And dont forget the full bsttery reset..
And check all the fuses.
And check all the fuses.
Won’t start [Resolved]
- Thread starter Van Buddy
- Start date
I have downloaded the files you requested. I'm now going to remove battery and check fuses/relays etc as there was this burning smell that I presumed was the egr pipe but would be good if it's a melted relay.
Thanks to
mmi and Dellmassive
Thanks to
mmi and Dellmassive
Years ago my 2.0tdi skoda superb wouldnt start. Called skoda assist and the AA man came out. Basically cranked it and cranked it and eventually it went. Ran rough for a bit and cleared itself. Never happened again. AA guy thought it was an air lock in the fuel line.
Very odd.
Do the glow plugs get energised when you turn the key ?
Test light on one of the injector plugs. It should flash on and off. If there's fuel pressure in the rail then the thing should run, regardless of the turbo, EGR etc.
Then try a bit (not too much in one hit!) of easy start into the intake when cranking. Failing that the belt's slipped or other major failure.
Do the glow plugs get energised when you turn the key ?
Test light on one of the injector plugs. It should flash on and off. If there's fuel pressure in the rail then the thing should run, regardless of the turbo, EGR etc.
Then try a bit (not too much in one hit!) of easy start into the intake when cranking. Failing that the belt's slipped or other major failure.
yes, that's 6000PSI odd, so it should run!
the data posted above shows the Engine ECU not commanding the injectors to open? - so no fuel is the issue.
not sure why though . . .
burning smell in engine bay.
im still thinking electrical iiues with fuse/relay/ecu.
Glow plugs only come on when its cold. . .
you can see from the bellow that the injectors can draw 23A@12v each . . . . so some fair current.
im thinking the injector feed via Engine ECU is the problem. - no power to injectors?
www.t6forum.com
...
www.t6forum.com
not sure why though . . .
burning smell in engine bay.
im still thinking electrical iiues with fuse/relay/ecu.
Glow plugs only come on when its cold. . .
you can see from the bellow that the injectors can draw 23A@12v each . . . . so some fair current.
im thinking the injector feed via Engine ECU is the problem. - no power to injectors?
The T6 Vehicle SSP-561
VW Self Study Programme, Document 561 - The T6 2016 Benchmark in its class Pioneer in the segment for more than 60 years The totality of all the product characteristics ascribed to the Volkswagen Transporter has made it the epitome of its...
...
SSP 564 - The T6 2.0L TDi
VW Self Study Programme, Document 564 - The 2.0 litre TDI Engine In The T6 The introduction of modern, particularly efficient Euro-6 engines represents a central feature of the new T6. All units are equipped with Blue Motion Technology as...
Thanks- indeed strange.
Have you scanned for the faults again after all the cranking? Directly under Engine - Fault Codes?
The last bits of data are under Engine - Advanced ID. Perhaps you could do that too?
Nothing obvious in the blockmap file - these two are interesting (and different to mine). Something "sporadic" was recorded starting 715 km's ago (444 miles ago).
Van Buddy | mmi | ||
| IDE03189-ENG118044 | Number of prevented stop processes (statistics)-sporadical_function_inhibition_kilometer | 86597 km | 0 |
| IDE03583-MAS04416 | Engine shut-down overrides-Sporadic function prevention | On | OFF |
Then I'm not sure about this one - yours is 6.6 degrees. Mine has varied from -0.1 to 1.8 degrees (approx. 90 blockmaps recorded over three years). However, never checked if it changes during cranking.
| IDE00182 | Camshaft adaptation intake bank 1: phase position | 6.6 | 0.9 |
EDIT (2021-10-27): the parameter seems to be a long term tracking value - no changes observed during cranking.
Last edited:
injectors are driven direct from the Engine ECU . .
powered via some of the numerous Engine ECU power feeds/fuses
powered via some of the numerous Engine ECU power feeds/fuses
interesting one this. . . id like to see what the problem is.
time to call in a VW indy mechanic for a diagnostic? / second opinion.
time to call in a VW indy mechanic for a diagnostic? / second opinion.
Agreed, no fuel into cylinders. Indeed the ECU doesn't even command the injectors to open.
In the data the fuel pressure (behaviour) is excatly what mine does. Also the fuel rail commands are identical to mine as well as the rest of the data.
But, where are fault codes? Not monitored?
What bothers me a bit is "Camshaft adaptation intake bank 1: phase position" = 6.6 degrees - it is significantly different than mine. Is it too far-fetched to have cam belt timing checked?
But again - why no fault codes?
If the belt has jumped a tooth . . . Maybe its been detected by cam and crank readings....
and the Engine ECU is not firing injectors specifically to stop engine firing up?
Maybe self preservation.
I wonder if ODIS would give a better result in regards to the non start?
and the Engine ECU is not firing injectors specifically to stop engine firing up?
Maybe self preservation.
I wonder if ODIS would give a better result in regards to the non start?
I remember an old skool mechanic saying to me that if you had a engine run issue . . . . That wasnt generating any fault codes.
Then it is most likley a mechanical issue.
Seems plausible as the ECU is not expecting mechanical issues.... ie cam/crank timing.
Then it is most likley a mechanical issue.
Seems plausible as the ECU is not expecting mechanical issues.... ie cam/crank timing.
ODIS can read the same data, but at much slower rate. VCDS HEX-V2 samples T6 ECU at 5 Hz rate (12 separate data channels) which allows to capture even engine startups quite satisfactorily. By reducing number of recorded channels the speed can go even up to 20 Hz.
However, ODIS has guided fault finding which is based on all the know-how of VAG - actual results may vary
I watched the Diagnose Dan the other night where a VAG engine would only start from cold after a very long crank. Turned out to be the variable valve timing actuator losing oil and retarding the cam to a point where it wouldn't start. I was surprised at the time that it wouldn't at least splutter and fire. Afterwards I wondered if that was a safety feature that the thing wouldn't start at cranking revs with a so far retarded cam. There was no error codes on that either, and Dan found it (we diagnosed it together!
) by the number of pulses from the crank reluctor between TDC and the cam at first crank, and when it finally started...Soz, I've given away the ending now.....
....A bit like when I came out of Empire Strikes Back and said 'Who knew, Darth was Luke's dad..."
Yeh love DD . . . And seen that vid before.I watched the Diagnose Dan the other night where a VAG engine would only start from cold after a very long crank. Turned out to be the variable valve timing actuator losing oil and retarding the cam to a point where it wouldn't start. I was surprised at the time that it wouldn't at least splutter and fire. Afterwards I wondered if that was a safety feature that the thing wouldn't start at cranking revs with a so far retarded cam. There was no error codes on that either, and Dan found it (we diagnosed it together!
Soz, I've given away the ending now.....
If you like that stuff......
Check these out... also on YT.
Scanner danner.
Pine Hollow Automotive.
Eirc car guy.
South main auto.
Diagnose dan
Things to check... +12V feed to injectors, earths to ecu (ecu grounds out injectors to fire them, no earth, no fire)
Also try activating the lift pump via VCDS and see if you can hear it working.
Also try activating the lift pump via VCDS and see if you can hear it working.
Last edited:
Similar threads
