Workshop questions

Hi, my AUDI A4 TDI has been displaying the error message “Check oil level” on the instrument panel for some time now.
The first time it happened, I corrected the oil level to max., but the message remained. Since the cables under the car looked fine, I replaced the oil level sensor in the engine oil pan.
But this didn’t helps, the message appears again. Do I need to calibrate the oil sensor to the vehicle?

Answer: The cause is probably the hood lock, which contains a contact switch. If the oil level sensor detects that the oil level is too low, this information is transmitted to the dashboard instrument. When the hood is opened and the contact switch is activated, the vehicle assumes that the oil level has been corrected and resets the display. The next check is due after 100 km.
The vehicle is probably not receiving the signal from the switch. You can check this by opening the hood and checking whether the open hood is displayed in the i dashboard instrument.

My engine oil level sensor in my 2020 BMW 318d (G20) and the following error codes are in the error memory:
2C6C00 – Check Control message (ID 400): Engine oil level too high
35BD00 – CBS client engine oil change interval shortened

I had to drain the engine oil to replace the sensor. Now there should be even less oil in the engine than before the sensor was replaced. How can the oil level be too high now?

Answer: Error code 2C6C00 often occurs when the engine oil level rises, e.g., due to fuel ingress. In your case, error code 35BD00 requires a reset procedure for the oil level via a diagnostic tool after replacing the sensor. If this does not resolve the problem, BMW recommends checking the engine control unit software and updating it to the latest version.

The workshop said that the mass air sensor in my 2016 Fiat Panda 1.3L 16V is defective. I have now replaced the mass flow sensor, but unfortunately the engine is still not running properly. Can you help me ?

Answer: Hello, in your vehicle, the new mass air sensor must be programmed into the vehicle using a diagnostic device. A mass air sensor works with a hot wire that cools down more or less depending on the amount of air intake. The engine control unit calculates the amount of air intake based on this temperature difference. These are very high precision measurements, the new installed mass air sensor must first be programmed into the vehicle.

I have replaced the tailgate motor in my 2015 Mercedes-Benz GLE 350 D (W166). The new motor is not working. Can you help me?

Answer:
Hello, the new tailgate motor must be programmed into your vehicle. This can only be done using a standard diagnostic tester or directly at a Mercedes-Benz workshop. The tailgate motor will only be ready for operation once this process has been completed.

Additional information: When installing, always ensure that the cables are installed correctly, otherwise the movement of the tailgate when opening and closing may damage the cables.

Today I picked up my Opel Astra from the workshop, where your differential pressure sensor was installed because the old one was defective. The vehicle has now clocked up 325,000 km. The workshop informed me that the catalytic converter needs to be replaced at a cost of €1,300 because the ash content is too high. A friend checked the soot content with his private tester and found that the particulate filter is not that full. Is the repair shop trying to rip me off, or is your sensor giving the wrong reading?

Answer: I think there is a misunderstanding here. I am sure that our new sensor is working properly and displaying the correct values. The workshop is talking about ash content? This is ash that is produced during the regeneration of the particulate filter and accumulates in the filter over time. Your friend is talking about soot content? This is soot that is stored in the particulate filter and will be removed during the next regeneration cycle. If the ash content is too high, the filter must be replaced. If the soot content is too high, the filter can burn itself free by a forced regeneration cycle – provided the fill level is not too high

Hello everyone, the ignition coils on my Focus MKII frequently malfunction. Are your coils superior to those of your competitors?

Answer: You are welcome to try out our ignition coils to see if they are superior. Unfortunately, you have not provided any vehicle data, so we are unable to provide you with an item number.
Please note that individual vehicles become more susceptible to ignition coil defects as they age. This is not due to quality issues but to the ingress of moisture that can damage the coils.
The vehicle manufacturer has not installed any engine top cover on some models. Due to age, leaky windscreen washer nozzles in the bonnet are becoming more and more common, causing water to drip onto the spark plug wells and thus leading to premature failure.
Please check the nozzles for leaks and, if necessary, install an engine cover from Volvo (there are identical engines available) to get the problem under control.

My VW Polo 1.6 TDI with the DGTD engine from 2018/19 has 95 hp and sporadically throws up the error ‘P20EE 00 – Efficiency too low’ or ‘3110 – SCR NOx catalytic converter’ in the data memory via VCDS. This also causes the engine control light to come on. I would therefore like to replace the front NOx sensor. Which part do I need for this?

Answer: We would be happy to sell you a new NOx sensor, but the cause is probably the engine control unit. Please check the unit’s software version using VCDS. It should be higher than or equal to V7798.
If that is not the case, this error will be displayed sporadically due to a possible software mismatch. A new NOx sensor will not solve this problem.
In this case, please contact an authorised workshop to install an update. We are confident that the two errors will no longer occur.

I bought a GEBE NOx sensor from you. Unfortunately, I couldn’t remove the old sensor head from the exhaust, so I cut off the cable and soldered it to your new NOx control unit. Why isn’t the sensor working now?

Answer: This simple repair solution is not possible as the control unit is calibrated to the sensor head during production. The new GEBE sensor has therefore been destroyed and must no longer be soldered as this can lead to contact resistance. As stuck sensor heads occur again and again, we offer our customers a tool set. It includes several tools to remove the sensor head non-destructively and 2 taps to enable reliable installation.

I own a Mercedes-Benz A-Class that was registered in September 2018. The NOx sensor A 000 905 31 09 was originally installed. I have now fitted the GEBE sensor 9 2968 1 from you, which corresponds to this part number. However, the car reports that the sensor cannot be calibrated because it has the wrong part number. What am I doing wrong?

Answer: The NOx sensors for this vehicle have been successively updated by the manufacturer. The replacement sequence is as follows:
A0009053109 (GEBE 9 2968 1) → A0009058111 (GEBE 9 2997 1) → A0009051014 (GEBE 9 3685 1).
Due to product improvements and/or software updates, it is likely that the vehicle’s ECU now only accepts the latest version.
We recommend using the GEBE sensor 9 3685 1, which corresponds to A0009051014. This version will be recognized by the vehicle without any compatibility issues.

The engine light comes on in my SEAT Alhambra 2.0 TDI 4Drive from 2013. The following error is stored in the engine control unit: P220B – NOx Sensor 2 Supply.
This indicates a fault in the second NOx sensor. However, I can only find one NOx sensor in my car. Where is the other faulty sensor supposed to be installed?

Answer: Modern NOx sensors are based on broadband lambda sensor technology. Some manufacturers classify certain lambda sensors as NOx sensors.
In your vehicle, a broadband lambda sensor is installed in position 1, and the actual NOx sensor is installed in position 2. This is why the engine control unit refers to the NOx sensor as “Sensor 2” — the first position is occupied by the lambda sensor, which is not a true NOx sensor but is functionally related.