Volkswagen Golf / Golf GTI / Golf Variant. Manual - part 112

DTC /

Descrip‐

tion

Monitor

Strategy

Descrip‐

tion

Malfunction Crite‐

ria and Threshold

Value

Secondary Parame‐

ters with Enable

Conditions

Monitoring

Time

Length

MIL Il‐

lum.

Component Diag‐

nostic Procedure

P0420

Catalyst

System

Efficien‐

cy Be‐

low

Thresh‐

old Bank

1

NMOG /

NMHC

Conver‐

sion Ca‐

pability

• Catalyst effi‐

ciency > 1.00

[-]

• General condi‐

tions:

• Vehicle speed >=

6 mph

• Catalyst over‐

heating protec‐

tion not active

• Turbine over‐

heating protec‐

tion not active

• O2S rear ready
• O2S front ready
• ECT @ cylinder

head > 60° C

• Modeled catalyst

temperature 470

– 780° C

• Difference be‐

tween dynamic

and stationary

catalyst tempera‐

ture -306 – 304° C

• Modeled catalyst

temperature once

after engine start

> 550° C

• Integrated MAF,

catalyst temp.

conditions fulfil‐

led >= 0.0 g

• Modeled EGT @

O2S rear <= 900°

C

• MAF per cylinder

30.00 – 200.00

kg/h

• MAF per cylinder

per stroke, lower

range >= 89.99

mg/rev

• MAF per cylinder

per stroke, upper

range <= 750.00

mg/rev

• And
• Low dynamic

conditions devia‐

tion actual and

target engine

speed < 150 RPM

• Dynamic MAF <

15.01 mg/rev

• 60.0 –

70.0 s

• Once /

DCY

• 1

DCY

– Check the Three

Way Catalytic

Converter. Re‐

fer to appropri‐

ate repair man‐

ual.

– Check the Oxy‐

gen Sensor 1 Af‐

ter Catalytic

Converter -

GX7- . Refer to

⇒ “3.6.27  Oxy‐

gen Sensor 1 Af‐

ter Catalytic

Converter GX7 ,

Checking”, page

513

 .

GTI 2014 ➤

Generic Scan Tool - Edition 04.2015

3. Diagnosis and Testing    

121

DTC /

Descrip‐

tion

Monitor

Strategy

Descrip‐

tion

Malfunction Crite‐

ria and Threshold

Value

Secondary Parame‐

ters with Enable

Conditions

Monitoring

Time

Length

MIL Il‐

lum.

Component Diag‐

nostic Procedure

• Lambda control‐

ler output <=

20.00 %

• Dynamic and in‐

tegrated MAF af‐

ter dynamic con‐

ditions are fulfil‐

led > 20.0 g

• Tme after a cata‐

lyst purge phase

>= 1.0 s

• O2S rear voltage

@ diagnosis start

>= 0.55 V

• Integrated MAF

to start diagnosis

>= 5.0 g

• Integrated heat

energy >= 800.00

– 2,000.00 kJ

• Engine speed

1,248 – 3,008

RPM

• Coasting function

n.a

• O2S heater rear

active

• Lambda adapta‐

tion not active

• Valve lift n.a.
• Depending on

Lambda control:

• Intervention of

trim control be‐

havior activation

of catalyst diag‐

nosis < 0.10 [-]

• Or
• Intervention of

trim control dur‐

ing active catalyst

diagnosis < 0.20

[-]

• Choice of: canis‐

ter load <= n.a. [-]

• Evap purge n.a
• Or
• Canister load cal‐

culation n.a.

• Or
• Evap purge n.a.

GTI 2014 ➤

Generic Scan Tool - Edition 04.2015

122

     Rep. Gr. ST - Generic Scan Tool

DTC /

Descrip‐

tion

Monitor

Strategy

Descrip‐

tion

Malfunction Crite‐

ria and Threshold

Value

Secondary Parame‐

ters with Enable

Conditions

Monitoring

Time

Length

MIL Il‐

lum.

Component Diag‐

nostic Procedure

• Evap purge valve

n.a.

• Or
• Evap purge n.a.
• Or
• Canister purge

(conditions) n.a.

• Canister purge

valve ( closing

time ) n.a.

• And
• Choice of:
• Evap purge valve

n.a.

• Or
• Evap purge n.a.
• And
• Modeled MAF-in‐

tegral > 0.0 g

• Depending on

transmission

type:

• For MT integra‐

ted MAF per cyl‐

inder >= 0.00 kg

• For AT integrated

MAF per cylinder

>= 0.00 kg

• For DCT integra‐

ted MAF per cyl‐

inder >= 0.00 kg

GTI 2014 ➤

Generic Scan Tool - Edition 04.2015

3. Diagnosis and Testing    

123

DTC /

Descrip‐

tion

Monitor

Strategy

Descrip‐

tion

Malfunction Crite‐

ria and Threshold

Value

Secondary Parame‐

ters with Enable

Conditions

Monitoring

Time

Length

MIL Il‐

lum.

Component Diag‐

nostic Procedure

P0441

EVAP

System

Incor‐

rect

Purge

Flow

EVAP

Purge

Valve

Function‐

al Check:

Stuck

Close

• Ratio actual in‐

take manifold

pressure and

modeled set

point intake

manifold pres‐

sure < 0.10 [-]

• ECT @ cylinder

head > 58° C

• Barometric pres‐

sure > 73.0 kPa

• AAT > 4.50° C
• AAT @ start <

4.5° C

• Diff. barometric

pressure vs. fil‐

tered intake

manifold pres‐

sure n.a.

• Diff. barometric

pressure vs. fil‐

tered intake

manifold pres‐

sure > 25.00 kPa

• Ratio MAF @ in‐

take manifold and

MAF max. > 0.07

– 0.09 [-]

• Engine speed

1,180 – 2,700

RPM

• Vehicle speed >=

11 mph

• Diff. engine

speed vs. filtered

engine speed <

90 RPM

• Diff. ratio MAF @

intake manifold

and MAF max vs.

ratio filtered MAF

@ intake mani‐

fold and MAF

max < 0.15 [-]

• Diff. modeled in‐

take manifold

pressure vs. fil‐

tered modeled in‐

take manifold

pressure < 1.50

kPa

• And
• Integrated MAF

since engine start

>= 0.0 – 5,000.0 g

• Lambda control

active

• Lambda control

value -30.00 —

30.00 %

• 8.5 s
• Once /

DCY

• 2

DCY

– Check the EVAP

Canister Purge

Regulator Valve

1 - N80- . Refer

to

⇒ “3.6.13  EVAP

Canister Purge

Regulator Valve

1 N80 , Check‐

ing”, page 484

 .

GTI 2014 ➤

Generic Scan Tool - Edition 04.2015

124

     Rep. Gr. ST - Generic Scan Tool