It is generally accepted that the so-called E-gas is the technology of the last decade or so. In its purest form - yes, but the integrated electric drive in throttle valves appeared much earlier - back in the 80s. In those years, on the damper axis, on one side, there was a gas sector connected to the accelerator pedal with a classic cable (yes, the “wheel” that is driven by the cable from the pedal is called the “gas sector”!), And on the other hand, the damper axis connected through a gear transmission with a small electric motor.

Actually, the motor had no effect on the behavior of the car during movement - the connection with the driver’s leg was old-school, mechanical and clear: as you push, you go! And the electric motor came into operation only in the mode idle move, adjusting the degree of opening of the damper speed during warm-up and after warm-up, as well as slightly adding gas when powerful consumers of electricity and torque are turned on - air conditioning in the summer, power steering in the cold, various heatings, etc. A little later, the functions of the motor in the throttle expanded - with an almost unchanged design, electronic commands were added: it began to control not only the idle speed, but also the speed in motion - when the cruise control was turned on and when the traction control system was activated.

Now everything has reached the "apophagee of manufacturability" - the mechanical connection of the damper with the gas pedal has disappeared in principle, and all commands - both from the driver's foot and from service systems - the throttle receives only through the mediation of the engine control unit. There are three reasons for this:

• Environmental requirements;
• Increased fuel economy;
• Convenience in the implementation of many modern functions of the car.

Electronic choke today

So, the direct connection of the throttle valve with the pedal is completely and completely abolished. As I said, by pressing the pedal, we send a signal to the control unit, which, in turn, analyzes the situation and many parameters, and then gives the command to supply air. At the same time, it must be said that over a good ten years of development of the tandem of an electronic gas pedal and an electronic throttle in its modern sense, the system has successfully outgrown a number of childhood diseases - both purely physical and software ones.

The wearing sliding contacts of the damper position sensors have been replaced by non-contact inductive coupling, a lot of new features have appeared - not so obvious as to take a line in technical description car, but in the complex are quite important.

For example, the gas pedal stroke became non-linear, which allowed better control of the car during the start of movement: when powerful motor(where the damper has a large diameter) the risk of rushing forward excessively sharply with a light touch of the pedal has disappeared - the electronic throttle in the first quarter of the gas pedal reacts deliberately sluggishly.

E-gas allows the most optimal acceleration in a car with a turbo engine, greatly combating turbo lag and providing smoother acceleration from the bottom. E-gas will also help in the “pedal to the floor” mode, when in the case of a classic cable damper, the first moments are not optimal combustion of the mixture, and seconds are lost during acceleration. Of course, one cannot fail to mention effective system automatic control engine thrust for .

At the same time, however, it should be noted that the behavior of the electronic throttle on budget cars is still seriously different from mid-price and, especially, premium cars. In the "budget" E-gas, unfortunately, is too blunt, thoughtful and does not contribute to obtaining true pleasure from the drive.

Moreover, sometimes it also affects safety negatively - a throttle with suboptimal control software reacts to pressing the pedal with a delay, giving out torque on the wheels when it's too late. In the absence of stabilization systems in winter on slippery surfaces and when cornering, such a reaction of the car can nullify your traditional winter driving skills and create an emergency situation ...

The simplicity and complexity of the electronic choke

Usually the introduction of electronics is accompanied by an incredible complication of the design. In the case of the throttle, everything is exactly the opposite! Having thoughtfully studied it, you can find that it is incredibly simple and devoid of a number of tricky technical solutions that were previously available for classic chokes with cable drive. And the good old two-chamber carburetor, compared to the E-choke, is the most complicated and expensive steampunk device to manufacture ...

First, of course, the E-throttle does not need an idle air regulator - a valve for supplying air through a thin channel controlled by stepper motor, which is prone to crankcase pollution and precarious work. In the case of an electronic throttle, the idle air control valve disappears - XX is provided by slightly opening the main damper - after all, it is already electrically controlled, and therefore it copes well with speed control, adjusting to the consumers turned on, the temperature of the outside air and antifreeze, etc.

Even in the idle system with a classic throttle, additional bypass air channels often included bypassing the damper, which were also very prone to clogging. These channels were not opened smoothly, but according to the “on / off” principle, by external solenoid valves - for example, to compensate for the load on the engine when the air conditioner was turned on. In the electronic throttle, all this also turned out to be unnecessary - compensation for the drawdown in speed is again done by the throttle itself.

Also, the classic throttle had antifreeze heating from the cooling system, since all the aforementioned thin channels were afraid of freezing in cold weather. In an electronic throttle, especially if it is mounted on a plastic intake manifold, there is often no need for heating - the antifreeze inlet and outlet fittings disappear from it.

In other words, the electronic throttle took on several functions at once, simplifying its mechanical part to the limit.

Yes, according to the “mechanics” there was practically nothing to break - everything is so simple and primitive there: the simplest electric motor, which is connected to the damper axis through a pair of plastic, but strong enough gears, and a return spring on the same axis.

Actually, even the issue of periodicity noticeably reduced its relevance after getting rid of the system of narrow bypass channels. However, the electronic part has become much more complicated, sometimes presenting surprises - both explainable and completely mysterious and causeless.

The problem is that the throttle electronic board, which is, in fact, only a dual sensor that monitors the position and dynamics of the damper opening, is often unrepairable and is not commercially available. If the electric motor buzzes evenly when applying diagnostic 12 volts, the gear gears are not damaged and jammed, and there are no bad contacts in the wiring from the damper to the computer, the throttle assembly may need to be replaced. Alas.

And this is where many can face an unpleasant surprise. On Lada Granta, this assembly costs 5,000 rubles, which is a lot, but in general it is uplifting, but on Volkswagen Polo Sedan- 25,000 rubles ... Such an amount is capable of punching a serious hole in the budget, and the fact that both parts, for 5 and 25 thousand rubles, are technically almost identical, but structurally and programmatically incompatible, will add frustration.

What do "jetter", "spur" and "gas pedal booster" do?

Speaking of electronic choke, this class of devices cannot be ignored. Under such names, a popular gadget for cars with E-gas is known, which, according to the manufacturers, "gives an increase in dynamics and speed." "Jetter" - a small box that is included in the circuit between the gas pedal and the engine control unit and distorts the pedal signal so as to make the ECU think that "a slipper on the floor" when you only lightly touch the accelerator.

In fact, these gadgets do not and cannot add speed or dynamics. They simply change the electromechanical characteristic of the accelerator pedal. Pedal response is always non-linear - initially electronic pedal most often set up so that in the first half of the stroke it is unresponsive, giving out a quarter of the engine power, and for the remaining half to give out the remaining three quarters. This is, of course, a very simplified description, the numbers are also conditional, but the essence is just that. "Jetter" is changing factory specification"Inside out" - the pedal begins to give out almost all the engine power in the first half of the stroke, subjectively making the car "sharp". Some effect is really noticeable, especially during the first comparison, but it must be understood that nothing that could not be done with the foot without the use of electronic “gadgets” does not happen.

As a matter of fact, software analogues of the “jetter” have long been available in many high-end cars. There it is called switching driving modes, which refers to the control of engine settings, gearbox and sometimes the chassis, if it has controlled shock absorbers. Changing the mode from "normal" to "sport" (names may be different in auto different brands and models) includes, along with a change in the mass of other settings, and correction of the characteristics of the gas pedal, as does the "jetter".

damper from inside

Before us throttle valve Volkswagen Polo Sedan. The car arrived at the service with a complaint about the inadequate behavior of the gas pedal, the burning "check" and the engine, clearly not developing the required power. Diagnostics revealed a throttle valve malfunction, which was replaced under warranty. The dealer service did not look for any deeper reasons for its failure, since such procedures are not provided for by the regulations. Taking this opportunity, using the example of a “sentenced” damper, we will study its structure and try to detect a malfunction. After all, not everyone has a guarantee!

From the outside, four holes are visible on the throttle, through which the bolts attract the throttle to the manifold, a small gap in the closed state for air to enter the cylinders at idle, as well as the logo of the Italian manufacturer Magneti Marelli. By the way, one of the world's oldest companies producing automotive electronics.

1 / 5

2 / 5

3 / 5

4 / 5

5 / 5

Here is the electrical connector - through it, the control unit receives a signal from the control unit to turn the damper to one angle or another, and information about the position is transmitted back.

Mechanical The gearbox is hidden under a waterproof cover with an elastic gasket, which is held in place by several tight spring clips. They are removed with a screwdriver.

The cover is removed - the gear mechanism is visible under it. A three-blade “propeller” made of thin metal conductors on a gear is a kind of “generator” rotor. And the coil, made in the form of printed conductors on an electronic board, strictly opposite the rotor, is the stator of this “generator”. The "generator" itself is a sensor that produces weak signals indicating the nature of the rotation of the throttle axis.

The point of such a complex design is to get rid of the unreliable sliding contacts that were on the first electric chokes. A modern sensor operating on the “generator” principle is completely non-contact and has no wearing parts.

A feature of the damper mechanism is operation in the complete absence of lubrication, which can freeze or, conversely, harden when drying. The gears have practically no wear - their condition can be called impeccable, as well as the cleanliness inside the case. Obviously, neither moisture nor dust got into the damper body!

The motor is easy to check by simply applying 12 volts to it - both disconnected from the gearbox and connected to the gears. This will show that there is no jamming in the mechanism. Buzzing! And if it didn’t buzz, then the motor can be easily removed and replaced - the Chinese sell them for about 1,000 rubles.

In general, at the stage of diagnosing an electronic module, a dead end sets in. All other parts of the throttle mechanism are intact and intact - there is no position feedback from one of the sensors. The board needs to be replaced - it would not be too difficult if it were possible to purchase it.

True, it is impossible not to mention that some time ago on the forums Polo owners Sedan was heatedly discussed the massive failure of the throttle assemblies due to the oxidation of the contact lines embedded in plastic, going from the board to the external connector - because of this, the contacts closest to each other closed with each other.

Do-it-yourselfers have developed a simple technology for eliminating contact where it should not be, available to many literally on the kitchen table. But this story faded away for several years (apparently, it was associated with a violation of the technical process in the production of a certain batch of throttle assemblies), and in our case, no characteristic signs could be found. Yes, and the throttle belonged to a car released much later than the troubled years.

As a result, the expensive assembly nevertheless went to scrap, leaving the owner perplexed by the difference in prices for Volkswagen and VAZ chokes, as well as with a sense of relief from the fact that the defect appeared before the warranty period expired.

Have you ever had problems with the electronic throttle?

When setting up a tuning program for the motor CFNA, CFNB, CLSA, CLRA Volkswagen Polo Sedan and Jetta we sought to improve the dynamics of the car, without increasing fuel consumption and reducing engine life. With the help of programs ADACT PC we made it!!!

"Nimble Polo" now pulls immediately, and does not choke, twitch, then ride. The reaction to the gas pedal has become adequate, there is no wadding. Dynamics has become better in the entire range of engine operation. At the same time, fuel consumption did not increase.

Here are some testimonials from our customers who have made Chip Tuning in our workshop:

Polo Sedan 2013

As promised uv. Evgeny after 150 km. (According to him, the engine control program adjusts approximately as much) after reprogramming the ECU, I describe my impressions. First I would like to say a few words about my car and what was "before".

Before this procedure, there was an ordinary Volkswagen Polo 2013 on the "handle", with a mileage of 23 thousand from the factory, there was firmware No. 9037, which was later replaced by No. 9970. After the factory “chip-tuning”, it immediately became obvious that the engine began to run a little quieter, and its timbre changed, the high hysterical notes in its sound disappeared when accelerating. In the range up to 2500 rpm. the torque increased significantly when driving in the “half-pedal”, it became more pleasant to drive the car, and most importantly, there was a confident start and warm-up of the engine without “dieseling” during warm-up and knocks.

Now a few words about the new tuning program installed on the factory 9970, when driving “slowly” around the city, it feels like I moved from “Pentium 1 to Pentium 2”, the car understands much faster what to do, stopped twitching when releasing gas and accelerating when I shift from 1st to 2nd gear. When driving in forced idle mode (freewheeling in gear), the program shuts off the fuel supply much faster and smoother. It has become much more convenient to control the engine thrust, there was a pleasant smoothness, the feeling that you are driving a car that is more elaborate and higher class. Fuel consumption decreased under the same driving conditions by almost a liter.

If you want to "anneal" the polkan instantly understands what they want from him, the pickup follows immediately, as if the gas pedal has become cable driven. As for the limit modes (sneaker on the floor), there is a feeling that the engine has been given volume and the operating speed range has been expanded (previously, when accelerating, it made no sense to turn the engine above 5000 rpm, now the thrust drops only to 6000 rpm.) , and the acceleration itself became more assertive, while the howls of the engine on high revs(I lost the feeling that the engine is screaming “enough for me not to pour anymore”), I can’t say anything about how many more horses there were in the chariot, they didn’t consider it, and there’s no point in all this, I’m more than pleased with how ADACT specialists reeducated the existing ones . I would like to thank them for their hard work.
#reviews_about_ADT

VW Jetta 2012

"After the firmware, the car became SIGNIFICANTLY faster !!! The gas pedal is more sensitive. And most importantly, the traction starts already at low speeds.
Driving a car after chiptuning is a pleasure.
Thanks!"

VW Jetta 2013

Eugene, I express my gratitude for the work you have done!!! Especially liked the work of the engine at low speeds.

On the first day there were no special changes, on the second day I felt)). The reaction to the gas pedal became more sensitive and the "bottom" rose. I used to often switch to a lower one, now I do it less often.

I like.

Volkswagen Polo Sedan HighLine - Jagannat › Logbook › Chip tuning from ADT

For a long time I was overcome by doubts whether to do chip tuning or not. On the one hand, I didn’t want to interfere with the factory settings, since German engineers probably don’t sit there in vain. On the other hand, I did not want problems with the guarantee. I was worried that engine wear or consumption would increase.

And so, I made up my mind. Several times I corresponded with people involved in chip tuning. Apparently, Polo is too primitive for many of them, they were ready to do it, but before that it was on Polo tuning they didn’t, but I didn’t want any special experiments, I needed a proven, tested solution right away. I opened the Internet and one of the first I came across the site of the ADT workshop (their VKontakte group is ADT Tuning). I liked the description, and I phoned the owner - Eugene. After talking with him, there was no doubt left, you need to do it. Moreover, for Polo, Evgeny had tested settings, and a week is given for test drives, and then you can make a free rollback if you don’t like it. There was only one small problem. The workshop is located in Vladimir. But the weather was spring, the mood was excellent, and, as you know, for a "mad dog seven miles is not a detour", 400 km from Moscow to Vladimir and back seemed to me not a very long distance either. And the price tag was attractive. I went.

The procedure itself took about an hour. Eugene installed the ADACT firmware for me. Factory firmware 9970 is downloaded from the engine ECU, changes are made to it, and all this is uploaded back.

I felt the changes right away, but I must say that something happened in the brains of the machine for quite a long time, and I felt the new settings in full force only the next day. What changed? Much. Have you ever ridden in a handbrake? So it seemed to me that I used to ride it all the time. First, the power has increased noticeably. I don't know how much, but it's noticeable. Secondly, the annoying dip when you start from the first one is practically gone (when the car picks up speed, then the dip occurs, and then it goes on). It doesn't exist now. And thirdly, if earlier after pressing the gas pedal the reaction was about a second, now it is almost instantaneous, I began to forget that I have an electronic gas pedal.

The conclusion (for me personally) is this. This is the first change that needed to be made to my Polo car. This is one of those changes that completely changes the impression of the car.

Thank you, Eugene, for pleasant communication, excellent settings and a lot of positive.

Now a little about how Chip Tuning happens:

To make a chip tuning for a Volkswagen Polo Sedan and Jetta, you do not need to disassemble anything. The tuning firmware is written through the standard diagnostic connector (OBD-II) located in the car. The recording process takes about an hour.

It is also important that Official Dealers will not be able to determine the presence of chip tuning.

Writing a tuning program to the Polo Sedan and Jetta engine control unit is possible only using the KESS-V2 device from the Italian company Alientech, one of the largest manufacturers of equipment for chip tuning. Only this device allows you to safely program the Magneti-Marelli 7GV engine control units installed on the Polo Sedan. We use the original programmer Kess-v2, we have official technical support from Alientech, this allows you to quickly and safely write tuning programs to the car.

Attention!!! Cheap Chinese fakes (clones) of Kess-V2 programmers have appeared. They do not work stably and with very old software versions. When writing firmware with a Chinese fake, the flash memory of the control unit may fail, after which the engine control unit must be replaced.

One of the signs of the professionalism of the master chip tuner is the use of original equipment. Ask only the original Kess-v2 in the services and you can be sure of a positive result.

Cost of Chip Tuning VW Polo Sedan and Jetta 105hp CFNA, CFNB, CLSA, CLRA - 7,000 rubles. Special offer until 04/01/2018 price - 6000 rubles.

Cost of Chip Tuning VW POLO, 1.6 CWVA 110hp - 8000 rkbles.

Activation of the XDS system.

After buying a Volkswagen Polo Sedan, many owners are very annoyed by one thing - side drift when cornering at speed.

For VW POLO SEDAN and JETTA equipped with the ESP system, we can offer the activation of the XDS system (electronic axle differential lock system)

About what is XDS. This is an electronic cross-axle differential lock system installed on Volkswagen cars. The XDS system operates on the principle of lateral locking by braking. This system allows you to significantly increase the traction and controllability of the car. Electronic Differential Lock (XDS) is an extension of the EDS system (more precisely, an additional software module), which is part of the system exchange rate stability ESP. At the moment when the XDS electronics detects a significant unloading of one of the driving wheels of the front axle, moving along the inner turning arc, the ESP system (more precisely, its hydraulics) begins to slow down this wheel to return optimal traction to the car. The XDS system eliminates the understeer of the car during high-speed cornering, which is typical for front-wheel drive cars. The handling of the car with the XDS system becomes more precise, and the car resembles more all-wheel drive than front-wheel drive.

Advantages of the electronic cross-axle differential lock (XDS):
- The system significantly improves the dynamics of the car when cornering;
- Improved car traction:
- At the corner exit, the XDS system can allow the car to go with more high speed;
- Increased clarity of management;
— The steering angle is reduced and the steering accuracy is increased;
— Reduced "understeer";

After coding, all the troubles with cornering disappear, there is a feeling that you are sitting behind the wheel of another car.

Verified ESP units on which XDS activation is possible:

HW 6R0 907 379 AS / SW 6R0 614 517 AS(ESP9.0i front H03 0003)

HW: 6R0 907 379 AS/ SW: 6R0 907 379AT(ESP9.0i front H02 0001)

HW: 6R0 907 379 AS/ SW: 6R0 907 379 AS(ESP9.0i front H02 0002)

HW: 6R0 907 379 AF/ SW: 6R0 907 379 AK(ESP8.2i front H05 0001)
HW: 6R0 907 379 AF/ SW: 6R0 907 379 AF(ESP8.2i front H05 0005)
HW: 6R0 907 379 AF/ SW: 6R0 907 379 BC(ESP8.2i front H05 0002)
HW: 6R0 907 379 AF/ SW: 6R0 907 379 BE(ESP8.2i front H05 0001)

Blocks on which activation failed:
HW: 6R0 907 379 R / 6R0 907 379 R (ESP8.2i front H04 0002)

You can check the version of the ESP block for free by visiting our workshop.

The cost of activating the XDS system is 2000 rubles.

With Chip Tuning, activation of XDS - 1000 rubles.

(J623-CFNA) 03C 906 014 B, C to the latest official version (ver. 9970).

The procedure for updating the engine firmware on the VW Polo Sedan is carried out using the original dealer software.

After updating the firmware to version 9970, there are the following changes:

— Increased response to pressing the gas pedal and improved dynamics (especially after recoding 6 tbsp. Automatic transmission);

- quieter engine sound at idle and up to 3000 rpm .;

- when starting the engine “cold”, the revolutions are higher (before the firmware 700 rpm, after 1000-1100 rpm), which affects the faster warm-up of the engine. After warming up, the speed drops to standard values;

- fuel consumption in most cases is reduced.

2. Auto-locking the doors at a speed of 15 km / h and unlocking them when the key is pulled out of the lock (opening the door) (locking the doors when driving)

3. Dotirka drops

(when using the washer, the wipers make three strokes, stop for a couple of seconds, and then make another “cleaning” stroke).

4. The dependence of the speed of the wipers on the speed of the car

(wipers slow down when stopped)

5. Two-step (selective) door opening

(pressing the unlock button on the key fob once opens the driver's door, pressing it twice opens all doors)

6. Recoding 6 Art. automatic transmission

(improving dynamics by changing the algorithm of the 6-speed automatic transmission).

6.1 Firmware update automatic box gearshift (6 automatic transmission) Aisin 09G

7. For vehicles with ESP anti-skid system:

- Activation of HHC (Hill-Hold Control) - hill climb assistance system (recoil system on a slope).

- Activation of the XDS system - imitation of differential lock.

8. Confirmation of the opening and closing of the car with a horn

(sound of arming and disarming).

9. Changing the number of flashes of the comfort turn signal

(in the standard - 3).

10. The work of the horn with the ignition off.

11. Instant consumption

(for those who do not have this function from the factory)

12. Sound enhancement Rcd 310, Rcd 510

* High and low frequencies are more pronounced, there is no sound distortion at high volumes, the effect of a "subwoofer" on compositions rich in "bass"

13. Heated mirrors when heated rear window.

14. Disabling the sound notification of unfastened seat belts

15. Place in the tank (residual number of liters of fuel that can be poured into the tank).

16. Test of the arrows (possible for cars from 2012 onwards with a tidy version not lower than “C”).

17. Digital indication of the current speed on RCD310, RCD510.

18. Alarm emergency braking(via alarm)

19. For vehicles 2015-2017 onwards with light sensor

Strobe function - blinking high beam- fog lights.

20. For vehicles 2014, 2015, 2016, 2017 Activation of the daytime running light (DRL) function

* In the "0" mode, the front and rear dimensions will always be lit.

21. For vehicles manufactured in 2015 with a light sensor) Activation of the "CORNER" function (cornering light)

* In the “Auto” mode, one of the PTFs will turn on in the direction of the turn at night.

22. (After installation) Bluetooth activation

(bluetooth, speakerphone), rcd210, rcd310, rcd510, rns510, activation of footlights, AUX (aux), rear view camera, service (engineering, hidden) menu of radio tape recorders RCD310, RCD510, RNS510.

The content of the article:

Story Volkswagen owner Polo Sedan- self repair. Good day to everyone!) Probably everyone who rides a polo has noticed that the gas pedal reacts to pressing with thoughtfulness.

Volkswagen Polo Sedan Metis Djorick › Logbook › Slightly healed the bluntness of the gas pedal. On the spectrum, the response is just instant compared to the polo. I drove like this for a month and realized that it was impossible to ride like that anymore.

Club Volkswagen Polo sedan. But I repeat, I believe that the delay in the gas pedal, or rather the delay in the reaction of the engine to pressing the gas pedal on the VW POLO Sedan, is PRESENT and this is NOT GOOD (unpleasant, unsafe.

And that delay is annoying. Display results as topics. Polo seems to me even more economical. We bring to your attention the address-telephone directory of automobile enterprises. Diagnostics and Repair of Automobiles.

Adjusting the gas pedal or getting rid of reverie ... - logbook Volkswagen Polo Sedan BlackDeep Edition 2012 on

Community Forum Software by site. Diagnostics and Repair of Automobiles. Polo Hatch does not respond to the gas pedal. Log in to reply to a topic. Interests: Correction of odometers, diagnostics, installation of car alarms and more. Please let me know what could be the problem. I get the feeling that it's as if the ECU has failed .. Well, rather, it is, there is a problem in the damper actuator control driver. When installing the signaling, the dopshchik shorted the ECM body to the plus of the battery.

The mass tracks on the block burned out. The car drove for a couple of days and arrived at emergency mode, the damper does not open at all when the pedal is operated. And in general, these magneti mareli brand of vaga is badly let down. Either the dampers are contactless, or the brains fly out for no reason .. Yes, the first thing they checked! Regarding the ecu and the comfort unit, which is in the cabin, I took them apart and looked at the visible damage! There are no visible traces of a non-burnt smell .. Since there are no errors and even trying to adapt, maybe the problem is in the gears?

It was like that, the symptoms are the same, they got out of the situation by repairing the computer. Recently there was such a Polo sedan. It was like that, the symptoms are the same, we got out of the situation by repairing the computer Hello! What exactly did you repair? It’s just that there is someone to call him, but if you tell me what exactly has failed for you, then you can reduce the troubleshooting time for us!

Tomorrow I will once again disassemble the engine and give it to the dialer and look for it in the analysis! Communication without marriage is the goal of the radio operator, what do not do - do it cleanly. I'll open the block today and have a look. You do not know these blocks are generally repairable?

The second message talks about the damper driver rally! Is it being repaired or not worth the bother and buy new block ECU?. I had a polo ... There were no signals from the position sensors anymore .. It was in the engine control unit itself! As it turned out, these blocks have a disease due to the fact that they are in the wrong place.

Moisture gets in there, it's very hot from the engine and plus shaking, all this together gives micro cracks that eventually lead to malfunctions. It was repaired by warming up and roasting with a soldering station, removing the trash, and everything worked. Mark all messages as read.

Mark everything as read. I've forgot my password. This is not recommended for public computers. Skin Designed By Evanescence.

HBO for Volkswagen Polo 1.6 - HBO Landi Renzo. Gas for Volkswagen Polo 1.6 (HBO Italy)