hi, I have a MK5 Golf 1.6 fsi (BLF) that has no power. it starts and runs fine but when you accelerate it is like the handbrake is on. I have scanned the ECU and come back with a P000A fault "A" camshaft position slow response ( bank1 ).
I have replaced the timing chain and tensioner, camshaft position sensor, coils, spark plugs, oil and filters, and whilst the sump was off I cleaned out the oil pickup and checked the oil pump, all to no avail. Any suggestions would be greatly appreciated.
The obvious thing to suspect is the valve timing. You said you replaced the timing chain so are you sure you've fitted it correctly? Before you dismantle it try connecting a vacuum gauge on the inlet manifold. Normal vacuum should be around 21in-hg at idle. A steady reading of 10 - 15 in-hg at idle would indicate late valve timing.
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OP check your cam follower. I believe it is is underneath the High pressure fuel pump. Check post #30 here: forums.vwvortex.com/showthread.php?4560756-WTF-is-...r-(Bank-1-Intake)/page2
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OP check your cam follower. I believe it is is underneath the High pressure fuel pump. Check post #30 here: forums.vwvortex.com/showthread.php?4560756-WTF-is-...r-(Bank-1-Intake)/page2
If the cam follower is good then I would change the N205.
Co-incidently I took out my N205 yesterday to check for dirt build etc as I my engine was pinging under load but it wasn't too bad. I have a 2005 BLP engine. There seems to be so many issues with the FSI engine unfortunately. Just to drag it off topic - have you ever experienced any pinging under load e.g. going up hill?
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OP check your cam follower. I believe it is is underneath the High pressure fuel pump. Check post #30 here: forums.vwvortex.com/showthread.php?4560756-WTF-is-...r-(Bank-1-Intake)/page2
If the cam follower is good then I would change the N205.
Co-incidently I took out my N205 yesterday to check for dirt build etc as I my engine was pinging under load but it wasn't too bad. I have a 2005 BLP engine. There seems to be so many issues with the FSI engine unfortunately. Just to drag it off topic - have you ever experienced any pinging under load e.g. going up hill?
Yes if you accelerate hard trying to go up a hill it does ping.
When replacing the timing chain i used the correct tools, ie; rear locking plate for the camshaft and DTI gauge on number 1 cylinder. Being the 1.6 ther is no lock for the Crank.
I have also removed and cleaned the N205 solenoid and bench tested it, it seems to be operating ok. I've checked the cam follower as you suggested and it is still in one piece.
Edited by anaru69 on 12/11/2018 at 02:12
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hi, I have a MK5 Golf 1.6 fsi (BLF) that has no power. it starts and runs fine but when you accelerate it is like the handbrake is on. I have scanned the ECU and come back with a P000A fault "A" camshaft position slow response ( bank1 ).
I have replaced the timing chain and tensioner, camshaft position sensor, coils, spark plugs, oil and filters, and whilst the sump was off I cleaned out the oil pickup and checked the oil pump, all to no avail. Any suggestions would be greatly appreciated.
The obvious thing to suspect is the valve timing. You said you replaced the timing chain so are you sure you've fitted it correctly? Before you dismantle it try connecting a vacuum gauge on the inlet manifold. Normal vacuum should be around 21in-hg at idle. A steady reading of 10 - 15 in-hg at idle would indicate late valve timing.
Thanks i shall check vacuum and see what it is reading.
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Hey guys, Just connected up a vacuum gauge and i'm getting a reading of around 17 in-hg
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Before going to the trouble of dismantling anything I would replace the N205 with an used one to rule it out. Ross-tech suggest N205 being the likely culprit.
Edited by thinkpad on 12/11/2018 at 09:25
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The vvt system works on oil pressure.May be an idea to check actual pressure first. Should be at least 2 bar @ 2000 rpm ,engine hot.
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Hey guys, Just connected up a vacuum gauge and i'm getting a reading of around 17 in-hg
That's too low. Normal vacuum should be around 21in-hg at sea level. Subtract 1 in-hg for every 1000ft above sea level. If the needle is steady (which it should be) you either have incorrect valve timing or a small vacuum leak.
Remove No1 spark plug and drop a long thin screwdriver down the plug hole and rests on the top of the piston. Now obviously don't drop anything down that you can't then get out. Sorry to have to say that but I needed to make sure. Turn the enfine over slowly until the piston is at Top Dead Centre. When it is it'll either be firing on No1 or No4. Look at the position of the valves on those two cylinders. On one of them the exhaust valve should be just at the point of closing and the inlet valve just at the point of opening. This is known as 'On The Rock'. If for example this is on No1 then No4 is firing and vice-versa. If the valves are not on the rock then the valve timing is incorrect.
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Further to my previous post you could have a blocked exhaust. To check this connect your vacuum gauge again and start the engine. Now slowly increase the engine speed up to about 3,000rpm. The needle should stay pretty much still or even increase slightly. If it drops steadily whilst increasing the speed you probably excessive exhaust back pressure.
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Further to my previous post you could have a blocked exhaust. To check this connect your vacuum gauge again and start the engine. Now slowly increase the engine speed up to about 3,000rpm. The needle should stay pretty much still or even increase slightly. If it drops steadily whilst increasing the speed you probably excessive exhaust back pressure.
Thanks for all the feedback guys. Problem is now resolved. Both cats melted and further enquiring found previous owners were running 91 RON petrol. Replaced cats and filled with 98 RON. Running as it should now.
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Hi Anaru69,
I have the mk5 1.6FSI and I am facing a lot of problems with it. It is not picking up any speed on any gear and the revs are not going over 2500-3000 RPM even on low gears. It is making very loud noise like something is blocked inside. My garage told me it’s the exhaust manifold catalytic converter. Would you please tell me which cats did you get changed on yours to solve the problems?
Any other suggestions to solve the problems? I have already changed the lower intake manifold. Thank you
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I assume you've excluded a faulty fuel pump?
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Fancy and classic diagnostics
(Except IIRC he doesn't measure intake manifold pressure, which is a bit surprising since it seems to be the classical approach. Perhaps he doesn't like it either.
I think my problem with this was I had a vacuum leak I couldn't find which sort of impersonated exhaust blockage, so I went for direct measurement, as he does.
Once I'd excluded exhaust blockage I fixed the vacuum leak by painting multiple coats of sunflower oil over the intake side)
www.youtube.com/watch?v=rB8rKwh2twU
Edited by edlithgow on 09/12/2020 at 02:37
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DUH!
Just realised that example is a supercharged engine so it would presumably only show an inlet manifold vacuum if you disabled the supercharger. That might be why he didn't measure it.
There's a follow-up video showing the plugged catalytic converter. Looks to me like it MIGHT benefit from a hose-pipe enema, as I suggested, but you don't know until you try.
www.youtube.com/watch?v=jPlifvgyrVI&lc=UghGSzD...C
.I dunno if he means the "6 pounds of boost instead of 8" comment at the end to apply in this case or it was just an arbitrary example. If anything, I'd expect boost to be increased by exhaust restriction, assuming its just the opposite of manifold vacuum.
Edited by edlithgow on 09/12/2020 at 02:28
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DUH!
Just realised that example is a supercharged engine so it would presumably only show an inlet manifold vacuum if you disabled the supercharger. That might be why he didn't measure it.
There's a follow-up video showing the plugged catalytic converter. Looks to me like it MIGHT benefit from a hose-pipe enema, as I suggested, but you don't know until you try.
www.youtube.com/watch?v=jPlifvgyrVI&lc=UghGSzD...C
.I dunno if he means the "6 pounds of boost instead of 8" comment at the end to apply in this case or it was just an arbitrary example. If anything, I'd expect boost to be increased by exhaust restriction, assuming its just the opposite of manifold vacuum.
Edited by edlithgow on 09/12/2020 at 02:28
If the exhaust is restricted on a turbocharged engine, the turbine will not run at full speed so will not drive the compressor at full speed.
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DUH!
Just realised that example is a supercharged engine so it would presumably only show an inlet manifold vacuum if you disabled the supercharger. That might be why he didn't measure it.
There's a follow-up video showing the plugged catalytic converter. Looks to me like it MIGHT benefit from a hose-pipe enema, as I suggested, but you don't know until you try.
www.youtube.com/watch?v=jPlifvgyrVI&lc=UghGSzD...C
.I dunno if he means the "6 pounds of boost instead of 8" comment at the end to apply in this case or it was just an arbitrary example. If anything, I'd expect boost to be increased by exhaust restriction, assuming its just the opposite of manifold vacuum.
Edited by edlithgow on 09/12/2020 at 02:28
If the exhaust is restricted on a turbocharged engine, the turbine will not run at full speed so will not drive the compressor at full speed.
Its not a turbocharged engine. Its a supercharged engine, as above, but I suppose the same applies, a bit less directly. Engine goes slower so compressor does too, but engine is not sucking as much air, so is the pressure higher or lower?
Dunno, but anyway, its a fair bet there wont be any inlet manifold vacuum.
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DUH!
Just realised that example is a supercharged engine so it would presumably only show an inlet manifold vacuum if you disabled the supercharger. That might be why he didn't measure it.
There's a follow-up video showing the plugged catalytic converter. Looks to me like it MIGHT benefit from a hose-pipe enema, as I suggested, but you don't know until you try.
www.youtube.com/watch?v=jPlifvgyrVI&lc=UghGSzD...C
.I dunno if he means the "6 pounds of boost instead of 8" comment at the end to apply in this case or it was just an arbitrary example. If anything, I'd expect boost to be increased by exhaust restriction, assuming its just the opposite of manifold vacuum.
Edited by edlithgow on 09/12/2020 at 02:28
If the exhaust is restricted on a turbocharged engine, the turbine will not run at full speed so will not drive the compressor at full speed.
Its not a turbocharged engine. Its a supercharged engine, as above, but I suppose the same applies, a bit less directly. Engine goes slower so compressor does too, but engine is not sucking as much air, so is the pressure higher or lower?
Dunno, but anyway, its a fair bet there wont be any inlet manifold vacuum.
I should have read more carefully, not sure which variety of supercharger is used. Didn't some of these Golfs use a supercharger AND a turbocharger?
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Sorry, my comments were on the video example I posted for comparison (a Buick), not the Golf.
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Any other suggestions to solve the problems?
Garden hose (see other concurrent gummed up Golf thread)
Edited by edlithgow on 18/11/2020 at 23:49
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Further to my previous post you could have a blocked exhaust. To check this connect your vacuum gauge again and start the engine. Now slowly increase the engine speed up to about 3,000rpm. The needle should stay pretty much still or even increase slightly. If it drops steadily whilst increasing the speed you probably excessive exhaust back pressure.
Yes, that seems to be the standard suggested method.
I don't get "The needle should stay pretty much still or even increase slightly. If it drops steadily whilst increasing the speed you probably excessive exhaust back pressure."
Decreasing vacuum with an opening throttle is normal. That's why they call it a throttle.
On my car I decided that, without experience of using a vacuum gauge on known-clogged and normal systems, I wouldn't be able to make enough sense of the above to be diagnostic, so I went for direct measurement of the exhaust pressure.
This showed I didn't have a blocked exhaust.
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