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Carsinc
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« Reply #15 on: July 25, 2016, 07:31:16 PM »
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I dont know, But i have LPFP controller if it helps. Its used from a 2.0t passat.
If ya'll got a part number i can check it.
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birchbark506
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« Reply #16 on: July 25, 2016, 07:52:58 PM »
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Where are you located? Im in Canada and I am replacing lpfp tomorrow, do you think also not running right softwaremake a issue?
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ktm733
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« Reply #17 on: July 26, 2016, 05:57:04 AM »
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I've swapped software and it didn't change my ltft, it did mess with my rpms hanging and obviously traction control ect.. I'm in Michigan, so atleast our climate is close to the same.
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birchbark506
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« Reply #18 on: July 26, 2016, 07:45:19 AM »
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Can you pm me please and yes that's true we are very close, my bdm reader is in just gotta open my ecu that has my unitronic stage 1+ tune to immo off it and then going to check my ltft because before I got the dealer to do the ecu swap my car worked good, did the swap thenflashed someone tune, and the software didn't match my software. Going to clone the epprom I'm hoping if it's able to be done along with saving the tune file that's already on it
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birchbark506
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« Reply #19 on: July 26, 2016, 08:09:04 AM »
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I know the 7115b the dealer swapped for my the rpm were hanging and traction control was disable but when I reflash it now I can't rev over 2000 rpm and ny TBA error out, but the 7115h works but get ltft
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SB_GLI
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« Reply #20 on: July 26, 2016, 08:39:33 AM »
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Cross flashing these ecus is not a good idea.
As a test, I cross flashed a 115B onto a car that originally came with 115P. The car drove fine, but the partial (multiplicative) trims continued to rise while cruising. Light cruising, no boost. I then scrapped using 115B and used 115P and everything is good.
Based on the little research I did on the subject, I believe there was a change in the hpfp cam follower between those years, 4 small lobes vs 1 big lobe and I assume that was the difference.
The fix is to always use the correct version software.
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gman86
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« Reply #21 on: July 26, 2016, 09:06:59 AM »
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Based on the little research I did on the subject, I believe there was a change in the hpfp cam follower between those years, 4 small lobes vs 1 big lobe and I assume that was the difference.
All EA113 TFSI engines run a 3 lobe HPFP setup on the inlet cam. There have been different revisions of camshaft, follower and pump, but the fundamental design is the same from 2004-2013. |
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SB_GLI
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« Reply #22 on: July 26, 2016, 09:58:12 AM »
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All EA113 TFSI engines run a 3 lobe HPFP setup on the inlet cam. There have been different revisions of camshaft, follower and pump, but the fundamental design is the same from 2004-2013.
Any idea why partial fuel trims go crazy when running a 115B from a 06 a3 on a 07 a3 (115P)? Again, in my experience, it was just cruising that was causing an increase in the partial trim. |
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ktm733
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« Reply #23 on: July 26, 2016, 12:37:23 PM »
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For informational purposes, I am using the stock ecu that came in the car. The medal lock out tabs were still there. So nobody has messed with this car.
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ktm733
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« Reply #24 on: July 26, 2016, 02:38:51 PM »
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URGHHHHH!!! This car is not giving up! Fuel pump is replaced and fuel trims are still through the roof off idle (22%). Is it possible to install incorrect high pressure fuel pump? Were the hpfp the same 06 to 2013?
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gman86
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« Reply #25 on: July 27, 2016, 01:40:51 AM »
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URGHHHHH!!! This car is not giving up! Fuel pump is replaced and fuel trims are still through the roof off idle (22%). Is it possible to install incorrect high pressure fuel pump? Were the hpfp the same 06 to 2013?
Pretty much identical. Log channels 230 and 231. Check rail pressures. Stock car should idle around 50-60bar, and 110bar on WOT. LPFP should be between 3.5-6bar depending on load. If those are in spec, there's nothing wrong with fuel delivery. Check your dipstick. There's an o-ring at the top that is known to perish and fall inside the sump. If that's gone, it could be drawing air on idle. I strongly suspect drawing in air is the result of your trims. |
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ktm733
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« Reply #26 on: July 28, 2016, 06:56:52 PM »
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Logged and high pressure follows requested, low side was 5 bar. Dipstick tube is all good, but I did find something. The check valve for the pcv. When I perform a boost leak test, I disconnect the pcv from the valve cover. I then plug the open port on the valve cover. I apply pressure to the system and the check valve that connects to the turbo leaks after 2-4 psi. I understand the valve is suppose to be under vaccum but I should still spot positive pressure correct? Can someone verify this?
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birchbark506
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« Reply #27 on: August 02, 2016, 02:33:29 PM »
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For my issus with the ltft is still there changed everything and got a 6.6 bars fuel filter hpfp lpfp cam follower 02bank1 maf but I am running 7115h on a 7115b ecu you say a 7115p worked for you, I can't go back to stock 7115b the dealer did the ecu flash with out getting a tba I'm waiting on bdm100 to immo off my ori ecu that came with the car.
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birchbark506
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« Reply #28 on: August 03, 2016, 11:16:52 AM »
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So I end up clicking on a wrong file and flashed it to my car smh immo active now I'm at the vw dealer and I'm getting the right flash for my car and then I hope it will fix the ltft I'll update when I get my car back so i got bad news from the dealer saying my immo is locked for 24 hours and will have to try to reflash tomorrow will keep it updated
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« Last Edit: August 03, 2016, 01:34:09 PM by birchbark506 »
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vwaudiguy
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« Reply #29 on: August 03, 2016, 09:51:23 PM »
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4 pages, and not even 1 single stock log posted yet. This thread is turning into a "fix the hardware issues on my 2.0T thread".  |
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"If you have a chinese turbo, that you are worried is going to blow up when you floor it, then LOL."
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