jdragon

I've just emptied a full tank treated with Archoil, so will continue to use.

Alternatively, we just need a redneck insitu EGR cooler cleaning method to blast the crap out of it 😄

It's insane! I'd take the CAGA lump from my A4 in the A5 any day 😀

My driving pattern is optimum, but what's not clear to me now is how much benefit the Archoil and will have on keeping the recirculation system in a better state, to prolong the life of the cooler once it has been changed.

Having to change it again after another 70k miles wouldn't be the end of the world, but it's far from ideal.

It's definitely not a main dealer only task, assuming you have access to VCDS for basic setting 🙂

Or better still:

Audi A5 B9 Particulate Trap Bank 1 - P2002 00 [101] - Efficiency Below Threshold

I'm wondering if there would be any value in adding "- P2002 00 [101]" to the title of this thread 🤔 

I was considering paying Audi a silly amount of money to update my maps, but discovered Android Auto.

Will be interesting to know how you get on.

8 hours ago, Jaime A5 Quattro said:

At first I thought the wife was going mad, every time she borrowed my car it seemed to not work until yesterday when it happened to me. Have you replaced one yourself or is it a garage job.

Thanks for your speedy replies hopefully get this sorted before it gets to hot. 

Here it is 🙂

rec_mot_ins.pdf

I didn't know there are two. Have just looked through the workshop manual:

- Exhaust gas recirculation valve 1 -GX5- (high pressure side) V339

- Exhaust gas recirculation valve 2 -GX6- (low pressure side) V338

Might have to see what they say about cleaning the V339 😃

The garage is very good; founded by master techs, and they will work with you to get the right solution. The Audi dealership up the road from them has been known to send in cars when they are over capacity.

I've tried, as always, to be pragmatic with this fault but as I said in another post; sometimes there are things best left to the pros 😎

I thought I was too; my old A4 behaved nothing like this when the same motor failed 😄

It's fully accessible from inside the car without needing to remove anything.

I've got the workshop manual, so I'll attach it later when I'm home.

The flap positions need to be reset when the motor has been installed.

It definitely appears so.

The motor is £219 Inc VAT from Audi. They've updated the part which is indicated by the 'A' at the end of the number 4M0.820.511.A

Something to add for consideration: unless you have the exact code from a scan as I posted above, it could be the fresh air flap motor according to TPI_2058123-2

15 minutes ago, Stevey Y said:

Hi I think I have found your problem, spoken to a rather drunk Audi tech last night who explained that its probably the EGR cooler beginning to block up as that will make the ECU think its the DPF blocking, the cooler can be found hanging out of the back of the DPF under the turbo, Audi issued a TSB to the dealers about this a while ago as it was becoming a frequent problem.

Hi Steve, thank you for considering this, and for the feedback.

Was is TPI_2050077-7 posted on Apr 27th? I enquired about the EGR cooler with a VAG specialist I've taken the cars to for around 8 years (to get a feel for the "what if") and they said it's a 6 hour job totaling ~£900 with a new EGR valve and cooler assembly.

Cleaning is a possibility but they didn't recommend it because most of the cost is labour.

They also recommended changing the sensors for the reasons you suggested, as the overall cost is insignificant. And the quality of AdBlue can attribute to this greatly.

Definitely not on the same level as the A4 ha. It wouldn't be my luck for it to come down to the sensor.

I had the MIL come on the dash, so I've raised it with the warranty company and will see how it goes.

Given these engines can do in excess of 300k if serviced, the recirculation system is a disaster.

The AC started working fine but only because the flaps had become stuck in the open position.

I was able get this covered under Warranty so the motor was replaced on Friday, now everything is operating as it should.

I found this video which helped:

Car is running fine (perhaps MPGs have dropped a little) but the P2002 00 fault code keeps coming back.

After some more research it would seem I've missed a potential (G450 EGR or G451 DPF) sensor issue. These are usually indicated by the relevant fault code, but not always.

I measured as follows from cold start:

Engine off:

IDE07084 Differential pressure ratio: low-pressure EGR 0.0 kg/h
IDE07086 Exhaust mass flow of low-pressure EGR: calculated 1.317
IDE07378 Exhaust flap actuator 1: B1: inlet pressure - specified value 1006.0 hPa
IDE07385 Exhaust flap actuator 1: B1: inlet pressure - actual value calculated 1006.0 hPa
IDE07744 Particle filter: air pressure sensor 1 bank 1: raw value 0 hPa
IDE07745 Particl.filt.: different.press.sensor 1 bank 1: adaptat. value 1 hPa
IDE07747 Par.fil: diff.pr.sens.1 bank 1: offset 0 hPa
IDE07750 Exhaust recirculat.2: different.press.sens.1 bank 1: raw value -4.2 hPa
IDE07751 Exh.recircul. 2: differential pres.sensor 1 bank 1: adap. value -2.8 hPa
IDE07754 Exhaust recirculation valve 1 bank 1: activation 0.00 %
--------------------------------------------------------------------------------
--------------------------------------------------------------------------------

Idle:

IDE07084 Differential pressure ratio: low-pressure EGR 3.6 kg/h
IDE07086 Exhaust mass flow of low-pressure EGR: calculated 1.317
IDE07378 Exhaust flap actuator 1: B1: inlet pressure - specified value 1013.3 hPa
IDE07385 Exhaust flap actuator 1: B1: inlet pressure - actual value calculated 1013.3 hPa
IDE07744 Particle filter: air pressure sensor 1 bank 1: raw value 12 hPa
IDE07745 Particl.filt.: different.press.sensor 1 bank 1: adaptat. value 12 hPa
IDE07747 Par.fil: diff.pr.sens.1 bank 1: offset 0 hPa
IDE07750 Exhaust recirculat.2: different.press.sens.1 bank 1: raw value 6.7 hPa
IDE07751 Exh.recircul. 2: differential pres.sensor 1 bank 1: adap. value 8.1 hPa
IDE07754 Exhaust recirculation valve 1 bank 1: activation -9.04 %
--------------------------------------------------------------------------------
--------------------------------------------------------------------------------

~2000 RPM:

IDE07084 Differential pressure ratio: low-pressure EGR 16.2 kg/h
IDE07086 Exhaust mass flow of low-pressure EGR: calculated 1.317
IDE07378 Exhaust flap actuator 1: B1: inlet pressure - specified value 1032.3 hPa
IDE07385 Exhaust flap actuator 1: B1: inlet pressure - actual value calculated 1032.3 hPa
IDE07744 Particle filter: air pressure sensor 1 bank 1: raw value 26 hPa
IDE07745 Particl.filt.: different.press.sensor 1 bank 1: adaptat. value 26 hPa
IDE07747 Par.fil: diff.pr.sens.1 bank 1: offset 0 hPa
IDE07750 Exhaust recirculat.2: different.press.sens.1 bank 1: raw value 30.1 hPa
IDE07751 Exh.recircul. 2: differential pres.sensor 1 bank 1: adap. value 31.4 hPa
IDE07754 Exhaust recirculation valve 1 bank 1: activation -11.28 %

IDE07750 and IDE07751 went up to ~50 hPa at the same RPM if that has any relevance
--------------------------------------------------------------------------------
--------------------------------------------------------------------------------

The behaviour appears to be typical i.e. the pressure increases with RPM.

I've probably measured some useless bocks there too 😄

From what I have understand, the DPF sensor offset value shouldn't be 0 hPa, is that correct?

Thanks Steve. I'll do exactly that, and keep tabs on the regens, soot and ash values.

I found a TPI about this P2002 00 code I'm seeing. Interesting statement about the clogging being caused by the reducing agent.

If the code keeps returning, I'll have to consider the EGR as the next step.

TPI_2050077-7.pdf

Thanks.

I like the thought of hazards flashing with emergency brake, so will do that.

Still haven't found a working solution to disable the engine on warning 🙃 

Here's a few more tweaks confirmed working:

--------------------------------
Comfort Blinking:
[46-Central Module] > [Adaptation-10] > Turn Signal Control > Freeway Flashing Cycles > Current Value: 3 > New Value: 5 (1-5 possible)
--------------------------------
Increase time required to open boot with remote:
[46 - Central Convenience] > [Adaptation - 10] > IDE08400-Actuation time to open rear lid with remote control > Current Value: 800 (ms) > New Value: 2000 > Do it
--------------------------------
Windows Open/Close with Fob:
[46-Cent. Conv] > [Coding] > [Long Coding Helper] > Allow Experimental Data > Byte 12 > Bit 0 = Comfort_operation > active
--------------------------------

From the little data I have over the past 8 or so weeks, it's doing a regen every 290 miles - Google suggests this is normal but I don't know?

I'll happily put another bottle in with my next full tank of diesel. And the Archoil should be here on Friday so I'll add that too.

Here's the data from the night before I used the Cataclean:

-----------------------------------------------------------------------

Monday,25,April,2022,20:06:45
Mileage: 114587km-71201miiles

  IDE00430-ENG57549   Particle filter: field regeneration request status-Bits 0-7 0 
  IDE00432   Particle filter: time since last regeneration 5.650 H
  IDE00434   Particle filter: soot mass calculated 22.12 g
  IDE00435   Particle filter: soot mass measured 5.39 g
  IDE00436   Particle filter: kilometers since last regeneration 395.1 km
  IDE06059   Particulate filter: oil ash mass 27.4953320 g
  IDE06060   Particulate filter ash load limit 80.000 g

-----------------------------------------------------------------------

I drove to work in 5th gear so the revs were at around 2000rpm

There are several corners and roundabouts within 0.5 mile of leaving work before I get onto the the A road. I instantly noticed the car was much smoother accelerating cold, so much that I forgot to stop and fill up on my way home 😄

Measured values after driving 86 miles with cataclean in 1/4 tank:

-----------------------------------------------------------------------

Tuesday,26,April,2022,18:25:59
Mileage: 114725km-71287miiles

  IDE00430-ENG57549   Particle filter: field regeneration request status-Bits 0-7 0 
  IDE00432   Particle filter: time since last regeneration 1.049 H
  IDE00434   Particle filter: soot mass calculated 7.55 g
  IDE00435   Particle filter: soot mass measured -2.93 g
  IDE00436   Particle filter: kilometers since last regeneration 64.4 km
  IDE06059   Particulate filter: oil ash mass 27.5283779 g
  IDE06060   Particulate filter ash load limit 80.000 g

-----------------------------------------------------------------------

Looking at the mileage, the car did a regen shortly after starting my drive home, so not stopping wasn't a bad thing in the end.

The soot values are slightly less than when I measure after the last regen, but the last regen was done at idle, and I had done an additional 25 miles before I read the values posted Apr 20, so I cannot say for sure if the soot values were reduced more. The best I could do is check after another 25 miles to see how the values compare.

However, I assume with the cataclean running through whilst the regen was being done, it would yield the best possible outcome in terms of cleaning?

45 minutes ago, Stevey Y said:

Hi forgot to say run like that for half an hour then top up fuel.

I've got 13l in the tank according to VCDS so I'll use the bottle I have in the morning and drive to work, which is about 40 minutes of A roads.

Will report back tomorrow evening.

Would there be any advantage in emptying two bottles into 30 litres of fuel? 

I have the cataclean and instructions say "remove seal" but there isn't one.

The seal/foil insert in the lid is damaged because I picked at it to see if the seal had popped off in the post, but there is no chance that could've happened.

Is this normal?

There was no other seal on the bottle securing the lid or contents.

Welcome.

What brings you to the forum?

The V5 for my previous A4 B8 said it was 'Automatic' but it was definitely a manual, and always had been.