JSS

UPDATED:
"2 Faults Found:
16825 - EVAP Emission Control Sys: Incorrect Flow
P0441 - 35-10 - - - Intermittent
17536 - Fuel Trim; Bank 1 (Mult): System too Lean
P1128 - 35-00 - -
Readiness: 0000 0000"

From what I can gather the P0441 is most likely a faulty purge valve, and the P1128 is perhaps the pre-cat O2 sensor?

Any thoughts, comments, suggestions?

Part numbers? I'll probably get prices from Carson I suppose.

Thanks!

Nate (ETKA+Scumbag)

Get VAG codes, not SAE codes.

ScoobaSteve

Maybe the MAF.

JSS

2 Faults Found:
16825 - EVAP Emission Control Sys: Incorrect Flow
P0441 - 35-10 - - - Intermittent
17536 - Fuel Trim; Bank 1 (Mult): System too Lean
P1128 - 35-00 - -
Readiness: 0000 0000

JSS

Is there a bench-top test I can perform to determine if it is the MAF or the O2 or both?

Monkeyboy

There is a test you can do with VAG attached to see for sure though....
Look at the last paragraph where you log group 002 and do a run to redline in second gear. If your MAF is bad, your readings will be poor.


****
You can check your current state of trim by using VAG-COM or equivalent to look in Group 032 (in many modern ECU's, consult your Factory Repair Manual for the specific group for your particular vehicle) in your engine measuring blocks. The first two fields will have percentages. The first field tells the fuel trim at idle (Additive). The second field tells the fuel trim at elevated engine speeds (Multiplicative). Negative values indicate that the engine is running too rich and oxygen sensor control is therefore making it more lean by reducing the amount of time that the injectors are open. Positive values indicate that the engine is running too lean and oxygen sensor control is therefore making it richer by increasing the amount of time that the injectors are open.

It is totally normal for both the first and second fields to be something other than zero. In fact, zeros IN BOTH FIELDS indicates that either you just cleared codes (which will reset fuel trim values) or something isn't working properly. If values get too far away from zero, it will cause a DTC (fault code) and can set off the MIL (commonly referred to as the Check Engine Light, or CEL). Specifications for normal operation are usually somewhere near +/- 10%.

In general, an out-of-spec value in the first field (Additive) indicates a vacuum leak since it is mostly present at idle, when vacuum is highest. An out-of-spec value in the second field (Multiplicative) indicates a fault at higher RPM, and may point to a faulty MAF.

Here's a good sanity check for the status of your MAF. Do a full-throttle run all the way to redline in a single gear (second works fine). Group 002 usually shows air mass in g/s (in many modern ECU's, consult your Factory Repair Manual for the specific group for your particular vehicle). Your peak airflow should be roughly 0.80 times your horsepower if you are close to sea level. So, if you have a stock 150 hp 1.8T, expect around 120 g/s. If you see significantly less than that, you MAF may be on the way out. Also note that airflow will be markedly different at higher altitudes due to reduced ambient air pressure, especially with naturally aspirated engines that do not have forced induction to overcome that deficiency. This still works if you are chipped, but "race" programs may make more power through timing, rather than airflow. Therefore, take all readings with a grain of salt.

Joey T

WOT, second gear, max MAF reading should be roughly HP x .85

DWP

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Mr. Mom

make an offer....

JSS

Is it new?