Hey everyone! After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
I had a 2.5. Rabbit that continually got codes on 1, 2 and 3 cylinders. Sometimes 1 and 3 together and 2 by itself. I replaced the coil packs a few times and realized that when I started the engine if I let the engine slow down to idle speed before putting my car in gear. I never had to replace another coil pack and didn't have anymore misfire codes.
Hide cylinder is when the ecu turns off the injector to stop raw fuel going into the exhaust btw. That code is set to let you know the ecu has done that
I suspected that's what it meant but it usually says injector disable command set to true on the PID. VW tries everything to have your car serviced at the dealer only 😅
So it could happen with bad spark plugs/coil packs causing incomplete or bad combustion cycle? I had hide cylinder show up once after car over boosting, along with a misfire code, so I changed spark plugs and coil packs after which the issue never came back
@@brianchen3964 usually clearing the code will enable the cylinder temporarily for the first 5 seconds or so after turning on the car. If the PCM detects a fault, it will disable that. What is usually dissed is the injector and possibly the coils.
Anyone can make a video on how to fix a problem, but troubleshooting flow to diagnose the problem - that’s helping people not only do, but understand why. Awesome job 👍🏾
I don't have much experience with gas VWs but I have had nothing but Diesel VWs since 95.I LOVE them they are bulletproof as long as you keep the maintenance up!
Great info brother! I’ve had two of these come into my shop with the same problem! I diagnosed them and let them go! I don’t have enough help to be trying to tear these engines apart. 😩
Pulse sensor in the oil dipstick and RC test, you’ll see the compression going past the rings. Super quick and 100% proof. I can get one to you if you’re interested. Also good for verifying head gaskets and valve train problems.
After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
@@trizkial7592 most of the newer vw engines seem to have some specific major flaw that leads to massive repair bills. one could almost go down a rabbit hole of what ifs on the reasons for that.
MY DEAR FRIEND, WE WISH CHRIST IS RISEN AND EVERY FAMILY HAPPINESS. I AM AN ENGINEER FROM GREECE AND I WATCH YOUR VIDEOS.YOU HAVE REALLY HELPED ME VERY MUCH IN THE DIAGNOSIS OF TROUBLES. CONTINUE TO GIVE US YOUR KNOWLEDGEI WILL WATCH YOUR VIDEOS WITH CARE. SORRY BUT I DO NOT SPEAK ENGLISH SO I TRANSLATE MY TEXTS .CONTINUE THE GOOD WORK YOU ARE DOING. THANK YOU VERY MUCH. DIMITRIS GREECE.
Great video, to the point, no fillers. I know they are boring but I only buy Toyota's, they are so reliable and last a long time. From past experience European and GM make pretty unreliable cars.
I work on these cars for a living. Hide cylinder is VW jargon for fuel injector deactivation due to excessive misfiring. I'm still early on in the vid, but going to guess it needs carbon blasting. If it's not a coil. Also if you have Otis or VCDS you can select a cranking test where the ECM will deactivate the fuel injectors so it does not start. If your scan tool can't do this, removing the air intake box takes seconds and you have a direct shot at the starter to jump it from there. Finally, this is a Gen III TSI. These don't get timing chain tensioner failure. That was the early models (2008-2011). I would have been curious to see the intake come off. I have seen these "service upseller" repair centers push chemical induction services on these engines, and it kills the engines. It is not a VW approved method. VW wants you to pull the intake and mechanically clean the valves. The chemical induction services can warp exhaust valves, and even cause mechanical damage due to hydro locking.
Great video! It would have been good to see the inlet valves out of curiousity. These DI engines are notorious for heavy carbon fouling, and a miss-fire is the classic symptom.
Timing chain issues are only common in the gen 1 Tsi motors found inf 2010-14 Gti’s and early model mk6 Gli’s. Mk7’s had the updated mqb engine and e888 engines. Balance shaft issues are more common in the gen 3 engines (the model engine in this video)…
My gti has the same problem, I had the car for 3 weeks, taught my self stick and everything. The car has been in the shop for over a week now, and I miss it everyday.
@ShinyHero If the problem is on cylinder#2 almost certain it’s the oil-separator/pcv , same issue as on Audi 1.8 engine, you can for huge vacuum leak on engine oil cap(crankcase)
I wouldn't run immediately. Most of the time with VW engines, a single cylinder misfire is caused by a bad ignition coil. Unfortunately for the owner of this car, changing the coil packs and spark plugs didn't fix the problem.
THIS was a GREAT video! You diagnosis is spot on. You didn't mention how many miles were on the odometer, or I missed that part. Still there is a mechanical problem, so now it becomes how much money does the customer want to pay.
These cars are the best cars that I’ve ever owned when you take care of them. If you can get one brand new and take care of it according to VW specs, they can last a long time. Problems occur when people mistreat them, either by lack of maintenance or by throwing all kinds of aftermarket stuff in, Willy Nilly. And of course, like pretty much every brand, there are the horror stories of newer cars just having issues for no reason. I’m currently rehabbing a 2016 Passat that I leased when it was brand new. Absolutely my most favorite car that I’ve ever owned. Ended up having to trade it in because we needed a bigger vehicle and couldn’t afford two payments. I found it for sale at a good price and ended up grabbing it as the third owner. I knew that it was going to need some work and it certainly needs some TLC but it’s my project and a labour of love. These cars, used, are just a real crap shoot unless you get them looked at with a fine tooth comb by someone who is extremely knowledgeable about these particular engines and VW systems in general.
Service documents state to remove the relay for the PCM to stop the engine from starting during the compression check. Next perform a relative compression test and sync off one of the coils. In 5 minutes you will have the answers.
I've had a ton of VWs and for the most part they have been pretty rock solid. I took one look at this hunk and immediately knew it was junk. Tuned, stupid badging and tons of aftermarket crap. Interior looks like the inside of a grease bucket. Not surprised it runs like junk also. Don't blame VW - this is just a thrashed POS.
@@AtlasCroc I think they tend to go into ''entheusiasts'' hands aka teens and people who will trash them. Good maintenance and driving them conservatively is gonna make them last. Nobody is gonna drive a GTI nice well...not many. Essentially people who beat on cars lean torwards these hot hatches. Stock they seem ok ish. my dad has an 04 1.8T And its good as gold, uses amzoil and the oil comes out super clean after like 10k kms so 6k miles or something and burns/leaks not a drop. The rustbelt will be the end of that car, engine is gonna still be going i figure. We also have a 04 Golf witht he 2.0 o_O its so slow but shit that thing is at like 180k miles i think like 360k on it, maybe its more near 220k miles, thing just goes though.
2013 GTI here - I went to lunch a few month ago, and a sat in the parking lot with the engine idling for like 15 minutes while I ate, and headed back to work (5 minute drive). I finished the rest of that day and got in to drive home and was met by a a very rough idle, blinking check engine, and a PCM light. I hobbled over to Autozone (Sounded like a freaking lawn mower), and that exact P0302 code. Immediate instinct was to buy a set of spark plugs because... Swapped C2 - didn't fix it, but they were in bad shape, so I went ahead and replaced them all. Made a trip back to Autozone to get some coil packs. Scanned it again to make sure no new issues popped up, and found that now C2 AND C3 were misfiring. Bought a set of coil packs, popped em in and fixed the problem in the parking lot. Haven't had an issue since. This was right around 92K mile. I've put about 6k on it since.
I had the same type of day with my 2012 gti I changed the spark plugs and one coilpack but nothing helped so it’s at the dealer currently getting fixed
In my experience, 90 psi is a normal pressure when throttle plate is closed. 0psi is extremely unusual even with worn out rings. You really need throttle plate open to get a good airflow and much more accurate compression reading. Putting piston at BDC would have allowed a check of cylinder walls which could have show a problem (I've seen an engine where circlips were left out at factory and pin wore a slot into cylinder wall)
Hi from zapata tx,I love v.w but the quality its been going down. I did work at v.w dealer in saltillo Mexico at the 90's what a diferentes in quality..very nice video,excellent analysis of the problem. Congratulations.
Don’t let that make you believe you won’t need to do timing maintenance. I do mine every 90k. My 2014 mk6 gti had all upgraded timing parts that came in the split year added to the gen 3 ea888 and at 8k miles my car always rattled on hot days after a second start up. Turned out to be my chain stretched. All saved
@@sbcncsu that’s what’s up. Those chains will begin to stretch. But easily can monitor it with odis. Idk why but those I’m Tiguans had the failures worse. Heard some in training speculations of the dsg causing roll back and adding slag on a failing tensioner allowing it to skip on cold start
@@em1ownerify Here in the states, a few early fwd Tiguans got manuals, the rest got the 09M (Aisin Warner 55SN based) slushbox automatic. The Tiguan was definitely timing issue prone but I blame it on the non-VW people who bought Tiguans to replace their rav4 or crv. Non-VW folks don't understand the care and feeding of the German engineering. You can't just drive a VW, it requires attention.
like always great video,beside of the way you use in troubleshooting i love the way you explain what you're doing ,make me feel like i'm on the place.👍👍
Nice diag! Quick tip for you. If you put a pressure pulse sensor on the dipstick tube you will see a spike in the crankcase pressure right after #2 TDC compression stroke. Obviously view it on a scope.
Your in cylinder video shows a spec to the left of the injector nozzle with a corresponding scratch up the cylinder wall. Very similar to views I have from broken piston ring lands. Leaves aluminum bits in the combustion chamber at the top. Just a thought.
Next time you’re working on a VW, just unplug the connector on your high pressure pump and unplug the 8 pin connector harness that goes to the injectors. Fuel system disabled.
Great video ERIC CAMERA WORK NICE. Be careful with compression by swinging needles gauge. Intake valve could be not opening cam lobe rounded no rocker arm action. Get a transducer
Get an amp clamp for your scope and do a relative compression test. Saves a lot of time when checking compression. It's not a 100% test but its fast and will let you know if you need to bust out the gauges.
Before settling on piston Rings being a problem I would pull the valve cover and check valve clearances. Could have a tight valve or even a valve that's carbon up due leaking valve seals on the intakes. Just my two cents. Great video!
I’m sure that you know this already, but to avoid having to hunt down the fuel pump fuse, an easy way (well, on most vehicles) to turn the engine over without starting it is to locate the starter relay, remove it and jump pins 30 and 87 (or whatever the contact side pins are). However, that is a bit difficult on vehicles where the fuse box isn’t labeled, but maybe the starter relay info is easier to find than the fuel pump fuse info.
I had a similar issue with a VW CC 2.0 L, no compression in one cylinder and low in another. Upon removal of the head found stuck open exhaust valves with no contact of valve to piston. It turned out the PCB system was defective and allowed heavy consumption of oil building up in intake and exhaust valves. Used brake cleaner to remove buildup and the head passed compression test. The head was reinstalled without repairs but the PCB system was replaced with the latest revision as it had a known TSB. The car har been running for another 100k.
Man that was an awesom information, to be honest i really dont like people who sales their 2010 audi a4 04 2013 golf for 10 thousand dollars with the problem on cilinder number 2 you ask them what the engine does all they said is the car worth more much more lol
Got a 2015 Passat 1.8 TSI on its way to the dealer for a no compression on cylinder 3 issue. Started as an out of the blue misfire on #3. Bought 4 brand new OEM Bosch coil packs and NGK Ruthenium plugs, didn’t fix. Fml. Took to a local shop and they told me no compression in cylinder 3 and needed a new engine. They didn’t want to dive deeper into it, just suggested engine replacement with 145k miles on it. Hopefully the dealer where we bought it when new from can figure it out and it doesn’t need a complete engine replacement because I don’t have the money for all that. Also, dead on about them stupid coil pack studs, they come off smooth as hot butter when the engine is warm but when it sounds like a 2 stroke diesel trying to crank it they’re not getting warm 😂. Hope this doesn’t cause me further financial injury.
After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
The 15 GTIs motors were plagued with problems I swapped a 2016 A3 engine into my 15 GTI after I grenaded a piston. Also the timing tensioner hasn't been an issue on the 2015 and up that was a gen 1 EA888 issue which was in the 2010-2014 GTIs and GLIs and possibly the Gen 2, The 15 and up GTIs are Gen 3 EA888
@@davidkeller2832 , their idiotic priority is going to backfire on them ! Reliability issues always backfire eventually, even if only by word of mouth ! Carbonated inlet valves are avoided by using 2 injectors per cylinder, one direct and one into the inlet pipe !!
That ignition coil ground bolt nut thing is just a small example of the entire VW build. Incredibly badly engineered for service and repair, and like others have said, designed to force you to go to the dealer. Terrible service information as well, just a simple function like fuse identification should be clear and straightforward. Last VW I saw, approx 2015 Passat - door harness damaged, there were ELEVEN different variants of that wire harness, each with specifically pinned connectors. Anybody who says "I'm looking at a used VW -" I just cut them off and give them the bad kitty "NO!! NO das bad kitty, you kitty NO!!" Stay gold.
If that’s a 2015 then that’s not true. The timing chain issue was fixed in 2014. There were many updates with the motor. The tensioner was one of them. If it’s a 2015 it’s a Gen 3. What all u said is very true about the older models. The gen 3 is great engine. Won many awards. I have a 2015 with 196k miles. With all stock eternals. Upgraded turbo, inter cooler and tune. Pushing 400hp.
or try pressure transducer on the dip stick tube prove piston leakage ... also on GDI the spark plug washer crushes on first fit to aligns the electrode with the injector .. so the plug should only be fitted once or misfiring might occur so never refit a used plug best regards JF
After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
You can take a grinder and grind down your wrench to fit the ignition coil nut. Its like a bike. Sometimes you need special tools to work on it. (skinny headset wrenches)
There was some damage to the head gasket. When rotates the camera back to the intake valves there is a missing piece. It could lead to an oil passage for parts under the valve cover. That being said it could also be a reason y there is oil in the cylinder. Regardless tho engine would need to be taken apart. Update on this would be nice tho just for Curiosity purposes.
I had an a4 like that come into the shop, and it actually ended up being a valve train issue, caused by a timing chain issue. The cam journal on cylinder 2 intake was eaten up.
After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
ERIC, ur awesome always excellent logic you go to diagnose any car one thing though you could do relative compression with ur scope could be done from the battery too and will show big dip for that cylinder #2 fast and easy and about scoping the fuel injector u can do it from the pcm if u know the wiring diagram damn those EURO cars they don't make them easy for the diagnoses and as always thanks for sharing brother.
After doing some research I found this to be a pretty common issue with tuned 2.0 engines. This vehicle has a COBB tuner. Humble Mechanic actually made a video with the exact same vehicle that had the exact same problem. Check it out here! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V6jzRQpMw24.html
