In this video, I’m using hi-tech equipment which can make the troubleshooting a little easier. Examples are using the VCDS scanner software to tell the compu…
Volkswagen Jetta Secondary Air Injection Diagnosis Part 11 (Hi-Tech Diagnosis on Car)
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diagnosis, HiTech, Injection, Jetta, Part, Secondary, Volkswagen
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smoke should not have came out, but I’m sure the hoses were routed correctly. Of course, it’s always possible that I crossed the hose connections up when I connected to the smoke machine, but I believe it was correct. I’ll have to go back and review the video to be sure. Thanks ExoVCDS!
No problem on the confusion ExoVCDS (smiling). I understand what you’re saying. But, I can assure you that the hoses couldn’t have been swapped because of the original routing. And when I put the new solenoid valve on, the hoses were installed just like they were before. Then with the new smoke test, there was no smoke, either when energized or de-energized. It could be there was a leakage there at the top of the solenoid allowing atmospheric pressure in when it shouldn’t. I agree that cont)…
Someone at some point switched the 2 vacuum hoses on the vacuum solenoid.
There are two vacuum nipples on the vacuum solenoid. The vacuum hoses are installed wrong if the smoke is coming out of the Atmosphere vent of the solenoid… again, the vacuum that is applied to the combi valve is supposed to “vent” out of the solenoid, when the solenoid is not energized. Smoke should never come out of the vacuum solenoid vent when smoke testing. The small hole at the top of the solenoid is just for atmospheric pressure to push on the diaphragm. Didn’t mean to cause confusion.
did not show vacuum loss or smoke coming out. As for the lean code, there was a large loss of vacuum at the solenoid. However, there was a large split in the PCV hose and a split in the brake booster line. I would say that they all contributed to the lean code. Thanks for your comment ExoVCDS and again, I appreciate you dropping by.
Hi ExoVCS and thanks for stopping by. I’m not quite sure what you mean when you say the vacuum line is on the “wrong side”. Maybe you could clarify that. You are probably right as far as the combi valve venting to the atmosphere as it did have a small hole in the top which means that the solenoid should not have vented in either position. On the solenoid for the injection tuning valve, it didn’t exhibit the loss of smoke or vacuum lost in either position. New solenoid worked and cont)…
At 6:20 when you are adding smoke to the vacuum line, the vacuum solenoid is venting the smoke, this tells me that the vacuum line is on the “wrong side” of the vacuum solenoid. The Combi valve is what should be Vented, so that the combi valve can close when the solenoid is not energized. The Lean Code confirms that this is the source of your vacuum leak. The smoke stops when the solenoid is energized because the dump to atmosphere is blocked (combi valve is supposed to open).
It’s possible busjockey, but I had the combi-valve opened which allowed the most current flow. And with the most current flow, I figured that if there was going to be any dropouts, it should show up then. Thanks for the comment and for watching. I appreciate it.
Hi busjockey. I had a couple fellas over at autonerdz who posted waveforms of brand new air pumps, and there’s had some ‘hash’ in it also. I’m going to assume that mine is okay since I didn’t see any dropouts in the current. Since it’s running okay, I’ll wait until it really starts to act up before I drop $600 on a pump. Thanks for watching!
You might want to compare the current with the combi valve opened and closed. You might be able to detect a drop out at different rpms.
Great video, so is the current waveform of the air pump a known good? Like you said, it has some hash in it.
get a four channel. Tell you what, once I get this Jetta back together, I’ll show an example of using all four channels on the MAF, MAP, TPS and O2 at the same time and discuss a little of the scope usage. Of course, that’s a really BIG topic where hours can be spent on understanding the waveforms of what they’re telling you. I’ll try to keep that one basic to wet your appetite. Thanks again Steve for dropping by and I’m glad that the videos were of interest to you.
their voltages, the timing between them. Other examples includes looking at the crank, cam, feedback signal to PCM from ICM and the signal the PCM generates back to the ICM. Four channels makes the diagnosis really quick in giving you a direction to go. And if you go to the autonerdz site, which is dedicated to picoscope users, everyone that I saw that bought a two channel, turned around later and bought a four channel. So, if you’re going to buy a scope, trust me, save the money to cont)…
Thank you very much Steve for watching all the vids! And thank you for the kind words about the vids. A four channel scope is definitely better than a two channel. Of course, any two channel scope is better than no scope at all. Yes, I’ve used the four channels all at once and trust me it really pays to have those extra channels. Here’s an example. I want to look at the MAF, MAP, TPS and upstream O2. Snap the throttle and in a glance I can see all of the interaction between the sensors cont)…
Fantastic , cant say much more. Just finished watching all your vids. Well spoken, precise, and in depth coverage. Your a natural instructor. Your 4 channel picoscope
is a must have. Do you think a 2 channel would suffice or do you use all the channels. I would vote to see a series on oscilloscope use. Thanks Steve.
Thank you very much Will for the comments! Yes, having the equipment does make things a lot easier to troubleshoot. I like working on cars and decided years ago that if I’m going to work on them, I’ll have the equipment to do it. Fortunately, the wife understands and never gives me a quibble about buying some expensive equipment. And she’s always there to do the filming on all of these series. And I try to put some humor in the videos and hopefully, no one is offended. Hey, we’re guys in a shop!
Very good series Terry, love the sense of humor throughout, and man that’s some sweet equipment you have, I need to get a 4ch scope I have an old bench top that works well however I like the options Pico offers, data logging and what not, that smoke machine is top notch best of all you have the knowledge to run it all, thanks for taking the time and sharing
and to the lady behind the camera, Great job top notch love the reactions at times cracked me up
Yes, the smoker that I’ve got really does a great job. I especially like the flow meter which tells you immediately if you have a leak. And the pressure/decay gauge is really good when doing fuel evap tests to compare the FTP (fuel tank pressure) sensor readings against the gauge. This can help isolate a leak or blockage if the problem is on the back door or front door of the fuel evap system. Again, thanks for your comment!
Yes, the bi-directional scanner does make it nicer turning on the outputs. However, this system can be checked fully without a scanner to know beforehand if the front of the car has to be pulled off. In my case, I didn’t know exactly where the components were and figured it would be a good video series for others. I didn’t show how to check the system with the front of the car still intact, as I will leave that up to viewers to come up with their ideas. Thanks for watching and for your comment!
Gee, with that bidirectional VCDS hardware you can run the system through gymnastics without even having to take it apart. I love your hi-tec smoker — kinda embarrassing for me to try an make my own when I see what a good one can do. I had no idea this secondary air system was so complex.
I’ve gone back in the description and included all the links to the manufacturer’s websites for all the equipment that I was using in this video. You should be able to find all the information that you asked and more. Thanks for watching the video.
What brand/model is your smoke machine?
Does it need external compressed air?
How much does it cost?