Ignition transformer 6N0 905 104 :: Stoßstangen-Klebestreifen |
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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phade

Anmeldungsdatum: 14.09.2007 Beiträge: 235 Wohnort: Kent / Süd-Ost London - (Kent / South East London)
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Verfasst am: 09 Okt 2008 21:09 Titel: |
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This sounds like a sender or some form of electronics problem. I had a similar fault with my car last November (it stumped me for nearly 2 months).
I think either of the following could be causing the fault that you've got with your car:-
- Hall sender (intermittantly or pernamently open circuit) inside the distributor. The only cure for this is to replace the distributor.
- Oil temperature or air temperature sender intermittant. This would not cause the engine not to fire at all.
The most likely cause of your engine not running at all is the hall sender inside the distributor.
To check this you will need to measure the voltage from the ECU to the distributor across pins 1 and 3 on the distributor lead's plug. It should be at least 10 Volts. If the voltage from the ECU is ok then the hall sender is faulty.
You can get a new distributor from any of the following:-
- Manfred
- VW Classic Parts Center ( http://www.vw-classic.net/bestand/index2.html ). This website is in german only
- Antonio Trejo (email: partsvw@hotmail.com). Beware of import and sales tax (I don't know what those rates are in Spain).
If you could send me your email address I could email you the fuel injection booklet, which will tell you the steps you will need to do.
I have also documented some of the fuel injection booklet (in my own words and using my own and Manfred's methods) on the 1600i website.
Another thing you can do with VAG-COM is to leave the ignition on (but do not start the engine) and access the ECU to read the fault memory (and make a note of the faults found) and erase them. This should also give you a rough clue of what has actually happened (the new ignition transformer may have cured those errors anyway).
Let me know how you get on.
Cheers,
Phil
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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phade

Anmeldungsdatum: 14.09.2007 Beiträge: 235 Wohnort: Kent / Süd-Ost London - (Kent / South East London)
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Verfasst am: 11 Okt 2008 8:11 Titel: |
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Hiya Pegasin,
It looks like that the ECU is ok, so the distributor's hall sender may be suspect. The only real way to test this is to connect the plug back onto the hall sender, start up the engine and wiggle (move) the plug around with a pair of pliers. If the engine then runs badly or cuts out all together then the hall sender is definately faulty.
I think (if I remember rightly) that the hall sender's impulse rotor (the metal plate below the rotor arm) is removable by taking off the circlip. The hall sender should then be accessible.
Unfortunately in my case the impulse rotor was machined onto the rotor arm's shaft, which made access to the hall sender impossible.
Also looking at the resistance measurements of the oil temperature and air temperature senders, it seems that they are ok.
However, you also mentioned that the oil temperature sender plug (or socket ?) was deformed. Was this at the cable end or the oil temperature sender's end? If it was deformed at the oil sender's end then the oil temperature sender will need to be replaced.
On the VAG-COM side of things, the B series (and possibly the very first series of ECU for the mexican beetle) ECU takes a long time (at least 10 seconds) to establish communication with both a genuine VAG fault code reader (in this case my VAG 1552) and with a laptop running VAG-COM. I found this out when I was diagnosing Steve's (from Surrey) 1600i which has the B series ECU. My later D series ECU responds within about 1/2 second to 1 second.
VAG-COM may not connect to your ECU every time (it works every time with my D series ECU), so you may have to try to connect to your car's ECU a few times before it will establish communication. If the connection problem still persists, then you may have to exit and restart the VAG-COM software.
Good luck with your car.
Cheers,
Phil
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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phade

Anmeldungsdatum: 14.09.2007 Beiträge: 235 Wohnort: Kent / Süd-Ost London - (Kent / South East London)
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Verfasst am: 11 Okt 2008 14:14 Titel: |
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That is the oil light switch plug
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phade

Anmeldungsdatum: 14.09.2007 Beiträge: 235 Wohnort: Kent / Süd-Ost London - (Kent / South East London)
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Verfasst am: 11 Okt 2008 14:21 Titel: |
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One other thing I have also noticed is that the Bosch spark plug leads "for the mexican beetle" are in fact not very good. I have only had mine for about 7 months and one of the ends has failed on me yesterday.
I measured the resistance of the spark plug leads and the ignition transformer lead this morning and they are nowhere near VW's specification.
VW's specification:-
Ignition transformer to distributor: 1k Ohms
Spark plug leads: 4k Ohms to 6k Ohms. New lead is 5k Ohms
Bosch ignition leads measurements:-
Ignition transformer to distributor: 2k Ohms
Spark plug leads: 2k Ohms
This could be the cause of one of the spark plug lead end's internal resistor burning out. It may be an idea to check the resistance of each ignition lead just in case.
Good luck with your car.
Cheers,
Phil
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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Verfasst am: 11 Okt 2008 14:33 Titel: |
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phade hat folgendes geschrieben: |
That is the oil light switch plug |
OK, it's identical to old vw engines.
I supposed that probably it is a sender of crankshaft's position. Then, the signal of the crankshaft position to ECU is from Hall sender... or not?
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phade

Anmeldungsdatum: 14.09.2007 Beiträge: 235 Wohnort: Kent / Süd-Ost London - (Kent / South East London)
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Verfasst am: 11 Okt 2008 14:54 Titel: |
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Yes, the signal from the hall sender inside the distributor determines the crankshaft position at 90 degree intervals.
The large notch on the impulse rotor (metal disc) is to provide a longer pulse than the other three pulses from the hall sender to the ECU. The ECU can then determine which one of those pulses is the number one cylinder's firing point.
The 1600i engine its self does not have a separate crankshaft position sender.
The mechanics of the 1600i engine is almost identical to the carburettor engines. The only mechanical differences (the electronic ones are obvious) are the following:-
- Cylinder heads (for fuel injectors and oil temperature sender)
- Inlet manifold centre section (no preheat ports from the exhaust)
- Engine tin (for oil temperature sender, lambda probe and no preheat pipe)
If you need the fuel injection booklet, let me know of your email address and I could email it to you (as a PDF file).
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Pegasín
Anmeldungsdatum: 20.05.2008 Beiträge: 40 Wohnort: Gijon-Spain
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