Vcds measuring blocks misfire

Remember Me? Block" when using vcds hex-net over USB. Page 1 of 2 1 2 Last Jump to page: Results 1 to 10 of Thread: No "Meas. Thread Tools Show Printable Version. No "Meas. Block" when using vcds hex-net over USB All, I'm trying to send in some logs to Malone to get a baseline before I apply some of the tunes I purchased.

vcds measuring blocks misfire

In the process I need to log a group of blocks in 3rd gear. However, "Meas. Blocks" is grayed out. What car? Lock-down of sick people: Quarantine Lock-down of healthy people: Tyranny. VW implemented reading live data in 3 different ways It started out with Single Reading which was only supported by control modules using KWP early on.

We also back-ported an AMV-like display to older modules which is why you may have seen that option before. So in short I hope this helps clearing things up a little. Last edited by Sebastian; at AM. Sebastian Ross-Tech. Uwe liked this post. So can you translate how to log the following blocks into a group log using a new method so that i can send them to Malone? Can't open file.

VCDS List of Engine Measuring Blocks

Use the AVB option and tick the needed blocks. Logging works the same way. Go into Advanced Meas. Values and use the Search Field to Filter for the Value's your looking for.

Eric liked this post. Page 1 of 2 1 2 Last Jump to page:. All times are GMT The time now is PM. All rights reserved. Ross-Tech is not affiliated with the Volkswagen Group in any way.Ross-Tech is not responsible for any damage or problems that may result from following these instructions.

They are to be used at your own risk. Note: These are useful procedures that may or may not work on your particular vehicle.

Consult a Factory Repair Manual before doing any modifications to your car. Q: That's great, so what can I do with it? Setting Injection Timing :.

See this page for more information.

How to Find Engine Misfires on VW and Audi's

Take note of the values in fields 2 timing and 9 fuel temp. Specification is within the shaded area between the blue and red lines. To slightly advance timing, you need to be in the upper portion of the shaded area.

Setting is done mechanically, slightly rotating the pump shaft once its three screws have been loosened. It is strongly discouraged to set your timing outside of the specification!

Special adaptations: Login code Put in the suggested value s in "new value". Factory fresh ECU's often come with cruise control de-activated. Immobilizer Procedures in the Ross-Tech Wiki. Q: Where can I find specific info about my car?

First off, the best source is the aforementioned Factory Repair Manual. See here for some useful links for particular vehicles:. Special adaptations: Login code These procedures do NOT apply to the PD engines, which use a completely different type of EGR system and for which there is no known modification.

To perform the following adaptations except idle you need to use the Login function. Enter as a Login code. Misuse of some of the adaptations can lead to engine failure. This is done at your own risk! Note that the EGR setting is for off-road use only Specification is 2. To change the amount of injected fuel perceived by the ECU, go to adaptation channel 1.

For slightly improved throttle response, you may try to decrease the value. Channel 2: idle speed No login required The stock adaptation value should be corresponds to rpm.

Increase or decrease this to change idle speed. Channel 5: starting conditions Though undocumented, this channel effects the injected quantity the ECU allows when starting. Yes, that's the "speed limiter". Don't mess with it! It can only be adjusted downward, and it's one-way!I'm quite happy using VCDS to code modules, etc. No fault codes have been evident at all which would lead to this suspicion if a misfire, but someone pointed the noise out to me which I had drawn a conclusion of it being DMF failure imminent.

I've had a look in VCDS measuring blocks, etc. I'm no mechanic, so it's no good suggesting taking the engine apart and swapping bits over without clear instructions, or better still, pictures. You can see the adjustment on each individual injector somewhere in measuring blocks - have a search for when people were having issues with injector replacements on PDs and you will see the details. I'll take another look at the measuring blocks tomorrow, but didn't see anything of much use when I last looked.

I've done a couple of scans of the same measuring block and got different results. You are looking at the right thing, Cylinder one is weakening off, could be a dodgy injector or injector seal. I can also look into it a bit more and possibly get it to a garage with a little more info for them to look at. Doing some reading on this on this forum and it could also be the tandem pump which, I have suspected for quite a while was on the way out but had been told by a garage that the noises I heard were a failing DMF I had a look yesterday and while I can get the tools to do the job, I think it is beyond my capabilities so will be getting to a garage as soon as I can.

That's where I've had noises coming from for quite a while, but the garage I took it to couldn't replicate the noises while I was there and said that it was DMF on its way out. Try running some Millers diesel additive through it first - a couple of tankfuls at double dose might make a difference.

I'm onmiles roughly, but no consistent and reliable pointers to it being DMF. There is no difference at idle when clutch is depressed usually. No judder on pulling away occasionally on start up and shut down or if clutch dropped in too quickly. No juddering at high revs or heavy acceleration. I've run Redex through it on several occasions, but doesn't appear to have much effect. I know it's not the best, but it's readily available and quite cheap.

I've almost run two tanks through so far and there appears to be far less noise on startup from cold suggesting that it might have been an injector issue and not a DMF issue. I'll run a VCDS scan on the injectors as before and see if the hint of a misfire is still there or has diminished or even gone. Does seem to be having some effect as I have not noticed the 'chattering' much on cold start recently and I have been listening. Been double dosing it for a while now.

Car seems more economical and slightly improved smoothness and response. But this could all be psychosomatic! Noise still there on cold start but haven't been able to check to see if the slight misfire is still registering with VCDS.Runs need to be at Wide-Open Throttle, 4th Gear, from rpm rolling start to redline fuel shutoff.

Note: if too much speed in 4th gear is an issue, 3rd gear can be used but all runs need to be in the same gear at Wide-Open Throttle for the entire run between rpm and fuel shutoff. Minimum of 4 runs for the Vag-Com items I outlined below Note: all runs should be done on the same stretch of road; the engine should be up to full operating temperature before logging; the cool down time needed between runs will be handled when the customer turns around to reposition himself for next run on the original stretch of road used for the first run.

Diagnose misfire with VCDS

All Right Reserved Privacy Policy. Ask our Experts: 1 Free shipping on all orders! Run the car until very near empty 5 miles or less until empty on trip computer to rid the fuel system of the previous octane of fuel. Then fill the car with 91 octane and drive the car for about 15 miles to rid the car of the last remnants of the previous octane.

Only after this can testing begin. Vag-Com will export the data in a. This is what we need. Vag-Com Screen Shots. Supercharged Vehicles 3. Naturally Aspirated Vehicles 2.Runs need to be at Wide-Open Throttle, 4th Gear, from rpm rolling start to redline fuel shutoff.

Note: if too much speed in 4th gear is an issue, 3rd gear can be used but all runs need to be in the same gear at Wide-Open Throttle for the entire run between rpm and fuel shutoff. Minimum of 4 runs for the Vag-Com items I outlined below Note: all runs should be done on the same stretch of road; the engine should be up to full operating temperature before logging; the cool down time needed between runs will be handled when the customer turns around to reposition himself for next run on the original stretch of road used for the first run.

While we try to keep everything current, APR tuning Ltd is not responsible for errors in pricing on this web site. Run the car until very near empty 5 miles or less until empty on trip computer to rid the fuel system of the previous octane of fuel.

Then fill the car with 91 octane and drive the car for about 15 miles to rid the car of the last remnants of the previous octane. Only after this can testing begin.

Vag-Com will export the data in a. This is what we need. Vag-Com Screen Shots. Supercharged Vehicles 3. Naturally Aspirated Vehicles 2. APR Tuned.Here is an explanation of fuel trim and what it does for us. With iso-octane "ideal" gasolineLambda of 1. 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.

If Lambda is greater than 1. If Lambda is less than 1. It should be noted that the ratios are mass-based, not volume-based. So, why don't we always run at 1. Well, we do MOST of the time. At cruise and idle, mixture is held tightly to 1. However, when we need acceleration, the mixture gets richer.

Maximum power is made between 0. 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.

vcds measuring blocks misfire

It has a prescribed set of values maps for a given RPM, Load, etc. 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.

vcds measuring blocks misfire

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. These learned compensations are known as "trim". So, when you see "trim", it means "compensation". When the ECU is using additive trim, it is telling the injectors to stay open a fixed amount longer or shorter.

The malfunction e. For additive adaptation values, the injection timing is changed by a fixed amount. This value is not dependent on the basic injection timing.

For multiplicative adaptation values, there is a percentage change in injection timing. This change is dependent on the basic injection timing. 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 more lean 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 general, an out-of-spec value in the first field Additive indicates a vacuum leak since it is mostly present at idle, when vacuum is highest.

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. Your peak airflow should be roughly 0.Welcome, Guest. Please login or register. Did you miss your activation email? April 15,PM. I'm currently getting misfires top end at around rpm and it's getting worse.

Does anyone know what blocks to log to check the misfire counts and check the fuel rail pressures and the actual and requested fuel pressures? I can't remember off hand, but if you click Advanced Measuring Blocks it should pop up a big list of all of them, scroll through and click the relevant ones.

I think you can datalog up to 8 of them if I remember right. You want to log actual and requested fuel rail pressure, actual and requested boost, requested and actual low pressure fuel pump, lambda regulator and knock regulator.

A couple of other things like intake temp and throttle position might be useful too. Is it remapped? KO4 or KO3 engine? Also, some KO4 engines have weak exhaust valve springs which are known to cause misfires at the top end if the exhaust back pressure is excessive.

Just compare specified to actual. I suspect your low pressure fuel side is struggling to maintain pressure if its a high rpm, you'll see the duty cycle climbing and the actual pressure falling rapidly.

Log full throttle runs from 3ish k rpm through to the rev limit and post the data up here. APR maps are famed for being pretty aggressive, so the fuel demand they specify is probably beyond what your standard pump can deliver.

Had exactly the same issue with my Stage 1 ED It needed an uprated pump. I've noticed that it seems to be giving off a fair bit of black smoke when on boost.

Did yours also do that?

vcds measuring blocks misfire

Mine has a 'custom' map but the only time I've noticed black smoke was when hovering on the edge of boost for a while waiting for an overtake - say rpm in 4th or 5th - and then nailing it. I've had turbo engines for years and hardware is rarely instant. It takes time for the turbo and injectors to react to inputs. So when you shove your foot down, there's a sudden demand on the injectors, they cram loads of fuel in and if the turbo hasn't quite woken up yet, you'll get a momentary rich condition, nothing to worry about.

Constant plumes of thick black smoke on the other hand, that is a concern! I would expect a little bit of soot but this seems to be quite bad, it's not quite derv bad but it's definitely worse than a 'normal' tuned TFSI. I think it may be the injectors but I'll find out when they get tested.

I take it you're getting chunky smoke in the midrange, not at the top where it's misfiring? Have you done a valve clean yet?

Personally, I would not waste your time or money on cleaning the injectors, just put new ones in when you do a valve job. The way they fail is nothing to do with them being clogged etc, the pintles inside them wear out and replacement is the only proper way to do it unfortunately. Does your APR tune allow you to switch to stock?

APR - VCDS Datalogging Guide

No not yet, the valves will be getting cleaned very soon when I do the RFD. I did a little bit of logging today and looking at the HPFP block at points the specified value is around and the actual is down at 80ish, then the actual will rise back up again to about Was that big drop in the midrange, rpm ish?

That's why K04s need a pump. When they thump out 1.


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