wytonpjs

Oh dear :( Have just had a coffee with a colleague and run through the system once again. The one thing I had not thought about :angry: was that the actual boost line in the above graph comes from the TMAP sensor. Now if this is faulty and erroneously reporting the boost you get the situation where the car gives less power than it should do and trips out under a lighter load because it is telling the ECU that the pressure is higher than it is actually :( Consequently, and after thinking through what would happen if the vacuum lines were leaking/blocked, I have allowed myself to be persuaded that it could be a faulty TMAP sensor. Talk about making a decision :( Next thing I'll be wearing a skirt :blink: I have no idea whether the TMAP can become obstructed, fouled, etc but tonight I will have a look at it - at least with VAG-COM I can get a direct result as to whether the indicated boost is following the desired boost. The saga continues but I am coming round to GSMGuy's corner :(

Sorry seatkid if I didn't make myself clear :( - to my knowledge I don't have a boost chip fitted - it is just a possible explanation that has occurred to both me and my local garage crew. I'm going to have a ferret around the ECU to positively prove that it hasn't previously been tampered with but to my knowledge, this is a straight car :blink: I'm not sure that such a chip would work as the fuelling is being controlled by the MAF and it won't unless this was tweaked as well in the ECU get enough fuel to cope with the boosted input :( I'm also positive that it is not the T-MAP sensor - as you say, it is a closed loop sensor that is controlling. This leaves me with the boost solenoid valve that is, I believe, responding to commands from the ECU but progressively giving the wrong amount of vacuum :angry: Tonight I'm going to go over its connections again but it looks like I'm off to VAG tomorrow to get a new one. Is the part number 1J0906627? Many thanks Peter

I'm new to it but find someone close to you who has access to VAG-COM and get them to look at the MAF readings. In playing around with VAG-COM trying to find out what is causing my turbo to switch off I have been amazed by just what it can do :blink: - one of its abilities on the shalaxy is to tell you exactly what the MAF sensor is seeing in response to what the ECU is asking for :lol: . Results still need interpretation but it a lot better than shelling out money unecessarily. If you are anywhere near to Huntingdon (Cambs) I would be happy to have a go in hooking it up :blink: PS Concur the "jet Engine" noise winding down after you switch off is NOT the Turbo but is the Aux Heater. Its that time of the year again when they cut in more noticeably. Be grateful that your is working properly - there are a lot of people out there who like me last winter have learnt a lot about these mysterious devices that are not listed in the Owner's Manual - usually when they fail and produce car-enveloping clouds of smoke :angry:

seatkid/GSMGuy - many thanks for your excellent posts and thoughts so far :blink: Managed to get VAG-COM working again last night and to log the required boost against delivered boost against speed and time. I am not sure how to display this graph directly in the post so I have attached a screenshot of the results (Excel file is available if required) :lol: Given that the delivered boost (red) follows the desired level (green) I believe this proves that the fault is not vacuum related - there is no lag that a blocked pipe would cause. Thinking about the T-Map sensor, the T-Map is capturing the pressure and is triggering the ECU to shutdown when the maximum positive limit is exceeded - I think this is working OK. My simplest thoughts say to me that this must be the boost solenoid control valve delivering too much output in response to ECU request :angry: I standby to be shot down but other than finding that this car has a "funny" boost chip fitted (interesting and dangerous way to get extra power) I'm tempted to change the solenoid on spec :D There is a dawning realisation that if I can correct this snag, the Galaxy going to be a lot poorer in performance terms given the 20% extra boost it is now getting at 3000 rpm :blink:

OOPS - forgot to say that the oil is

This one has caused me much angst. Had twice asked local Fraud garage and my village crew to check/change oil. Fraud failed to order in the parts and wanted the car back specially and the local crew could not identify the oil. I've had the car for a year now and not been happy with its notchy changing at times so, planning to tow a caravan at Easter, I pushed my local crew into going for it. Two days of numerous telephone calls failed to find anyone who could ident the oil. In desperation I went back to the local Fraud garage at the eleventh hour before we set off and asked them to get the oil. As the Owners manual says 7.5 ltr I asked them to get me 8 ltrs at just under

Just to add my tuppence! Moment of senility in Germany last year resulted in me filling up my Galaxy on the day of my return with unleaded - pity as it's a diesel! However, I realised error before starting - tried to explain problem to German cashier but I can only order beer in German! To shorten story, she phoned husband who turned up 10 mins later, pushed car into workshop and then pressure siphoned fuel out of tank. Big concerns over rupturing tank but they used a restrictor to reduce air pressure down. Biggest problems were getting a pipe down to the bottom of the tank and the extreme cold from the compressed air/petrol vapours leaking from the wad the tank opening was blocked with. Reckon we got all bar a couple of litres out, filled back to the gunnels with diesel and then off to Calais (from Ramstein). No problems watsoever! Cost was 50 Euro plus the new diesel. No problems since! BTW as an ex-member of the Armed Services who at one point has responsibility for 400+ vehicles (inc specialist MT AND Lex White Fleet vehicles) it was policy to dilute diesel in extreme cold temps with up to 10% petrol to reduce/obviate waxing problems. My local garage has just drained another diesel Gal this weekend with petrol in the tank - another loss of power condition. Despite running this one, fill and flush has cured. Fingers crossed, this guy will be similarly lucky!

Hi - Update! Good root around the vacuum pipes, etc - no apparent snags. Further internet trawl revealed sheer number of people experiencing the 17965 problem - big discussions on Golf/Jetta/Bora websites about exactly the same problem. In parallel last week I ordered a KEY-USB from SK Pang. Arrived Sat - got time on Sunday to play. On the engine controller one fault - surprise, surprise, 17965 - Charge Pressure Control: Positive Deviation P1557 - 35-10 --- Intermittent. Interesting snag on the Auto Trans as well 0030 - Transmission Fluid Temp. Sensor (G93) 30-10 - Open or Short to Plus - Intermittent (which I take to mean that I have overheated the auto box on several occasions) - possible link? Anyway, I used Vag-Scope on the Engine Block 11 to measure requested versus delivered boost. After an initial lag, the turbo increasingly delivered in excess of that required by quite a margin - never caused the ECU to trip but there was a significant and rpm-dependant increasing gap between the lines. Given the gap was increasing and that it was a positive overpressure it is suggesting to me that the fault is the boost control solenoid valve - the one at the back of the engine. Now to the buggeration. Tried this morning to log the outputs of block 11 so I could post the plots. Had great difficulty in detecting the controller, then, when I switched into basic settings strange things started to happen. The desired boost window switched to off, the car's rpm started to increase and I got all manner of warnings flashing in the inst panel together with a flashing ENGINE WARNING message on the red display. Now some history; after running the VAG-COM on the Galaxy on Sunday I hooked it up to my wife's S-reg Ford Ka to see if it could read generic OBD codes - no joy. Coincedence, or have I buggered it up in doing this? Interestingly, when I initiated VAG-COM this morning I did a test from the options page and whilst it found the interface and said everything was OK, there was only OK against K1 and K2 - there was no CAN flag. I intend to reload the VAG-COM programme today (regrettably, the wife has the car today so I cannot get at it again until tonight). Thoughts/ideas on original and VAG-COM snags? Peter

Thanks SeatKid for comprehensive post. So far I've had a general look at the boost valve, that hemispherical unit on the front of the engine and the small air filter. All hoses, filters, connections appear as new and no end on pulling, flexing, movement throws up any cracks, etc. I'm at a loss anyway to understand what happens vacuum-wise when the PCM trips the turbocharger anyway - the load on the engine usually has not changed very much, it just sort of happens. This makes me think it cannot be vacuum related. Prior to the point this happens the turbo works completely as it is should - its just like someone throwing a switch. A vacuum related problem would surely be present all the time and would affect the normal day-to-day driving. This snag only happens under heavy towing and after some time. Are there any temperature sensors on the turbo or something similar?

Help! I have a 2001 (65k miles) 1.9TDi (115 BHP) that developed an interesting (and ALARMING) problem last week whilst towing a caravan. After about an hour of "hard" driving the car suddenly "lost power" and would struggle to hold 35-40 mph (VERY embarassing on the motorway) - up to that point it had quite happily towed at 55-60 mph. There were no warning indications or anything that alerted to a problem (engine temp OK, etc). I limped into a Service Station, waited 30 mins and set off - all was OK with no reoccurrence for the remainder of the journey and for the rest of that week (not towing). On the return journey towing the caravan it happened again after 45 mins - after a 10 minute wait on the hard shoulder I set off again and it was OK for another hour. This time when it went again, I came to a halt on the hard shoulder, switched off and immediately restarted - engine back to full power! No problems for the remainder of the journey (approx 1 hr). Reading the TIS I note that the turbocharger's vanes have an emergency position (maximum opening cross-section) to obviate engine damage due to execessive boost in the event of a turbocharger control "concern" (eg "in the event of an electrical concern or leak in the vacuum system"). It seems most probable that this was what was happening with the PCM putting the turbocharger into a latched "safety mode". Question is, what is tripping the PCM? I persuaded my local (and very friendly non-Ford) garage to have a play with their SNAP-ON diagnostics kit and it came up with code "17965 - Turbo Pressure Control - Limit Exceeded - Occurs Intermittent". This appears to validate the latching of the emergency limp home mode. Question is what is the probable cause? The SNAP-ON diagnostics do not give any further clues. Outwith of the actual turbocharger the control system appears to be very simple: the PCM controls the Vane Adjustment Solenoid Valve which regulates a vacuum across the vacuum diaphragm unit. Given the car drives OK normally, it is not a vacuum issue and the range of actuator movement appears OK. My thoughts are turning to inputs to the PCM that would cause it to trip the turbocharger. I'm aware that operation of the brake lights will trip out the turbocharger (boost not required during braking) but this is not the problem (this is not even mentioned in the turbocharger section of the TIS). Has anyone had a similar fault and satisfactorily cured it? Does anyone know what other "sensors" might persuade the PCM to "trip" the turbocharger? I am very hesitant in taking this to my local Ford garage who have a poor track record in my eyes - the options here (turbocharger change, PCM change, etc) are all horrendous and with WDS hook-up starting at