Refrigerator

Ah lovely, was going to get a new / second hand lift pump anyway to rule it out. Shall get one ordered asap and get it all fitted and see what happens. Thank you Steve

In a correction to my previous post, the injection quantity deviation may not actually be as bad as I thought as its only relevant once the engine is running (or so i've heard). It gets close to starting by the sounds of things and by the looks of the RPM. Another thing I noticed is that the RPM needle is not moving when cranking, even when the engine speed that is reported via CAN reaches 400+ RPM. The videos below shows the vehicle cranking, with there being no movement of the tachometer.

Darn, my apologies. I'll provide the information in screenshots or in quotes if that's okay for you to read (hopefully the text isn't too small). Original DTC's that have since been cleared and have not come back up: The screenshots below are separate crank attempts, both with a decently charged battery. Both have cranked until the ECU stops cranking. An interesting discovery I've just made is when making a log a few minutes ago for "Injector Quantity Deviation" for each of the cylinders, they are all reporting as 0 mg/stroke (shown below). Am I correct in thinking this is not normal?

Ah that's strange, I thought it sent as a generic CSV. Hopefully this one works! LOG-01-IDE00021_&14-crank-edit.CSV

Poked around VCDS a little more and made another log, unfortunately have not had the time to go any further with replacing the fuel filter or crank pos sensor today. This log includes crank speed, engine speed and mean injection quantity so hopefully its a little more helpful. I've also ran a "test of transfer fuel pump", can clearly hear it come on but didn't have time to test flow. (apologies for the long start to the log) LOG-01-IDE00021_&14-crank-edit.CSV

That's interesting, and was the direction I was going to look into. I'm going to be working on the car later so I'm going to give a few things a shot and report back.

The injectors have not yet been tested, what would be the best course of action to test the injectors? I've got a crank position sensor arriving tomorrow, along with a new fuel filter, so from that hopefully it will rule them out. Have not yet seen the condition of the filter but will have a look tomorrow. I've seen the costs and everything involved with the HPFP, and yeah its certainly the last course of action I want to take. The immobiliser doesn't seem to be the cause, there's been no DTCs relating to immo issues and I've had no red light on the dash to indicate such. Thanks

Good morning, I've been having an issue with my 2.0 TDI A4 (CAHA), where it will crank and get close to starting but will not start fully. It began this when I was driving down a dual carriageway and it went into limp mode, which once I reached the drive it would not start back up. It has started once, but was extremely rough on idle so I shut it back off. I've read the logged DTCs via VCDS and this is the initial reading - These DTC's have been logged, cleared and have not come back on after the one or two cranks I did to get the sensor logs. From this, I did some investigation through other forum posts with people mentioning the High Pressure Fuel Pump (HPFP) can fail catastrophically and cause fuelling issues. There does not seem to be any metal flakes in the return from the HPFP or under the sensor in the HPFP. I do have two live sensor logs attached of when I've attempted to crank the car over, and when it has gotten close to starting. Hopefully someone is able to point me in the right direction and what to look at from here, as I'm at a bit of a loss. She's a lovely spec and would love to keep her on the road. LOG-01-IDE00076_&11-new.CSV LOG-01-IDE00076_&12-new.CSV