Stevey Y

Hi sorry multiple issues, the first code will need actual soot and ash loading figures to assess if the DPF is salvageable, the second code is probably the lift pump in the fuel tank, the left engine mount is in need of replacement, and then the dreaded P200 which is the low pressure EGR cooler which feeds gas from the main EGR back in to the system and clogs with gunge and Adblue crystals, the high beam assist you can live without and the rear wiper motor needs to be viewed working to see if any water actually comes out, if not the pipe that feeds the water has probably come off the motor or its all blocked with gunge. My guess is the vehicle has done some miles. Steve.

Hi you can bleed the fuel filter using the ignition, when you change the filter fill the new one as much as possible with fuel [messy] then once connected without starting the engine cycle the ignition on for at least ten second intervals twelve times, once its running leave for a minimum of five minutes to allow the HPFP to self bleed. Steve.

Hi I would asses from the excellent information supplied that it may well be a MAF and MAP sensor problem. the reason I say this is the MAF very rarely throws a code unless totally fried, easy test for MAFF start engine and disconnect it if it makes no difference to the running the MAF is on its way out along with the MAP which it correlates info very closely and if these are out on readings the boost control is getting mixed signals and wont work properly. Steve.

Hi the new sensor should not throw it out in theory, but I only suggested the reset in the event of it running out of true once fitted, the Audi light range module is a strange creature that is very easily disturbed, I had it on my a6 where the n/s light was settling in the gutter, turned out it was the levelling motor gear getting stuck but the control module had accepted that as normal so I hosed the adjuster screw down with silicon spray then adjusted it with the lights on engine running, if you mark the adjuster with Tipex and count the turns you stand a chance of getting it back in the right ball park, I do hope yours is as case of plug in and play once the offending bracket has been replaced, please let us know the outcome. Steve.

Hi it is probably the bracket driving the range control module nuts as it wont hold a steady reading, replace the sensor and bracket go in to the light range module and do a manual reset then log that as the new setting. Steve.

Hi Gareth/Clifford, the faulty temperature sensor would have a massive bearing on the oil level as the ECU thinks the actual temperature is seventy degrees therefore the ECU will increase the amount of fuel injected to try and bring the engine up to the optimum operating temperature, the engine is physically up to temperature therefore the over fuel will cause oil dilution thus raising the level, me personally I would be changing the oil again Pronto as diluted oil causes extra bearing wear as it has now become abrasive. Steve.

Hi I think the sports cats are about the best idea, the original exhausts would be designed to allow optimum pulse flow for the engine if you remove all built in restrictions it can cause problems with back pressure at certain rev ranges which can lead to fuelling issues where the ECU consistently tries to adjust for excessive gas flow, back pressure is a must as it wont allow total cylinder evacuation of exhaust gas which in turn keeps cylinder head temperatures within their designed strategy by cooling the charge. Steve.

Hi if you get on your hands and knees and look under the car the transfer box in the middle and the rear differential are always visible you would have to go some to fake that. Steve.

Hi I always find the Quattro badge on the front grille is always a bit of a clue when buying, Steve.

Hi zero ppm is impossible, if you get a reading on the first sensor its working ok, but you for example are getting say sixty on the first sensor it should translate to ten down stream and then reduce as the extra adblue kicks in but in any case it will never reach perfect zero that only ever happens on cars post 2020 that have a further adblue injector in the pipe way after the DPF and then registers zero at the end of the tail pipe, there are no average or normal readings as each engine and its operation are unique, its only Euro 6 engines that have two nox sensors Euro 5 only have one in most cases. Steve.

Hi if the garage did the leak back test that is conclusive proof of your problem, if the car has done a lot of miles the offending injectors need replacing, most injector problems on low milage vehicles a couple of years old are normally down to cheap/bad fuel, it wont just run on four cylinders as the ECU wont suffer that lack of firing balance. Also the p51d code probably means the starter is on its way out. Steve.

Hi its definitely the rear crank seal behind the ring gear, [common problem] and its engine oil not gear oil. Steve.

Hi one of the sensors is in the group of sensors pre cat the other sensor will be post DPF the idea being the first sensor reports nox level to the ECU which then starts Adblue injection, the secondary sensor reports that the nox levels are still to high so the ECU pushes up the level of Adblue to compensate, downstream sensors are slightly different from upstream in build as the sampling core is different to account for the Adblue in the stream, generally speaking the downstream fails first as it has a harder life, both sensors should have different coloured plugs/ part numbers which denote upstream/downstream but if as you say the part numbers are the same you should be ok. Steve

Hi you will find that around 100k a lot of these things start happening if you replace the MAF its always the MAP sensor that needs changing with it as both those correlate their information, its the same with EGT sensors if you change them change the DPF pressure sensor as well, also you will get random oil leaks, I ran my car to over 270k, therefore I had most of their brands disgusting habits, crank seals, driveshaft seals, throttle body, low pressure EGR cooler with valve, high pressure EGR, front rear wishbones, front top mount pads, front control arms, all very expensive even in aftermarket. Steve.

Hi its one of the many WORRY lights that the Audi brand has you probably could easily have driven a thousand miles past the light, its just aggravating, the charge you had was excessive, the filter trade is about £10.00 and the oil £30 all the rest as they say is gravy. Steve.

Hi that code pretty much points straight at the lift pump, done a 2014 A4 recently same code, so we bought a second hand pump from the local VW dismantlers and bingo all good. Steve.

Hi I am pretty certain its not the engine these cars are so sensitive on emissions I used to get spells like this playing chase the Ace with the sensors as they are daisy chained electronically so replace one and the next one starts acting up so in the end you just replace the lot, peace for another 100k. Steve.

Hi the AIT sensor is on the intake manifold from memory its mounted the throttle valve, single bolt with a probe on the end fit that sits in the housing about 17mm bolt. is the new MAF a BOSCH unit as I had a couple of aftermarket units, they are rubbish. Steve.

Hi component protection and SFD were only added to VAG vehicles 2019 on you can still code in new parts and disable the SFD/Component protection as long as you have the old part coding and the new part code simply buy lifting the bonnet. Steve.

Hi nope still can't open it, tried various ways and eventually got the message that the Mac is convinced it may be the file is infected. Steve.

Hi sorry can't read the format of the log as it seems to be word or something similar. Steve.

Hi the soot loadings are really good which shows you are heading in the right direction and its regenerating unassisted, you can test the pressure sensor but you will need a good Mitty vac, the price of which may well be more than another sensor, do the temperatures rise when you rev the engine, it still looks a bit weak on that front but in saying that it may well improve with the new MAP sensor, the EGR flow readings are in the same menu you used for the EGT/Soot readings just put EGR in to the search box and they should come up. Steve.

Hi I think you will find all the EGT sensors are the same but the easy way to find out is by going on the sites suggested, from my perspective I would try Wynns DPF cleaner, this goes in the tank and will require you to take it for a drive for a few miles the Wynns makes the soot burn off at a lower temp, the problem is that one or more sensors are beginning to fail thereby not allowing the DPF to get up to a high temp to successfully burn the soot level off, here is how it works, the MAF and MAP information is correlated by the ECU if thats all good it monitors the exhaust temp via the sensors if these are awry it will inject a lot more diesel into the cylinders to try to bring the gas stream up to the expected temp all the way along the stream which creates an unnatural extra soot load and blocks the DPF, factor in the DPF levels will still try to trigger a regen but the saturation of the unburnt fuel triggers a default strategy from the ECU which will only allow a minimum amount of diesel to be added, any DPF solution is a short term cure for a long term problem, the sensors, I have no idea how much the car cost but I am sure the vendor was aware of the problems when he sold it, its probably going to cost a few bob in sensors to get it right, the Q3 I fixes was a process of elimination changed the MAP and MAFF first based on milage and correlation issues, instant improvement, then worked the data from the EGTs which were way out from each other, this manifested itself where the soot readings calculated were massively high but the measured soot readings were low indicating that some sort of regen was happening, then changed two of the EGTs and after two days both readings were similar so changed the DPF pressure sensor and readapted it, four days later I received a call saying their was a burning smell on the motorway and was it ok to drive, I said yes and got her to run the car back on her way home, DPF loadings were 6g calculated and -5g measured therefore it had had its first voluntary regeneration, its back next week for a new EGR as thats sticking shut which means it will run hotter and if left will cook the head, if you go into your car with VCDS select engine and then select measuring it will throw up a menu, if you type in soot it will give the option of measuring DPF soot levels measured and calculated. Steve.

Hi my guess is its the lift pump in the tank they are not monitored on that year and that would throw up the low pressure rail fault, can your diagnostics monitor the low pressure pump in the tank at idle as if its anything above 400 at idle the pump is gone. Steve.

Hi I think you will find there is little chance of contact as the end of the plugs sit at the top of the cylinder head swirl bowl, could be the originals were not that efficient so someone changed the dimensions to improve the operation, apart from which if the piston contacted the end of the plug you would have already lost a big end bearing cap. Steve.