal software, in deg C)
48      Display check (all segments of A/C Control Head display light up)
49      Engine Coolant Temperature (ECT) in deg C
50      Standing time (in minutes)
51      Engine Coolant Temperature (ECT), Smoothed in deg C
52      ?
53      ?
54 XX ?
55      Outside (ambient) temperature, in deg C or deg F
56      Temperature in deg C, from Interior Temperature Sensor, in Headliner (G 86)
57      Temperature in deg C, from Interior Temperature Sensor, in Instrument Panel (G 56)
58      Temperature in deg C, from Fresh Air Intake Duct Temperature Sensor (G 89)
59      Temperature in deg C, from Outside Air (Ambient) Temperature Sensor (G 17)
60      Temperature in deg C, from Ambient Temperature Sensor At Fresh Air Blower (G 109)
61      ?
62      ?
63 XX ?
64      ?
65      ?
66      ?
67      ?
68      ?
69      ?
70      ?
71      ?
72      ?
73 XX ?
74 XX ?
75 XX ?
76 XX ?
77      ?
78      ?
79      ?
80      ?

– 45 –

4.2.1 1C – Diagnostic Trouble Codes

The trouble codes reported on Climate Control channel 1 (1C) are listed in the table below.

00.0 No malfunction present
02.1 (G86) Interior Temperature Sensor, in Headliner, static open, digital default value of 128 is programmed if sensor fails
02.2 Interior Temperature Sensor, in Headliner, static short, see 02.1
02.3 Interior Temperature Sensor, in Headliner, sporadic open
02.4 Interior Temperature Sensor, in Headliner, sporadic short
03.1 (G56) Interior Temperature Sensor, in Instrument Panel, static open, see 02.1
03.2 Interior Temperature Sensor, in Instrument Panel, static short, see 02.1
03.3 Interior Temperature Sensor, in Instrument Panel, sporadic open
03.4 Interior Temperature Sensor, in Instrument Panel, sporadic short
04.1 (G89) Fresh Air Intake Duct Temperature Sensor, static open, value supplied by Temp. Sensor is used if sensor fails
04.2 Fresh Air Intake Duct Temperature Sensor, static short, see 04.1
04.3 Fresh Air Intake Duct Temperature Sensor, sporadic open
04.4 Fresh Air Intake Duct Temperature Sensor, sporadic short
05.1 (G17) Outside Air (Ambient) Temperature Sensor, front, static open, value supplied by Temp. Sensor is used if sensor fails
05.2 Outside Air (Ambient) Temperature Sensor, front, static short, see 05.1; Digital default value of 128 is programmed if sensors G89 & G17 both fail
05.3 Outside Air (Ambient) Temperature Sensor, front, sporadic open
05.4 Outside Air (Ambient) Temperature Sensor, front, sporadic short
06.1 (G110) Engine Coolant Temperature (ECT), A/C static open. Engine Coolant Temperature is calculated is sensor should fail or is not installed; diagnosis occurs only above 0 degrees Celsius
06.2 Engine Coolant Temperature (ECT), A/C static short, see 06.1
06.3 Engine Coolant Temperature (ECT), A/C sporadic open
06.4 Engine Coolant Temperature (ECT), A/C sporadic short
07.1 (G109) Ambient Temperature Sensor at Fresh Air Blower, static open, Programmed corrective value = 0
07.2 Ambient Temperature Sensor at Fresh Air Blower, static short, see 07.1
07.3 Ambient Temperature Sensor at Fresh Air Blower, sporadic open
07.4 Ambient Temperature Sensor at Fresh Air Blower, sporadic short
08.1 (G92) Temperature Regulator Flap Motor Potentiometer, static open, Temperature Regulator Flap Motor will no longer be controlled automatically; manual adjustment only
08.2 Temperature Regulator Flap Motor Potentiometer, static short, see 08.1
08.3 Temperature Regulator Flap Motor Potentiometer, sporadic open
08.4 Temperature Regulator Flap Motor Potentiometer, sporadic short
08.5 Temperature Regulator Flap, static block, Motor is cycled; software attempts to eliminate block
08.6 Temperature Regulator Flap Motor Potentiometer, malfunction
08.7 Temperature Regulator Flap, sporadic block
11.1 (G112) Central Flap Motor Potentiometer, static open, Central Flap Motor will no longer be controlled automatically; manual adjustment only
11.2 Central Flap Motor Potentiometer, static short, see 11.1
11.3 Central Flap Motor Potentiometer, sporadic open
11.4 Central Flap Motor Potentiometer, sporadic short
11.5 Central Flap, static block; Motor is cycled; software attempts to eliminate block
11.6 Central Flap Motor Potentiometer, malfunction

– 46 –

11.7 Central Flap, sporadic block
13.1 (G114) Footwell/Defroster Flap Motor Potentiometer, static open; Footwell/Defroster Flap Motor will no longer be controlled automatically; manual adjustment only
13.2 Footwell/Defroster Flap Motor Potentiometer, static short, see 13.1
13.3 Footwell/Defroster Flap Motor Potentiometer, sporadic open
13.4 Footwell/Defroster Flap Motor Potentiometer, sporadic short
13.5 Footwell/Defroster Flap, static block; Motor is cycled; software attempts to eliminate block
13.6 Footwell/Defroster Flap Motor Potentiometer, malfunction
13.7 Footwell/Defroster Flap, sporadic block
15.1 (G113) Air Flow Flap Motor Potentiometer, static open; Digital value is internally programmed for limp-home mode
15.2 Air Flow Flap Motor Potentiometer, static short, see 15.1
15.3 Air Flow Flap Motor Potentiometer, sporadic open
15.4 Air Flow Flap Motor Potentiometer, sporadic short
15.5 Air Flow Flap, static block; Motor is cycled; software attempts to eliminate block
15.6 Air Flow Flap Motor Potentiometer, malfunction
15.7 Air Flow Flap, sporadic block
17 Vehicle Speed Signal faulty
18.1 Fresh air blower voltage, static
18.3 Fresh air blower voltage, sporadic
20.1 A/C compressor voltage not OK – static; Compressor remains off until voltage is greater than 10.8V for at least 25 seconds
20.3 A/C compressor voltage not OK – sporadic
22.1 (F118) A/C Refrigerant High Pressure Switch, static open; Compressor remains off until switch closes
22.3 A/C Refrigerant High Pressure Switch, sporadic open
22.5 A/C Refrigerant High Pressure Switch, 120X open; Compressor re-engagement circuit, VAG 1551 Scan Tool function
29.1 Belt slip detection “soft”, static
29.2 Belt slip detection “hard”, static
29.3 Belt slip detection “soft”, sporadic
29.4 Belt slip detection “hard”, sporadic
49.3 ?

– 47 –

4.3 Engine / ECU Measuring Blocks

4.3.1 Measuring Block 000

The measuring block 000 is different from the others in two ways. First, it contains ten fields instead of four. Second, the ecu does not provide any encoding information; all the values are pure decimal numbers without units. However, newer VAG-COM versions provide hints about the content of the fields.

Note. The conversion equations in the table are estimates.

Audi-TT-MK1-8N-Engine-ECU-Measuring-Blocks

– 48 –

4.3.2 General Information Blocks

Audi-TT-8N-MK1-General-Information-Blocks

– 49 –

4.3.3 Ignition & Knock Control Blocks

Audi-TT-8N-MK1-Ignition-and-Knock-Control-Blocks-1

Audi-TT-8N-MK1-Ignition-and-Knock-Control-Blocks-2

– 50 –

4.3.4 Misfire Recognition Blocks

Audi-TT-8N-MK1-Misfire-Recognition-Blocks

4.3.5 EGT / Engine Cooling Blocks

Audi-TT-8N-MK1-EGT-Engine-Cooling-Blocks

– 51 –

4.3.6 Oxygen Sensor Blocks

Audi-TT-8N-MK1-Oxygen-Sensor-Blocks-1

Audi-TT-8N-MK1-Oxygen-Sensor-Blocks-2

– 52 –

4.3.7 Fuel Injection Blocks

Audi-TT-8N-MK1-Fuel-Injection-Blocks

4.3.8 Load Registration Blocks

Audi-TT-8N-MK1-Load-Registration-Blocks

– 53 –

4.3.9 Boost Pressure Control Blocks

Audi-TT-8N-MK1-Boost-Pressure-Control-Blocks-1

Audi-TT-8N-MK1-Boost-Pressure-Control-Blocks-2

– 54 –

4.3.10 Miscellaneous Blocks

Audi-TT-8N-MK1-Miscellaneous-Blocks-p55

– 55 –

4.3.11 Quick Reference

Audi-TT-8N-MK1-Engine-ECU-Measuring-Blocks-Quick-Reference

– 56 –

4.4 Engine / ECU Adaptation Channels

Audi-TT-8N-MK1-Engine-ECU-Adaptation-Channels

– 57 –

4.5 Dashpod Measuring Blocks

Audi-TT-8N-MK1-Dashpod-Measuring-Blocks-1

Audi-TT-8N-MK1-Dashpod-Measuring-Blocks-2

– 58 –

4.6 Dashpod Adaptation Channels

Audi-TT-8N-MK1-Dashpod-Adaptation-Channels

– 59 –

4.7 HVAC Measuring Blocks

Audi-TT-8N-MK1-HVAC-Measuring-Blocks-1

Audi-TT-8N-MK1-HVAC-Measuring-Blocks-2

– 60 –

4.8 Xenon Measuring Blocks

Audi-TT-8N-MK1-Xenon-Measuring-Blocks

4.9 Haldex Measuring Blocks

Audi-TT-8N-MK1-Haldex-Measuring-Blocks

– 61 –

4.10 ABS/ESP Measuring Blocks

Audi-TT-8N-MK1-ABS-ESP-Measuring-Blocks

– 62 –

4.11 Central Locking Measuring Blocks

Audi-TT-8N-MK1-Central-Locking-Measuring-Blocks-1

Audi-TT-8N-MK1-Central-Locking-Measuring-Blocks-2

– 63 –

4.12 Central Locking Encoding Values

Audi-TT-8N-MK1-Central-Locking-Encoding-Values

– 64 –

4.13 Diagnostics Trouble Codes

DTC    P-code    Description
16394    P0010 -A- Camshaft Pos. Actuator Circ. Bank 1 Malfunction
16395    P0020 -A- Camshaft Pos. Actuator Circ. Bank 2 Malfunction
16449    P0065 Air Assisted Injector Control Range/Performance
16450    P0066 Air Assisted Injector Control Low Input/Short to ground
16451    P0067 Air Assisted Injector Control Input/Short to B+
16485    P0101 Mass or Volume Air Flow Circ Range/Performance
16486    P0102 Mass or Volume Air Flow Circ Low Input
16487    P0103 Mass or Volume Air Flow Circ High Input
16489    P0105 Manifold Abs.Pressure or Bar.Pressure Voltage supply
16490    P0106 Manifold Abs.Pressure or Bar.Pressure Range/Performance
16491    P0107 Manifold Abs.Pressure or Bar.Pressure Low Input
16492    P0108 Manifold Abs.Pressure or Bar.Pressure High Input
16496    P0112 Intake Air Temp.Circ Low Input
16497    P0113 Intake Air Temp.Circ High Input
16500    P0116 Engine Coolant Temp.Circ Range/Performance
16501    P0117 Engine Coolant Temp.Circ Low Input
16502    P0118 Engine Coolant Temp.Circ High Input
16504    P0120 Throttle/Pedal Pos.Sensor A Circ Malfunction
16505    P0121 Throttle/Pedal Pos.Sensor A Circ Range/Performance
16506    P0122 Throttle/Pedal Pos.Sensor A Circ Low Input
16507    P0123 Throttle/Pedal Pos.Sensor A Circ High Input
16509    P0125 Insufficient Coolant Temp.for Closed Loop Fuel Control
16512    P0128 Coolant Thermostat/Valve Temperature below control range
16514    P0130 O2 Sensor Circ.,Bank1-Sensor1 Malfunction
16515    P0131 O2 Sensor Circ.,Bank1-Sensor1 Low Voltage
16516    P0132 O2 Sensor Circ.,Bank1-Sensor1 High Voltage
16517    P0133 O2 Sensor Circ.,Bank1-Sensor1 Slow Response
16518    P0134 O2 Sensor Circ.,Bank1-Sensor1 No Activity Detected
16519    P0135 O2 Sensor Heater Circ.,Bank1-Sensor1 Malfunction
16520    P0136 O2 Sensor Circ.,Bank1-Sensor2 Malfunction
16521    P0137 O2 Sensor Circ.,Bank1-Sensor2 Low Voltage
16522    P0138 O2 Sensor Circ.,Bank1-Sensor2 High Voltage
16523    P0139 O2 Sensor Circ.,Bank1-Sensor2 Slow Response
16524    P0140 O2 Sensor Circ.,Bank1-Sensor2 No Activity Detected
16525    P0141 O2 Sensor Heater Circ.,Bank1-Sensor2 Malfunction
16534    P0150 O2 Sensor Circ.,Bank2-Sensor1 Malfunction
16535    P0151 O2 Sensor Circ.,Bank2-Sensor1 Low Voltage
16536    P0152 O2 Sensor Circ.,Bank2-Sensor1 High Voltage
16537    P0153 O2 Sensor Circ.,Bank2-Sensor1 Slow Response
16538    P0154 O2 Sensor Circ.,Bank2-Sensor1 No Activity Detected
16539    P0155 O2 Sensor Heater Circ.,Bank2-Sensor1 Malfunction
16540    P0156 O2 Sensor Circ.,Bank2-Sensor2 Malfunction
16541    P0157 O2 Sensor Circ.,Bank2-Sensor2 Low Voltage
16542    P0158 O2 Sensor Circ.,Bank2-Sensor2 High Voltage
16543    P0159 O2 Sensor Circ.,Bank2-Sensor2 Slow Response
16544    P0160 O2 Sensor Circ.,Bank2-Sensor2 No Activity Detected
16545    P0161 O2 Sensor Heater Circ.,Bank2-Sensor2 Malfunction
16554    P0170 Fuel Trim,Bank1 Malfunction
16555    P0171 Fuel Trim,Bank1 System too Lean
16556    P0172 Fuel Trim,Bank1 System too Rich
16557    P0173 Fuel Trim,Bank2 Malfunction
16558    P0174 Fuel Trim,Bank2 System too Lean
16559    P0175 Fuel Trim,Bank2 System too Rich
16566    P0182 Fuel temperature sender-G81 Short to ground
16567    P0183 Fuel temperature sender-G81 Interruption/Short to B+
16581    P0197 Engine Oil Temperature Circuit Low Input
16582    P0198 Engine Oil Temperature Circuit High Input
16585    P0201 Cyl.1, Injector Circuit Fault in electrical circuit
16586    P0202 Cyl.2, Injector Circuit Fault in electrical circuit
16587    P0203 Cyl.3, Injector Circuit Fault in electrical circuit
16588    P0204 Cyl.4, Injector Circuit Fault in electrical circuit
16589    P0205 Cyl.5 Injector Circuit Fault in electrical circuit
16590    P0206 Cyl.6 Injector Circuit Fault in electrical circuit
16591    P0207 Cyl.7 Injector Circuit Fault in electrical circuit
16592    P0208 Cyl.8 Injector Circuit Fault in electrical circuit
16599    P0215 Engine Shut-Off Solenoid Malfunction
16600    P0216 Injector/Injection Timing Control Malfunction
16603    P0219 Engine Overspeed Condition
16605    P0221 Throttle Pos. Sensor -B- Circuit Range/Performance
16606    P0222 Throttle Pos. Sensor -B- Circuit Low Input
16607    P0223 Throttle Pos. Sensor -B- Circuit High Input
16609    P0225 Throttle Pos. Sensor -C- Circuit Voltage supply
16610    P0226 Throttle Pos. Sensor -C- Circuit Range/Performance
16611    P0227 Throttle Pos. Sensor -C- Circuit Low Input
16612    P0228 Throttle Pos. Sensor -C- Circuit Hight Input
16614    P0230 Fuel Pump    Primary Circuit Fault in electrical circuit
16618    P0234 Turbocharger Overboost Condition Control limit exceeded
16619    P0235 Turbocharger Boost Sensor (A) Circ Control limit not reached
16620    P0236 Turbocharger Boost Sensor (A) Circ Range/Performance
16621    P0237 Turbocharger Boost Sensor (A) Circ Low Input
16622    P0238 Turbocharger Boost Sensor (A) Circ High Input
16627    P0243 Turbocharger Wastegate Solenoid (A) Open/Short Circuit to Ground
16629    P0245 Turbocharger Wastegate Solenoid (A) Low Input/Short to ground
16630    P0246 Turbocharger Wastegate Solenoid (A) High Input/Short to B+
16636    P0252 Injection Pump Metering Control (A) Range/Performance
16645    P0261 Cyl.1 Injector Circuit Low Input/Short to ground
16646    P0262 Cyl.1 Injector Circuit High Input/Short to B+
16648    P0264 Cyl.2 Injector Circuit Low Input/Short to ground
16649    P0265 Cyl.2 Injector Circuit High Input/Short to B+
16651    P0267 Cyl.3 Injector Circuit Low Input/Short to ground
16652    P0268 Cyl.3 Injector Circuit High Input/Short to B+
16654    P0270 Cyl.4 Injector Circuit Low Input/Short to ground
16655    P0271 Cyl.4 Injector Circuit High Input/Short to B+
16657    P0273 Cyl.5 Injector Circuit Low Input/Short to ground
16658    P0274 Cyl.5 Injector Circuit High Input/Short to B+
16660    P0276 Cyl.6 Injector Circuit Low Input/Short to ground
16661    P0277 Cyl.6 Injector Circuit High Input/Short to B+
16663    P0279 Cyl.7 Injector Circuit Low Input/Short to ground
16664    P0280 Cyl.7 Injector Circuit High Input/Short to B+
16666    P0282 Cyl.8 Injector Circuit Low Input/Short to ground
16667    P0283 Cyl.8 Injector Circuit High Input/Short to B+
16684    P0300 Random/Multiple Cylinder Misfire Detected
16685    P0301 Cyl.1 Misfire Detected
16686    P0302 Cyl.2 Misfire Detected
16687    P0303 Cyl.3 Misfire Detected
16688    P0304 Cyl.4 Misfire Detected
16689    P0305 Cyl.5 Misfire Detected
16690    P0306 Cyl.6 Misfire Detected
16691    P0307 Cyl.7 Misfire Detected
16692    P0308 Cyl.8 Misfire Detected
16697    P0313 Misfire Detected Low Fuel Level
16698    P0314 Single Cylinder Misfire
16705    P0321 Ign./Distributor Eng.Speed Inp.Circ Range/Performance
16706    P0322 Ign./Distributor Eng.Speed Inp.Circ No Signal
16709    P0325 Knock Sensor 1 Circuit Electrical Fault in Circuit
16710    P0326 Knock Sensor 1 Circuit Range/Performance
16711    P0327 Knock Sensor 1 Circ Low Input
16712    P0328 Knock Sensor 1 Circ High Input
16716    P0332 Knock Sensor 2 Circ Low Input
16717    P0333 Knock Sensor 2 Circ High Input
16719    P0335 Crankshaft Pos. Sensor (A) Circ Malfunction
16720    P0336 Crankshaft Pos. Sensor (A) Circ Range/Performance/Missing tooth
16721    P0337 Crankshaft Pos.Sensor (A) Circ Low Input
16724    P0340 Camshaft Pos. Sensor (A) Circ Incorrect allocation
16725    P0341 Camshaft Pos.Sensor Circ Range/Performance
16726    P0342 Camshaft Pos.Sensor Circ Low Input
16727    P0343 Camshaft Pos.Sensor Circ High Input
16735    P0351 Ignition Coil (A) Cyl.1 Prim./Sec. Circ Malfunction
16736    P0352 Ignition Coil (B) Cyl.2 Prim./Sec. Circ Malfunction
16737    P0353 Ignition Coil (C) Cyl.3 Prim./Sec. Circ Malfunction
16738    P0354 Ignition Coil (D) Cyl.4 Prim./Sec. Circ Malfunction
16739    P0355 Ignition Coil (E) Cyl.5 Prim./Sec. Circ Malfunction
16740    P0356 Ignition Coil (F) Cyl.6 Prim./Sec. Circ Malfunction
16741    P0357 Ignition Coil (G) Cyl.7 Prim./Sec. Circ Malfunction
16742    P0358 Ignition Coil (H) Cyl.8 Prim./Sec. Circ Malfunction
16764    P0380 Glow    Plug/Heater Circuit (A) Electrical Fault in Circuit
16784    P0400 Exhaust Gas Recirc.Flow Malfunction
16785    P0401 Exhaust Gas Recirc.Flow Insufficient Detected
16786    P0402 Exhaust Gas Recirc.Flow Excessive Detected
16787    P0403 Exhaust Gas Recirc. Contr. Circ Malfunction
16788    P0404 Exhaust Gas Recirc. Contr. Circ Range/Performance
16789    P0405 Exhaust Gas Recirc. Sensor (A) Circ Low Input
16790    P0406 Exhaust Gas Recirc. Sensor (A) Circ High Input
16791    P0407 Exhaust Gas Recirc. Sensor (B) Circ Low Input
16792    P0408 Exhaust Gas Recirc. Sensor (B) Circ High Input
16794    P0410 Sec.Air Inj.Sys Malfunction
16795    P0411 Sec.Air Inj.Sys. Incorrect Flow Detected
16796    P0412 Sec.Air Inj.Sys.Switching Valve A Circ Malfunction
16802    P0418 Sec. Air Inj. Sys. Relay (A) Contr. Circ Malfunction
16804    P0420 Catalyst System,Bank1 Efficiency Below Threshold
16806    P0422 Main Catalyst,Bank1 Below Threshold
16811    P0427 Catalyst Temperature Sensor, Bank 1 Low Input/Short to ground
16812    P0428 Catalyst Temperature Sensor, Bank 1 High Input/Open/Short Circuit to B+
16816    P0432 Main Catalyst,Bank2 Efficiency Below Threshold
16820    P0436 Catalyst Temperature Sensor, Bank 2 Range/Performance
16821    P0437 Catalyst Temperature Sensor, Bank 2 Low Input/Short to ground
16822    P0438 Catalyst Temperature Sensor, Bank 2 High Input/Open/Short Circuit to B+
16824    P0440 EVAP Emission Contr.Sys. Malfunction
16825    P0441 EVAP Emission Contr.Sys.Incorrect Purge Flow
16826    P0442 EVAP Emission Contr.Sys.(Small Leak) Leak Detected
16827    P0443 EVAP Emiss. Contr. Sys. Purge Valve Circ Electrical Fault in Circuit
16836    P0452 EVAP Emission Contr.Sys.Press.Sensor Low Input
16837    P0453 EVAP Emission Contr.Sys.Press.Sensor High Input
16839    P0455 EVAP Emission Contr.Sys.(Gross Leak) Leak Detected
16845    P0461 Fuel Level Sensor Circ Range/Performance
16846    P0462 Fuel Level Sensor Circuit Low Input
16847    P0463 Fuel Level Sensor Circuit High Input
16885    P0501 Vehicle Speed Sensor Range/Performance
16887    P0503 Vehicle Speed Sensor Intermittent/Erratic/High Input
16889    P0505 Idle Control System Malfunction
16890    P0506 Idle Control System RPM Lower than Expected
16891    P0507 Idle Control System Higher than Expected
16894    P0510 Closed Throttle Pos.Switch Malfunction
16915    P0531 A/C Refrigerant Pressure Sensor Circuit Range/Performance
16916    P0532 A/C Refrigerant Pressure Sensor Circuit Low Input
16917    P0533 A/C Refrigerant Pressure Sensor Circuit High Input
16935    P0551 Power Steering Pressure Sensor Circuit Range/Performance
16944    P0560 System Voltage Malfunction
16946    P0562 System Voltage Low Voltage
16947    P0563 System Voltage High Voltage
16952    P0568 Cruise Control Set Signal Incorrect Signal
16955    P0571 Cruise/Brake Switch (A) Circ Malfunction
16984    P0600 Serial Comm. Link (Data Bus) Message Missing
16985    P0601 Internal Contr.Module Memory Check Sum Error
16986    P0602 Control Module Programming Error/Malfunction
16987    P0603 Internal Contr.Module (KAM) Error
16988    P0604 Internal Contr.Module Random Access Memory (RAM) Error
16989    P0605 Internal Contr.Module ROM Test Error
16990    P0606 ECM/PCM Processor
17026    P0642 Knock Control Control Module Malfunction
17029    P0645 A/C Clutch Relay Control Circuit
17034    P0650 MIL Control Circuit Electrical Fault in Circuit
17038    P0654 Engine RPM Output Circuit Electrical Fault in Circuit
17040    P0656 Fuel Level Output Circuit Electrical Fault in Circuit
17084    P0700 Transm.Contr.System Malfunction
17086    P0702 Transm.Contr.System Electrical
17087    P0703 Torque Converter/Brake Switch B Circ Malfunction
17089    P0705 Transm.Range Sensor Circ.(PRNDL Inp.) Malfunction
17090    P0706 Transm.Range Sensor Circ Range/Performance
17091    P0707 Transm.Range Sensor Circ Low Input
17092    P0708 Transm.Range Sensor Circ High Input
17094    P0710 Transm.Fluid Temp.Sensor Circ. Malfunction
17095    P0711 Transm.Fluid Temp.Sensor Circ. Range/Performance
17096    P0712 Transm.Fluid Temp.Sensor Circ. Low Input
17097    P0713 Transm.Fluid Temp.Sensor Circ. High Input
17099    P0715 Input Turbine/Speed Sensor Circ. Malfunction
17100    P0716 Input Turbine/Speed Sensor Circ. Range/Performance
17101    P0717 Input Turbine/Speed Sensor Circ. No Signal
17105    P0721 Output Speed Sensor Circ Range/Performance
17106    P0722 Output Speed Sensor Circ No Signal
17109    P0725 Engine Speed Inp.Circ. Malfunction
17110    P0726 Engine Speed Inp.Circ. Range/Performance
17111    P0727 Engine Speed Inp.Circ. No Signal
17114    P0730 Gear Incorrect Ratio
17115    P0731 Gear 1 Incorrect Ratio
17116    P0732 Gear 2 Incorrect Ratio
17117    P0733 Gear 3 Incorrect Ratio
17118    P0734 Gear 4 Incorrect Ratio
17119    P0735 Gear 5 Incorrect Ratio
17124    P0740 Torque Converter Clutch Circ Malfunction
17125    P0741 Torque Converter Clutch Circ    Performance or Stuck Off
17132    P0748 Pressure Contr.Solenoid Electrical
17134    P0750 Shift Solenoid A malfunction
17135    P0751 Shift Solenoid A    Performance or Stuck Off
17136    P0752 Shift Solenoid A Stuck On
17137    P0753 Shift Solenoid A Electrical
17140    P0756 Shift Solenoid B    Performance or Stuck Off
17141    P0757 Shift Solenoid B Stuck On
17142    P0758 Shift Solenoid B Electrical
17145    P0761 Shift Solenoid C    Performance or Stuck Off
17146    P0762 Shift Solenoid C Stuck On
17147    P0763 Shift Solenoid C Electrical
17152    P0768 Shift Solenoid D Electrical
17157    P0773 Shift Solenoid E Electrical
17174    P0790 Normal/Performance Switch Circ Malfunction
17509    P1101 O2 Sensor Circ.,Bank1-Sensor1Voltage too Low/Air Leak
17510    P1102 O2 Sensor Heating Circ.,Bank1-Sensor1 Short to B+
17511    P1103 O2 Sensor Heating Circ.,Bank1-Sensor1 Output too Low
17512    P1104 Bank1-Sensor2 Voltage too Low/Air Leak
17513    P1105 O2 Sensor Heating Circ.,Bank1-Sensor2 Short to B+
17514    P1106 O2 Sensor Circ.,Bank2-Sensor1 Voltage too Low/Air Leak
17515    P1107 O2 Sensor Heating Circ.,Bank2-Sensor1 Short to B+
17516    P1108 O2 Sensor Heating Circ.,Bank2-Sensor1 Output too Low
17517    P1109 O2 Sensor Circ.,Bank2-Sensor2 Voltage too Low/Air Leak
17518    P1110 O2 Sensor Heating Circ.,Bank2-Sensor2 Short to B+
17519    P1111 O2 Control (Bank 1) System too lean
17520    P1112 O2 Control (Bank 1) System too rich
17521    P1113 Bank1-Sensor1 Internal Resistance too High
17522    P1114 Bank1-Sensor2 Internal Resistant too High
17523    P1115 O2 Sensor Heater Circ.,Bank1-Sensor1 Short to Ground
17524    P1116 O2 Sensor Heater Circ.,Bank1-Sensor1 Open
17525    P1117 O2 Sensor Heater Circ.,Bank1-Sensor2 Short to Ground
17526    P1118 O2 Sensor Heater Circ.,Bank1-Sensor2 Open
17527    P1119 O2 Sensor Heater Circ.,Bank2-Sensor1 Short to Ground
17528    P1120 O2 Sensor Heater Circ.,Bank2-Sensor1 Open
17529    P1121 O2 Sensor Heater Circ.,Bank2-Sensor2 Short to Ground
17530    P1122 O2 Sensor Heater Circ.,Bank2-Sensor2 Open
17531    P1123 Long Term Fuel Trim Add.Air.,Bank1 System too Rich
17532    P1124 Long Term Fuel Trim Add.Air.,Bank1 System too Lean
17533    P1125 Long Term Fuel Trim Add.Air.,Bank2 System too Rich
17534    P1126 Long Term Fuel Trim Add.Air.,Bank2 System too Lean
17535    P1127 Long Term Fuel Trim mult.,Bank1 System too Rich
17536    P1128 Long Term Fuel Trim mult.,Bank1 System too Lean
17537    P1129 Long Term Fuel Trim mult.,Bank2 System too Rich
17538    P1130 Long Term Fuel Trim mult.,Bank2 System too Lean
17539    P1131 Bank2-Sensor1 Internal Rsistance too High
17540    P1132 O2 Sensor Heating Circ.,Bank1+2-Sensor1 Short to B+
17541    P1133 O2 Sensor Heating Circ.,Bank1+2-Sensor1 Electrical Malfunction
17542    P1134 O2 Sensor Heating Circ.,Bank1+2-Sensor2 Short to B+
17543    P1135 O2 Sensor Heating Circ.,Bank1+2-Sensor2 Electrical Malfunction
17544    P1136 Long Term Fuel Trim Add.Fuel,Bank1 System too Lean
17545    P1137 Long Term Fuel Trim Add.Fuel,Bank1 System too Rich
17546    P1138 Long Term Fuel Trim Add.Fuel,Bank2 System too Lean
17547    P1139 Long Term Fuel Trim Add.Fuel,Bank2 System too Rich
17548    P1140 Bank2-Sensor2 Internal Resistance too High
17549    P1141 Load Calculation Cross Check Range/Performance
17550    P1142 Load Calculation Cross Check Lower Limit Exceeded
17551    P1143 Load Calculation Cross Check Upper Limit Exceeded
17552    P1144 Mass or Volume Air Flow Circ Open/Short to Ground
17553    P1145 Mass or Volume Air Flow Circ Short to B+
17554    P1146 Mass or Volume Air Flow Circ Supply Malfunction
17555    P1147 O2 Control (Bank 2) System too lean
17556    P1148 O2 Control (Bank 2) System too rich
17557    P1149 O2 Control (Bank 1) Out of range
17558    P1150 O2 Control (Bank 2) Out of range
17559    P1151 Bank1, Long Term Fuel Trim, Range 1 Leanness Lower Limit Exceeded
17560    P1152 Bank1, Long Term Fuel Trim, Range 2 Leanness Lower Limit Exceeded
17562    P1154 Manifold Switch Over Malfunction
17563    P1155 Manifold Abs.Pressure Sensor Circ. Short to B+
17564    P1156 Manifold Abs.Pressure Sensor Circ. Open/Short to Ground
17565    P1157 Manifold Abs.Pressure Sensor Circ. Power Supply Malfunction
17566    P1158 Manifold Abs.Pressure Sensor Circ. Range/Performance
17568    P1160 Manifold Temp.Sensor Circ. Short to Ground
17569    P1161 Manifold Temp.Sensor Circ. Open/Short to B+
17570    P1162 Fuel Temp.Sensor Circ. Short to Ground
17571    P1163 Fuel Temp.Sensor Circ. Open/Short to B+
17572    P1164 Fuel Temperature Sensor Range/Performance/Incorrect Signal
17573    P1165 Bank1, Long Term Fuel Trim, Range 1 Rich Limit Exceeded
17574    P1166 Bank1, Long Term Fuel Trim, Range 2 Rich Limit Exceeded
17579    P1171 Throttle Actuation Potentiometer Sign.2 Range/Performance
17580    P1172 Throttle Actuation Potentiometer Sign.2 Signal too Low
17581    P1173 Throttle Actuation Potentiometer Sign.2 Signal too High
17582    P1174 Fuel Trim, Bank 1 Different injection times
17584    P1176 O2 Correction Behind Catalyst,B1 Limit Attained
17585    P1177 O2 Correction Behind Catalyst,B2 Limit Attained
17586    P1178 Linear 02 Sensor / Pump Current Open Circuit
17587    P1179 Linear 02 Sensor / Pump Current Short to ground
17588    P1180 Linear 02 Sensor / Pump Current Short to B+
17589    P1181 Linear 02 Sensor / Reference Voltage Open Circuit
17590    P1182 Linear 02 Sensor / Reference Voltage Short to ground
17591    P1183 Linear 02 Sensor / Reference Voltage Short to B+
17592    P1184 Linear 02 Sensor / Common Ground Wire Open Circuit
17593    P1185 Linear 02 Sensor / Common Ground Wire Short to ground
17594    P1186 Linear 02 Sensor / Common Ground Wire Short to B+
17595    P1187 Linear 02 Sensor / Compens. Resistor Open Circuit
17596    P1188 Linear 02 Sensor / Compens. Resistor Short to ground
17597    P1189 Linear 02 Sensor / Compens. Resistor Short to B+
17598    P1190 Linear 02 Sensor / Reference Voltage Incorrect Signal
17604    P1196 O2 Sensor Heater Circ.,Bank1-Sensor1 Electrical Malfunction
17605    P1197 O2 Sensor Heater Circ.,Bank2-Sensor1 Electrical Malfunction
17606    P1198 O2 Sensor Heater Circ.,Bank1-Sensor2 Electrical Malfunction
17607    P1199 O2 Sensor Heater Circ.,Bank2-Sensor2 Electrical Malfunction
17609    P1201 Cyl.1-Fuel Inj.Circ. Electrical Malfunction
17610    P1202 Cyl.2-Fuel Inj.Circ. Electrical Malfunction
17611    P1203 Cyl.3-Fuel Inj.Circ. Electrical Malfunction
17612    P1204 Cyl.4-Fuel Inj.Circ. Electrical Malfunction
17613    P1205 Cyl.5-Fuel Inj.Circ. Electrical Malfunction
17614    P1206 Cyl.6-Fuel Inj.Circ. Electrical Malfunction
17615    P1207 Cyl.7-Fuel Inj.Circ. Electrical Malfunction
17616    P1208 Cyl.8-Fuel Inj.Circ. Electrical Malfunction
17617    P1209 Intake valves for cylinder shut-off Short circuit to ground
17618    P1210 Intake valves for cylinder shut-off Short to B+
17619    P1211 Intake valves for cylinder shut-off Open circuit
17621    P1213 Cyl.1-Fuel Inj.Circ. Short to B+
17622    P1214 Cyl.2-Fuel Inj.Circ. Short to B+
17623    P1215 Cyl.3-Fuel Inj.Circ. Short to B+
17624    P1216 Cyl.4-Fuel Inj.Circ. Short to B+
17625    P1217 Cyl.5-Fuel Inj.Circ. Short to B+
17626    P1218 Cyl.6-Fuel Inj.Circ. Short to B+
17627    P1219 Cyl.7-Fuel Inj.Circ. Short to B+
17628    P1220 Cyl.8-Fuel Inj.Circ. Short to B+
17629    P1221 Cylinder shut-off exhaust valves Short circuit to ground
17630    P1222 Cylinder shut-off exhaust valves Short to B+
17631    P1223 Cylinder shut-off exhaust valves Open circuit
17633    P1225 Cyl.1-Fuel Inj.Circ. Short to Ground
17634    P1226 Cyl.2-Fuel Inj.Circ. Short to Ground
17635    P1227 Cyl.3-Fuel Inj.Circ. Short to Ground
17636    P1228 Cyl.4-Fuel Inj.Circ. Short to Ground
17637    P1229 Cyl.5-Fuel Inj.Circ. Short to Ground
17638    P1230 Cyl.6-Fuel Inj.Circ. Short to Ground
17639    P1231 Cyl.7-Fuel Inj.Circ. Short to Ground
17640    P1232 Cyl.8-Fuel Inj.Circ. Short to Ground
17645    P1237 Cyl.1-Fuel Inj.Circ. Open Circ.
17646    P1238 Cyl.2-Fuel Inj.Circ. Open Circ.
17647    P1239 Cyl.3-Fuel Inj.Circ. Open Circ.
17648    P1240 Cyl.4-Fuel Inj.Circ. Open Circ.
17649    P1241 Cyl.5-Fuel Inj.Circ. Open Circ.
17650    P1242 Cyl.6-Fuel Inj.Circ. Open Circ.
17651    P1243 Cyl.7-Fuel Inj.Circ. Open Circ.
17652    P1244 Cyl.8-Fuel Inj.Circ. Open Circ.
17653    P1245 Needle Lift Sensor Circ. Short to Ground
17654    P1246 Needle Lift Sensor Circ. Range/Performance
17655    P1247 Needle Lift Sensor Circ. Open/Short to B+
17656    P1248 Injection Start Control Deviation
17657    P1249 Fuel consumption signal Electrical Fault in Circuit
17658    P1250 Fuel Level Too Low
17659    P1251 Start of Injection Solenoid Circ Short to B+
17660    P1252 Start of Injection Solenoid Circ Open/Short to Ground
17661    P1253 Fuel consumption signal Short to ground
17662    P1254 Fuel consumption signal Short to B+
17663    P1255 Engine Coolant Temp.Circ Short to Ground
17664    P1256 Engine Coolant Temp.Circ Open/Short to B+
17665    P1257 Engine Coolant System Valve Open
17666    P1258 Engine Coolant System Valve Short to B+
17667    P1259 Engine Coolant System Valve Short to Ground
17688    P1280 Fuel Inj.Air Contr.Valve Circ. Flow too Low
17691    P1283 Fuel Inj.Air Contr.Valve Circ. Electrical Malfunction
17692    P1284 Fuel Inj.Air Contr.Valve Circ. Open
17693    P1285 Fuel Inj.Air Contr.Valve Circ. Short to Ground
17694    P1286 Fuel Inj.Air Contr.Valve Circ. Short to B+
17695    P1287 Turbocharger bypass valve open
17696    P1288 Turbocharger bypass valve short to B+
17697    P1289 Turbocharger bypass valve short to ground
17704    P1296 Cooling system malfunction
17705    P1297 Connection turbocharger – throttle valve Pressure hose
17708    P1300 Misfire detected Reason: Fuel level too low
17721    P1319 Knock Sensor 1 Circ. Short to Ground
17728    P1320 Knock Sensor 2 Circ. Short to Ground
17729    P1321 Knock Sensor 3 Circ. Low Input
17730    P1322 Knock Sensor 3 Circ. High Input
17731    P1323 Knock Sensor 4 Circ. Low Input
17732    P1324 Knock Sensor 4 Circ. High Input
17733    P1325 Cyl.1-Knock Contr. Limit Attained
17734    P1326 Cyl.2-Knock Contr. Limit Attained
17735    P1327 Cyl.3-Knock Contr. Limit Attained
17736    P1328 Cyl.4-Knock Contr. Limit Attained
17737    P1329 Cyl.5-Knock Contr. Limit Attained
17738    P1330 Cyl.6-Knock Contr. Limit Attained
17739    P1331 Cyl.7-Knock Contr. Limit Attained
17740    P1332 Cyl.8-Knock Contr. Limit Attained
17743    P1335 Engine Torque Monitoring 2 Control Limint Exceeded
17744    P1336 Engine Torque Monitoring Adaptation at limit
17745    P1337 Camshaft Pos.Sensor,Bank1 Short to Ground
17746    P1338 Camshaft Pos.Sensor,Bank1 Open Circ./Short to B+
17747    P1339 Crankshaft Pos./Engine Speed Sensor Cross Connected
17748    P1340 Crankshaft-/Camshaft Pos.Sens.Signals Out of Sequence
17749    P1341 Ignition Coil Power Output Stage 1 Short to Ground
17750    P1342 Ignition Coil Power Output Stage 1 Short to B+
17751    P1343 Ignition Coil Power Output Stage 2 Short to Ground
17752    P1344 Ignition Coil Power Output Stage 2 Short to B+
17753    P1345 Ignition Coil Power Output Stage 3 Short to Ground
17754    P1346 Ignition Coil Power Output Stage 3 Short to B+
17755    P1347 Bank2,Crankshaft-/Camshaft os.Sens.Sign. Out of Sequence
17756    P1348 Ignition Coil Power Output Stage 1 Open Circuit
17757    P1349 Ignition Coil Power Output Stage 2 Open Circuit
17758    P1350 Ignition Coil Power Output Stage 3 Open Circuit
17762    P1354 Modulation    Piston Displ.Sensor Circ. Malfunction
17763    P1355 Cyl. 1, ignition circuit Open Circuit
17764    P1356 Cyl. 1, ignition circuit Short to B+
17765    P1357 Cyl. 1, ignition circuit Short to ground
17766    P1358 Cyl. 2, ignition circuit Open Circuit
17767    P1359 Cyl. 2, ignition circuit Short Circuit to B+
17768    P1360 Cyl. 2, ignition circuit Short Circuit to Ground
17769    P1361 Cyl. 3, ignition circuit Open Circuit
17770    P1362 Cyl. 3, ignition circuit Short Circuit to B+
17771    P1363 Cyl. 3, ignition circuit Short Circuit to ground
17772    P1364 Cyl. 4 ignition circuit Open Circuit
17773    P1365 Cyl. 4 ignition circuit Short circuit to B+
17774    P1366 Cyl. 4 ignition circuit Short circuit to ground
17775    P1367 Cyl. 5, ignition circuit Open Circuit
17776    P1368 Cyl. 5, ignition circuit Short Circuit to B+
17777    P1369 Cyl. 5, ignition circuit short to ground
17778    P1370 Cyl. 6, ignition circuit Open Circuit
17779    P1371 Cyl. 6, ignition circuit Short Circuit to B+
17780    P1372 Cyl. 6, ignition circuit short to ground
17781    P1373 Cyl. 7, ignition circuit Open Circuit
17782    P1374 Cyl. 7, ignition circuit Short Circuit to B+
17783    P1375 Cyl. 7, ignition circuit short to ground
17784    P1376 Cyl. 8, ignition circuit Open Circuit
17785    P1377 Cyl. 8, ignition circuit Short Circuit to B+
17786    P1378 Cyl. 8, ignition circuit short to ground
17794    P1386 Internal Control Module Knock Control Circ.Error
17795    P1387 Internal Contr. Module altitude sensor error
17796    P1388 Internal Contr. Module drive by wire error
17799    P1391 Camshaft Pos.Sensor,Bank2 Short to Ground
17800    P1392 Camshaft Pos.Sensor,Bank2 Open Circ./Short to B+
17801    P1393 Ignition Coil Power Output Stage 1 Electrical Malfunction
17802    P1394 Ignition Coil Power Output Stage 2 Electrical Malfunction
17803    P1395 Ignition Coil Power Output Stage 3 Electrical Malfunction
17804    P1396 Engine Speed Sensor Missing Tooth
17805    P1397 Engine speed wheel Adaptation limit reached
17806    P1398 Engine RPM signal, TD Short to ground
17807    P1399 Engine RPM signal, TD Short Circuit to B+
17808    P1400 EGR Valve Circ Electrical Malfunction
17809    P1401 EGR Valve Circ Short to Ground
17810    P1402 EGR Valve Circ Short to B+
17811    P1403 EGR Flow Deviation
17812    P1404 EGR Flow Basic Setting not carried out
17814    P1406 EGR Temp.Sensor Range/Performance
17815    P1407 EGR Temp.Sensor Signal too Low
17816    P1408 EGR Temp.Sensor Signal too High
17817    P1409 Tank Ventilation Valve Circ. Electrical Malfunction
17818    P1410 Tank Ventilation Valve Circ. Short to B+
17819    P1411 Sec.Air Inj.Sys.,Bank2 Flow too Flow
17820    P1412 EGR Different.Pressure Sensor Signal too Low
17821    P1413 EGR Different.Pressure Sensor Signal too High
17822    P1414 Sec.Air Inj.Sys.,Bank2 Leak Detected
17825    P1417 Fuel Level Sensor Circ Signal too Low
17826    P1418 Fuel Level Sensor Circ Signal too High
17828    P1420 Sec.Air Inj.Valve Circ Electrical Malfunction
17829    P1421 Sec.Air Inj.Valve Circ Short to Ground
17830    P1422 Sec.Air Inj.Sys.Contr.Valve Circ Short to B+
17831    P1423 Sec.Air Inj.Sys.,Bank1 Flow too Low
17832    P1424 Sec.Air Inj.Sys.,Bank1 Leak Detected
17833    P1425 Tank Vent.Valve Short to Ground
17834    P1426 Tank Vent.Valve Open
17840    P1432 Sec.Air Inj.Valve Open
17841    P1433 Sec.Air Inj.Sys.Pump Relay Circ. open
17842    P1434 Sec.Air Inj.Sys.Pump Relay Circ. Short to B+
17843    P1435 Sec.Air Inj.Sys.Pump Relay Circ. Short to ground
17844    P1436 Sec.Air Inj.Sys.Pump Relay Circ. Electrical Malfunction
17847    P1439 EGR Potentiometer Error in Basic Seting
17848    P1440 EGR Valve Power Stage Open
17849    P1441 EGR Valve Circ Open/Short to Ground
17850    P1442 EGR Valve Position Sensor Signal too high
17851    P1443 EGR Valve Position Sensor Signal too low
17852    P1444 EGR Valve Position Sensor range/performance
17853    P1445 Catalyst Temp.Sensor 2 Circ. Range/Performance
17854    P1446 Catalyst Temp.Circ Short to Ground
17855    P1447 Catalyst Temp.Circ Open/Short to B+
17856    P1448 Catalyst Temp.Sensor 2 Circ. Short to Ground
17857    P1449 Catalyst Temp.Sensor 2 Circ. Open/Short to B+
17858    P1450 Sec.Air Inj.Sys.Circ Short to B+
17859    P1451 Sec.Air Inj.Sys.Circ Short to Ground
17860    P1452 Sec.Air Inj.Sys. Open Circ.
17861    P1453 Exhaust gas temperature sensor 1 open/short to B+
17862    P1454 Exhaust gas temperature sensor short 1 to ground
17863    P1455 Exhaust gas temperature sensor 1 range/performance
17864    P1456 Exhaust gas temperature control bank 1 limit attained
17865    P1457 Exhaust gas temperature sensor 2 open/short to B+
17866    P1458 Exhaust gas temperature sensor 2 short to ground
17867    P1459 Exhaust gas temperature sensor 2 range/performance
17868    P1460 Exhaust gas temperature control bank 2 limit attained
17869    P1461 Exhaust gas temperature control bank 1 Range/Performance
17870    P1462 Exhaust gas temperature control bank 2 Range/Performance
17873    P1465 Additive Pump Short Circuit to B+
17874    P1466 Additive Pump Open/Short to Ground
17875    P1467 EVAP Canister Purge Solenoid Valve Short Circuit to B+
17876    P1468 EVAP Canister Purge Solenoid Valve Short Circuit to Ground
17877    P1469 EVAP Canister Purge Solenoid Valve Open Circuit
17878    P1470 EVAP Emission Contr.LDP Circ Electrical Malfunction
17879    P1471 EVAP Emission Contr.LDP Circ Short to B+
17880    P1472 EVAP Emission Contr.LDP Circ Short to Ground
17881    P1473 EVAP Emission Contr.LDP Circ Open Circ.
17882    P1474 EVAP Canister Purge Solenoid Valve electrical malfunction
17883    P1475 EVAP Emission Contr.LDP Circ Malfunction/Signal Circ.Open
17884    P1476 EVAP Emission Contr.LDP Circ Malfunction/Insufficient Vacuum
17885    P1477 EVAP Emission Contr.LDP Circ Malfunction
17886    P1478 EVAP Emission Contr.LDP Circ Clamped Tube Detected
17908    P1500 Fuel Pump Relay Circ. Electrical Malfunction
17909    P1501 Fuel Pump Relay Circ. Short to Ground
17910    P1502 Fuel Pump Relay Circ. Short to B+
17911    P1503 Load signal from Alternator Term. DF Range/performance/Incorrect Signal
17912    P1504 Intake Air Sys.Bypass Leak Detected
17913    P1505 Closed Throttle Pos. Does Not Close/Open Circ
17914    P1506 Closed Throttle Pos.Switch Does Not Open/Short to Ground
17915    P1507 Idle Sys.Learned Value Lower Limit Attained
17916    P1508 Idle Sys.Learned Value Upper Limit Attained
17917    P1509 Idle Air Control Circ. Electrical Malfunction
17918    P1510 Idle Air Control Circ. Short to B+
17919    P1511 Intake Manifold Changeover Valve circuit electrical malfunction
17920    P1512 Intake Manifold Changeover Valve circuit Short to B+
17921    P1513 Intake Manifold Changeover Valve2 circuit Short to B+
17922    P1514 Intake Manifold Changeover Valve2 circuit Short to ground
17923    P1515 Intake Manifold Changeover Valve circuit Short to Ground
17924    P1516 Intake Manifold Changeover Valve circuit Open
17925    P1517 Main Relay Circ. Electrical Malfunction
17926    P1518 Main Relay Circ. Short to B+
17927    P1519 Intake Camshaft Contr.,Bank1 Malfunction
17928    P1520 Intake Manifold Changeover Valve2 circuit Open
17929    P1521 Intake Manifold Changeover Valve2 circuit electrical malfunction
17930    P1522 Intake Camshaft Contr.,Bank2 Malfunction
17931    P1523 Crash Signal from Airbag Control Unit range/performance
17933    P1525 Intake Camshaft Contr.Circ.,Bank1 Electrical Malfunction
17934    P1526 Intake Camshaft Contr.Circ.,Bank1 Short to B+
17935    P1527 Intake Camshaft Contr.Circ.,Bank1 Short to Ground
17936    P1528 Intake Camshaft Contr.Circ.,Bank1 Open
17937    P1529 Camshaft Control Circuit Short to B+
17938    P1530 Camshaft Control Circuit Short to ground
17939    P1531 Camshaft Control Circuit open
17941    P1533 Intake Camshaft Contr.Circ.,Bank2 Electrical Malfunction
17942    P1534 Intake Camshaft Contr.Circ.,Bank2 Short to B+
17943    P1535 Intake Camshaft Contr.Circ.,Bank2 Short to Ground
17944    P1536 Intake Camshaft Contr.Circ.,Bank2 Open
17945    P1537 Engine Shutoff Solenoid Malfunction
17946    P1538 Engine Shutoff Solenoid Open/Short to Ground
17947    P1539 Clutch Vacuum Vent Valve Switch Incorrect signal
17948    P1540 Vehicle Speed Sensor High Input
17949    P1541 Fuel Pump Relay Circ Open
17950    P1542 Throttle Actuation Potentiometer Range/Performance
17951    P1543 Throttle Actuation Potentiometer Signal too Low
17952    P1544 Throttle Actuation Potentiometer Signal too High
17953    P1545 Throttle Pos.Contr Malfunction
17954    P1546 Boost Pressure Contr.Valve Short to B+
17955    P1547 Boost Pressure Contr.Valve Short to Ground
17956    P1548 Boost Pressure Contr.Valve Open
17957    P1549 Boost Pressure Contr.Valve Short to Ground
17958    P1550 Charge Pressure Deviation
17959    P1551 Barometric Pressure Sensor Circ. Short to B+
17960    P1552 Barometric Pressure Sensor Circ. Open/Short to Ground
17961    P1553 Barometric/manifold Pressure signal ratio out of range
17962    P1554 Idle Speed Contr.Throttle Pos. Basic Setting Conditions not met
17963    P1555 Charge Pressure Upper Limit exceeded
17964    P1556 Charge Pressure Contr. Negative Deviation
17965    P1557 Charge Pressure Contr. Positive Deviation
17966    P1558 Throttle Actuator Electrical Malfunction
17967    P1559 Idle Speed Contr.Throttle Pos. Adaptation Malfunction
17968    P1560 Maximum Engine Speed Exceeded
17969    P1561 Quantity Adjuster Deviation
17970    P1562 Quantity Adjuster Upper Limit Attained
17971    P1563 Quantity Adjuster Lower Limit Attained
17972    P1564 Idle Speed Contr.Throttle Pos. Low Voltage During Adaptation
17973    P1565 Idle Speed Control Throttle Position lower limit not attained
17974    P1566 Load signal from A/C compressor range/performance
17975    P1567 Load signal from A/C compressor no signal
17976    P1568 Idle Speed Contr.Throttle Pos. mechanical Malfunction
17977    P1569 Cruise control switch Incorrect signal
17978    P1570 Contr.Module Locked
17979    P1571 Left Eng. Mount Solenoid Valve Short to B+
17980    P1572 Left Eng. Mount Solenoid Valve Short to ground
17981    P1573 Left Eng. Mount Solenoid Valve Open circuit
17982    P1574 Left Eng. Mount Solenoid Valve Electrical fault in circuit
17983    P1575 Right Eng. Mount Solenoid Valve Short to B+
17984    P1576 Right Eng. Mount Solenoid Valve Short to ground
17985    P1577 Right Eng. Mount Solenoid Valve Open circuit
17986    P1578 Right Eng. Mount Solenoid Valve Electrical fault in circuit
17987    P1579 Idle Speed Contr.Throttle Pos. Adaptation not started
17988    P1580 Throttle Actuator B1 Malfunction
17989    P1581 Idle Speed Contr.Throttle Pos. Basic Setting Not Carried Out
17990    P1582 Idle Adaptation at Limit
17991    P1583 Transmission mount valves Short to B+
17992    P1584 Transmission mount valves Short to ground
17993    P1585 Transmission mount valves Open circuit
17994    P1586 Engine mount solenoid valves Short to B+
17995    P1587 Engine mount solenoid valves Short to ground
17996    P1588 Engine mount solenoid valves Open circuit
18008    P1600 Power Supply (B+) Terminal 15 Low Voltage
18010    P1602 Power Supply (B+) Terminal 30 Low Voltage
18011    P1603 Internal Control Module Malfunction
18012    P1604 Internal Control Module Driver Error
18013    P1605 Rough Road/Acceleration Sensor Electrical Malfunction
18014    P1606 Rough Road Spec Engine Torque ABS-ECU Electrical Malfunction
18015    P1607 Vehicle speed signal Error message from instrument cluster
18016    P1608 Steering angle signal Error message from steering angle sensor
18017    P1609 Crash shut-down activated
18019    P1611 MIL Call-up Circ./Transm.Contr.Module Short to Ground
18020    P1612 Electronic Control Module Incorrect Coding
18021    P1613 MIL Call-up Circ Open/Short to B+
18022    P1614 MIL Call-up Circ./Transm.Contr.Module Range/Performance
18023    P1615 Engine Oil Temperature Sensor Circuit range/performance
18024    P1616 Glow Plug/Heater Indicator Circ. Short to B+
18025    P1617 Glow Plug/Heater Indicator Circ. Open/Short to Ground
18026    P1618 Glow Plug/Heater Relay Circ. Short to B+
18027    P1619 Glow Plug/Heater Relay Circ. Open/Short to Ground
18028    P1620 Engine coolant temperature signal open/short to B+
18029    P1621 Engine coolant temperature signal short to ground
18030    P1622 Engine coolant temperature signal range/performance
18031    P1623 Data Bus Powertrain No Communication
18032    P1624 MIL Request Sign.active
18033    P1625 Data-Bus Powertrain Unplausible Message from Transm.Contr.
18034    P1626 Data-Bus Powertrain Missing Message from Transm.Contr.
18035    P1627 Data-Bus Powertrain missing message from fuel injection Pump
18036    P1628 Data-Bus Powertrain missing message from steering sensor
18037    P1629 Data-Bus Powertrain missing message from distance control
18038    P1630 Accelera.Pedal Pos.Sensor 1 Signal too Low
18039    P1631 Accelera.Pedal Pos.Sensor 1 Signal too High
18040    P1632 Accelera.Pedal Pos.Sensor 1 Power Supply Malfunction
18041    P1633 Accelera.Pedal Pos.Sensor 2 Signal too Low
18042    P1634 Accelera.Pedal Pos.Sensor 2 Signal too High
18043    P1635 Data Bus Powertrain missing message f.air condition control
18044    P1636 Data Bus Powertrain missing message from Airbag control
18045    P1637 Data Bus Powertrain missing message f.central electr.control
18046    P1638 Data Bus Powertrain missing message from clutch control
18047    P1639 Accelera.Pedal Pos.Sensor 1+2 Range/Performance
18048    P1640 Internal Contr.Module (EEPROM) Error
18049    P1641 Please check DTC Memory of Air Condition ECU
18050    P1642 Please check DTC Memory of Airbag ECU
18051    P1643 Please check DTC Memory of central electric ECU
18052    P1644 Please check DTC Memory of clutch ECU
18053    P1645 Data Bus Powertrain missing message f.all wheel drive contr.
18054    P1646 Please Check DTC Memory of all wheel drive ECU
18055    P1647 Please check coding of ECUs in Data Bus Powertrain
18056    P1648 Data Bus Powertrain Malfunction
18057    P1649 Data Bus Powertrain Missing message from ABS Control Module
18058    P1650 Data Bus Powertrain Missing message fr.instrument    Panel ECU
18059    P1651 Data Bus Powertrain missing messages
18060    P1652 Please check DTC Memory of transmission ECU
18061    P1653 Please check DTC Memory of ABS Control Module
18062    P1654 Please check DTC Memory of control    Panel ECU
18063    P1655 Please check DTC Memory of ADR Control Module
18064    P1656 A/C clutch relay circuit short to ground
18065    P1657 A/C clutch relay circuit short to B+
18066    P1658 Data Bus Powertrain Incorrect signal from ADR Control Module
18084    P1676 Drive by Wire-MIL Circ. Electrical Malfunction
18085    P1677 Drive by Wire-MIL Circ. Short to B+
18086    P1678 Drive by Wire-MIL Circ. Short to Ground
18087    P1679 Drive by Wire-MIL Circ. Open
18089    P1681 Contr.Unit Programming, Programming not Finished
18092    P1684 Contr.Unit Programming Communication Error
18094    P1686 Contr.Unit Error Programming Error
18098    P1690 Malfunction Indication Light Malfunction
18099    P1691 Malfunction Indication Light Open
18100    P1692 Malfunction Indication Light Short to Ground
18101    P1693 Malfunction Indication Light Short to B+
18102    P1694 Malfunction Indication Light Open/Short to Ground
18112    P1704 Kick Down Switch Malfunction
18113    P1705 Gear/Ratio Monitoring Adaptation limit reached
18119    P1711 Wheel Speed Signal 1 Range/Performance
18124    P1716 Wheel Speed Signal 2 Range/Performance
18129    P1721 Wheel Speed Signal 3 Range/Performance
18131    P1723 Starter Interlock Circ. Open
18132    P1724 Starter Interlock Circ. Short to Ground
18134    P1726 Wheel Speed Signal 4 Range/Performance
18136    P1728 Different Wheel Speed Signals Range/Performance
18137    P1729 Starter Interlock Circ. Short to B+
18141    P1733 Tiptronic Switch Down Circ. Short to Ground
18147    P1739 Tiptronic Switch up Circ. Short to Ground
18148    P1740 Clutch temperature control
18149    P1741 Clutch Pressure adaptation at limit
18150    P1742 Clutch torque adaptation at limit
18151    P1743 Clutch slip control signal too high
18152    P1744 Tiptronic Switch Recognition Circ. Short to Ground
18153    P1745 Transm.Contr.Unit Relay Short to B+
18154    P1746 Transm.Contr.Unit Relay Malfunction
18155    P1747 Transm.Contr.Unit Relay Open/Short to Ground
18156    P1748 Transm.Contr.Unit Self-Check
18157    P1749 Transm.Contr.Unit Incorrect Coded
18158    P1750 Power Supply Voltage Low Voltage
18159    P1751 Power Supply Voltage High Voltage
18160    P1752 Power Supply Malfunction
18168    P1760 Shift Lock Malfunction
18169    P1761 Shift Lock Short to Ground
18170    P1762 Shift Lock Short to B+
18171    P1763 Shift Lock Open
18172    P1764 Transmission temperature control
18173    P1765 Hydraulic Pressure Sensor 2 adaptation at limit
18174    P1766 Throttle Angle Signal Stuck Off
18175    P1767 Throttle Angle Signal Stuck On
18176    P1768 Hydraulic Pressure Sensor 2 Too High
18177    P1769 Hydraulic Pressure Sensor 2 Too Low
18178    P1770 Load Signal Range/Performance
18179    P1771 Load Signal Stuck Off
18180    P1772 Load Signal Stuck On
18181    P1773 Hydraulic Pressure Sensor 1 Too High
18182    P1774 Hydraulic Pressure Sensor 1 Too Low
18183    P1775 Hydraulic Pressure Sensor 1 adaptation at limit
18184    P1776 Hydraulic Pressure Sensor 1 range/performance
18185    P1777 Hydraulic Pressure Sensor 2 range/performance
18186    P1778 Solenoid EV7 Electrical Malfunction
18189    P1781 Engine Torque Reduction Open/Short to Ground
18190    P1782 Engine Torque Reduction Short to B+
18192    P1784 Shift up/down Wire Open/Short to Ground
18193    P1785 Shift up/down Wire Short to B+
18194    P1786 Reversing Light Circ. Open
18195    P1787 Reversing Light Circ. Short to Ground
18196    P1788 Reversing Light Circ. Short to B+
18197    P1789 Idle Speed Intervention Circ. Error Message from Engine Contr.
18198    P1790 Transmission Range Display Circ. Open
18199    P1791 Transmission Range Display Circ. Short to Ground
18200    P1792 Transmission Range Display Circ. Short to B+
18201    P1793 Output Speed Sensor 2 Circ. No Signal
18203    P1795 Vehicle Speed Signal Circ. Open
18204    P1796 Vehicle Speed Signal Circ. Short to Ground
18205    P1797 Vehicle Speed Signal Circ. Short to B+
18206    P1798 Output Speed Sensor 2 Circ. Range/Performance
18207    P1799 Output Speed Sensor 2 Circ. Rpm too High
18221    P1813 Pressure Contr.Solenoid 1 Electrical
18222    P1814 Pressure Contr.Solenoid 1 Open/Short to Ground
18223    P1815 Pressure Contr.Solenoid 1 Short to B+
18226    P1818 Pressure Contr.Solenoid 2 Electrical
18227    P1819 Pressure Contr.Solenoid 2 Open/Short to Ground
18228    P1820 Pressure Contr.Solenoid 2 Short to B+
18231    P1823 Pressure Contr.Solenoid 3 Electrical
18232    P1824 Pressure Contr.Solenoid 3 Open/Short to Ground
18233    P1825 Pressure Contr.Solenoid 3 Short to B+
18236    P1828 Pressure Contr.Solenoid 4 Electrical
18237    P1829 Pressure Contr.Solenoid 4 Open/Short to Ground
18238    P1830 Pressure Contr.Solenoid 4 Short to B+
18242    P1834 Pressure Contr.Solenoid 5 Open/Short to Ground
18243    P1835 Pressure Contr.Solenoid 5 Short to B+
18249    P1841 Engine/Transmission Control Modules Versions do not match
18250    P1842 Please check DTC Memory of instrument    Panel ECU
18251    P1843 Please check DTC Memory of ADR Control Module
18252    P1844 Please check DTC Memory of central electric control ECU
18255    P1847 Please check DTC Memory of brake system ECU
18256    P1848 Please check DTC Memory of engine ECU
18257    P1849 Please check DTC Memory of transmission ECU
18258    P1850 Data-Bus Powertrain Missing Message from Engine Contr.
18259    P1851 Data-Bus Powertrain Missing Message from Brake Contr.
18260    P1852 Data-Bus Powertrain Unplausible Message from Engine Contr.
18261    P1853 Data-Bus Powertrain Unplausible Message from Brake Contr.
18262    P1854 Data-Bus Powertrain Hardware Defective
18263    P1855 Data-Bus Powertrain Software version Contr.
18264    P1856 Throttle/Pedal Pos.Sensor A Circ. Error Message from Engine Contr.
18265    P1857 Load Signal Error Message from Engine Contr.
18266    P1858 Engine Speed Input Circ. Error Message from Engine Contr.
18267    P1859 Brake Switch Circ. Error Message from Engine Contr.
18268    P1860 Kick Down Switch Error Message from Engine Contr.
18269    P1861 Throttle Position (TP) sensor Error Message from ECM
18270    P1862 Data Bus Powertrain Missing message from instr.    Panel ECU
18271    P1863 Data Bus Powertrain Missing Message from St. Angle Sensor
18272    P1864 Data Bus Powertrain Missing message from ADR control module
18273    P1865 Data Bus Powertrain Missing message from central electronics
18274    P1866 Data Bus Powertrain Missing messages

– 81 –

4.14 Useful Conversions

Unit     Equals to     Remarks
1 inch      = 25.4mm
1 imperial gallon      = 4.546 l
1l      = 0.22 gallon
1 mph      = 1.609 km/h
1km/h      = 0.621 mph
1 lbs      = 0.454 kg
1 kg      = 2.205 lbs
1 lb-ft      = 1.356 Nm
1Nm      = 0.737 lb-ft
1bar      = 14.5 psi
1psi      = 67 mbar
1 A      = 14.7 psi      Standard atmosphere
1 A      = 1013 mbar      Standard atmosphere
1 cu-in      = 16.387cc
1000 cc      = 61.02 cu-in
1 bhp      = 745.7 W
1 kW      = 1.341 bhp
1 bhp      = 1.0139 PS      DIN bhp
1 PS      = 0.986 bph
1 bhp      = 1lb-ft @5252rpm      bhp = torque (lb-ft) x RPM / 5252
10 mpg      = 28.25 l/100km      mpg = 282.5 / lpk
10l/100km =      28.25 mpg      lpk = 282.5 / mpg

– 82 –

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17 Responses to TTweaker’s Guide

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  8. Jay says:

    Fantastic Andre!!

  9. tattooyaface@gmail.com says:

    i tried the speedo needle/dial change window but the value for 19 is zero.
    when i try to change it to 3 or 30010 it says error. suggestions?

  10. Chang says:

    Thanks for this great guide and the details.

  11. John says:

    Great detail thanks to all involved .

    • Karen says:

      Hi I have mk1 t t I hqve a problem. With it wen the cars turbo kicks in the turbo downturn work properly the car starts to judder like a misfire .its in main dealers atm having coil ignition changed if it dosnt solve it what else could it be

  12. Janene Perkins says:

    Hi I have a 02 TT and lately it won’t spark to turn over. The battery is new last year and the shop put in a new alternator yesterday and today it wouldn’t turn over 3 times. Once I pushed the gas pedal to the floor and it started and the other 2 times I hooked jumper cables to it and it turned over. Any hints? Please email me response

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