Breezy_Pete

I must admit that I hadn't considered that if the ECU doesn't see the anticipated MAF changes after demanding EGR flow that it might 'try harder' with the relevant proportional solenoid valve that is on t'other end of the vac hose that is blocked. Might be that valve you're hearing in the vac box on suspension turret. On the other hand, you'd think that max opening of that valve would just be a continuous energisation, which ought to be silent, just a dc 12V across valve coil. Maybe it's not that simple. Agree with sep about the unlikeliness of NOx testing getting backdated anywhere near as far as Euro4 stuff. If it happens at all. Would represent a big kit spend for the testing stations, I'd guess.

I haven't found my loom yet, but have remembered that I didn't do anything with CAN wiring, because the only things I connected were a KKL cable and the BSG (which is known in English as Onboard supply control unit, or in later cars BCM, body control module). K-line connection only, no CAN wires at all. No instrument cluster, nor engine ECU connected, I just wanted to be able to soft code the BSG/BCM off-vehicle, so that was all I needed. A Briskoda member called @hutchysrs50 was doing similar things to what you are at the time I was doing the above, so he may have more help to offer if he sees this tag. Not seen him on here for a while though.

I was meaning why some Karoqs with same engine as others Karoqs? Some had/have kangaroo trouble, some not.

Why some cars and not others @cri1410sti? Very small differences in initial cam angle setting when fitting original belt?

In terms of exhaust flow through the EGR valve, yes, exactly. What some folk believe, mistakenly in my opinion, is that if the flow is blocked only at the EGR entry point - whether by permanent valve closure or blanking - the hose feeding gases to that point is more likely to rupture and leak. Thus they like to insist on blanking the manifold end. The simple explanation for such cases of flexible exhaust hose damage is disturbance and possible unsympathetic handling of old flex-couple metal hoses during EGR removal for cleaning or blanking of top end type operations.

Functionally, as long as the valve is seating well enough to seal the flow off when 'unpulled open', blanking won't reduce flow at all compared with just golf-teeing (not my idea btw). It seems that your vac blocking is causing a sufficient 'full time closure' as I'd expect. A covert blockage inside a connected hose may be necessary tor MOT. As will some method of preventing EML if you want easy passage through. Interestingly for you and most other mk1 diesel owners, maybe, the relevant section of the inspection manual 8.2.2.2 opacity suggests in my reading that if the car was first used before 01/07/2008, the tester needn't care about EML function/activation. Anyone who's tried opening one of these valves digitally (with fingers) will know how strong the closure spring is, and therefore why the vac diaphragm is so large, Exhaust gas pressures just aren't enough to push that valve open at all if the diaphragm is inactive, in my opinion. If they could, the valve position wouldn't be controllable in normal service. Blanking kits are more for people who want to 'buy (or maybe sell?) a solution' rather than think one through. Your ECU and vacuum system will not be aware of any difference relating to the vacuum actuation, just the lack of results in terms of absence of MAF-measured fresh air flow reduction when EGR flow has been demanded, so fault light. All of the above intended to be factual rather than an encouragement to break the UK law by tampering with emissions related systems, MOT is not the only thing relevant here (although it is the front line). Construction and Use regs are the legal basis for 'don't tamper'.

search document by engine code for connections to ECU, and search "dash panel insert" for connections at cluster. i will help more tomorrow if necessary, watching a film now. 🙂

Tomorrow I will fin the wiring loom I made to connect bsg and cluster (but not ECU) and diagnostic socket/kkl obd pug

Download the wiring diagram, it will help.

Which pins are cluster CAN wires on at bsg?

I don't think so. Both images above show 3 = drive canl, 5=drive canh.

Full wiring diagrams can be downloaded from a post called something Mk1 Fabia Workshop Manuals, by member Tech1e.

So you have bsg pin 16a/3 connected go ecu pin 58, and bsg T16a/5 to ecu pin 60?

Do you have terminal 15 connection on T18a pin12? BSG unit will not wake up without.

Why 2 & 3? CAN low to diagnostic socket and CAN low to drive bus?

T16a pins 3 and 5?

You possibly also need to know which pins for ECU power, earth and switched power?

Same for any of those- 58 of 81-pin ECU connector is CANL, 60 is CANH. Powertrain bus is correct

Hang on a minute... Is it an AUA/AUB engine or BBY/BBZ please?

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These two may be easier to read:

Try this:

Ah, I see, I can help with that in a little while. I have done exactly this myself. The unit needs permanent and ignition switched power feeds, and 0V/earth connections, as well as k-line. Will tell you all relevant pin numbers when I get home.

Not sure which unit you mean by bsg? Onboard supply control unit above clutch pedal, J519, VCDS module 09? K-line connection to diagnostic socket should be all you need. What's the problem you're trying to fix?