1.2 TDi automatic gear shift and acceleration problem

RAB said:
A faulty clutch or gearbox would almost certainly prevent engine start-up and if a fault developed after start-up, the accelerator would be disabled, so I would be very sceptical of it being due to a transmission fault. In 100k's km of 1.2Tdi driving I have never seen such a fault and never read about anything similar.

Has the intercooler been tested for leaks?

RAB
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According to mechanic, when they changed the timing belt, there was some oil in intercooler and they cleaned it.
 
My scenario is really bad because I cant do anything myself. I left my car to the mechanic in the city which is 300 km from my city. Initially the mechanic said they can fix it but later they refused. Now today I am going there because Bret is coming tomorrow and we will do code reading exercise.
 
Hi Aamir,

Changing the cam belt involves removing the engine mount on the passenger side to allow access. This also requires removal of some of the tubing between the turbocharger and the inlet manifold, along with some of the sensor lines. Therefore it is quite possible that your mechanic is responsible for the fault. As such, I would have thought that refusal to deal with it is possibly legally dubious, to say the least!

RAB
 
Also to remove the engine mount bracket from the block, the engine has to be jacked up to allow removal of the long bolts. This would also require removal of the ventilation air scoop. The nut nearest to the passenger side of the car that secures the latter is immediately behind the control solenoid valves and their connections to the VNT, EGR etc; disturbance of these is very easily done during removal or replacement of the scoop as the lines are only secured by friction.

RAB
 
RAB said:
Also to remove the engine mount bracket from the block, the engine has to be jacked up to allow removal of the long bolts. This would also require removal of the ventilation air scoop. The nut nearest to the passenger side of the car that secures the latter is immediately behind the control solenoid valves and their connections to the VNT, EGR etc; disturbance of these is very easily done during removal or replacement of the scoop as the lines are only secured by friction.

RAB
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What is pitty in my case that I replaced the timing belt in my hometown and left my car in another city 300 km from hometown because I couldn't drive it or tow it back. When I took my car to the garage and informed them about timing belt replacement and the problem that occured afterwards, they said ok we will check it because it might be possible that some hoses might not be connected properly.
Later they said we checked hoses and turbo and couldn't find any problem there. Now we can't say if it is robotic device issue or clutch or gear.
 
On the other hand when I contacted the mechanic who replaced the belt he said, bring the car here then we can check if the problem is due to our work.
 
We'll take a look tomorrow. Liability doesn't work the same way here as it does in the UK. At all. It's more likely that someone actually cares and is interested in making any issues good. Still, if they don't absolutely understand, it makes it really hard for them to fix something even if they wanted to.
This is part of the issue of owning a car where there were only ever 7000 in existence... let's see what we find tomorrow. I'm actually really close any day I'm in the office. I've also got the name of a mechanic who is supposed to be quite good.

- Bret
 
bretti_kivi said:
We'll take a look tomorrow. Liability doesn't work the same way here as it does in the UK. At all. It's more likely that someone actually cares and is interested in making any issues good. Still, if they don't absolutely understand, it makes it really hard for them to fix something even if they wanted to.
This is part of the issue of owning a car where there were only ever 7000 in existence... let's see what we find tomorrow. I'm actually really close any day I'm in the office. I've also got the name of a mechanic who is supposed to be quite good.

- Bret
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Yes hoping that we will find the cause and a logical way to move forward. I am about to reach Helsinki. Bus traveling is not pleasant at all?
 
bretti_kivi said:
I have a feeling I'm actually closer to the car than he is - I can see Lauttasaari from here :)

Can probably make it over there tomorrow, not today. @Aamir if you're around?

- Bret
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I was in Pori and Turku last june but that doesn't help now! Have a look on youtube there is an A2 1.2 TDI owner in Finland running his car on HVO (better MPG than diesel, works down to -40 degC and much lower pollution - made from waste not food).
 
Hi Aamir,

The fault codes given on the German forum indicate either a clutch or gearbox problem. The G38 sensor measures the speed of the output shaft of the gearbox and this is compared with the engine revs. If this ratio is outside a certain tolerance, it is assumed that the clutch is slipping and the system effectively shuts down, putting the car in neutral and disabling the throttle.

You can check for clutch bearing/guide sleeve failure by carrying out a transmission basic setting, noting the clutch voltage value. Repeat the operation, again noting the clutch value. If the two values differ by more than 0.05v, this is indicative of clutch bearing and/or guide sleeve failure.

Also some (?) ANY gearboxes are known to have been assembled with excessive preload on the output shaft bearing, leading to eventual failure. This gives rise to excessive clearance between the G38 and the gear that it is monitoring, resulting in it failing to work, with consequent shutdown. The G38 is a Hall effect sensor and is unlikely to fail.

RAB
 
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