Hidden-Powers VCDS-Lite Guide v1.2
Hidden-Powers VCDS-Lite Guide v1.2
Hidden-Powers VCDS-Lite Guide v1.2
uk
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www.hidden-power.co.uk
http://www.ross-tech.com/vag-com/vag-functions.html
"New" VAS
VCDS-Lite Shareware VCDS Full Version
Function
VAS-505x $5-15k $0.00 - $99 $249 - $699
Number
010.02
08 Measuring Blocks (KW1281) Limited unless Registered Yes
011
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014 (long)
11 Login
(called Coding II 015.01 Yes Yes
under KWP-2000)
Advanced Measuring
No Yes
Values
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You will need to download the unregistered (shareware) version of VCDS-Lite from Ross-Tech
http://www.ross-tech.com/vcds-lite/download/index.html
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Installing VCDS-Lite
2. Click Next.
4. Click Install
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3. Plug in your 3rd party interface. You will now see USB Serial Port appear under Other Devices.
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4. It you leave it for a few minutes then Windows should auto install the relevant drivers. If it
works the USB Serial Port should disappear from Other Devices.
If you expand Ports (COM & LPT) you should now see USB Serial Port (COM#). In my example it
appears as USB Serial Port (COM4)
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8. Click OK twice.
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This section is to explain how to change the port number for your 3rd party interface. This could be
for personal reason or if the number is greater than 4 which is not recognised by VCDS.
2. Select Device Manager on the left hand side. Expand Ports (COM & LPT), select your USB Serial
Port, right click and click Properties.
Here you can change the COM Port Number by selecting the drop down and selecting a
number.
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1. Connect your 3rd party cable to your laptop and your car’s OBDII port.
2. Load VCDS-Lite by using the Desktop shortcut or from the Start Menu.
4. Choose the COM# that matches your 3rd party interface. In my case it’s COM4.
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5. Click Test. If everything is connected properly then you will get a success message. Click OK.
6. Click Save. In my screen shot its greyed out but this is due to me not being connected to the
car.
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This feature should only be used if you’ve had a remap that enables this function. Example is a
remap from John Jones at Hidden-Power.
1. Load VCDS-Lite.
3. Select Engine.
4. Under Soft Coding make a note of the number. In this example its 000102.
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6. Change the Software Coding’s last digit to the other ECU block code which in this example is
00105. So change the 2 to a 5.
7. Select Do it!
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11. Scan the engine ECU. Notice the Soft Coding has now changed to 00105.
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This guide is to help fellow enthusiasts on how to use Ross-Tech’s VCDS-Lite as a data logging tool.
This can be helpful for diagnosing engine related issues and also effects on performance
modifications.
This guide is aimed at VAG cars fitted with the Bosch EDC15P ecu.
3. Select Engine
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5. Select which Group you want to log. For this example we’ll select Group 003.
To achieve the best sample rate, its best to log only one group at a time.
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6. Select Log.
Using the browse button, select the destination to where you want to save the log. Default location
is C:\Ross-Tech\VCDS-Lite\Logs
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Groups
Below is a list of some of the most common groups you can use for collecting engine information.
003 MAF
007 Temperatures – Fuel, Intake Air Temp (IAT), Coolant Temp (ECT)
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008 Injection Quantity based on Drivers Wish, Torque Limiter, Smoke Limiter
020 Torque
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If you’ve purchased an email file service remap from Hidden-Power, then you will need to carry out a
number of data logging runs to capture data from many of the engines sensors and ECU output
information.
The following groups are required to be data logged for the initial remap process.
Further logging will be required after the initial remap, however Hidden-Power will instruct on whats
needed.
All data logging must be carried out using either 3rd or 4th gear using wide open throttle (WOT) from
around 1500rpm through to the redline. Please find a suitable safe road to carry out the data
logging.
Once you have completed the initial 5 runs. Send the csv files to [email protected]
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VCDS saves the log files with the .csv extension. These can be opened in spread sheet programs such
as Microsoft Office Excel.
2. I normally copy the specific data I want to analyse and paste it into a new tab. This example is
data logged from group 11 (MAP sensor). So I have entered the data into a line graph to show
requested against actual over RPM.
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Turbocharger Setup
Stop screw
This guide is to help fellow enthusiasts check their current setting for their turbochargers stop screw
for turbochargers fitted to the VAG TDI’s. It can also be used for setting up the stop screw on
reconditioned or new turbochargers. It can also be used to help troubleshooting boost issues by
showing if the actuator/vacuum system is working as intended.
The stop screw is used to prevent the vanes on a VNT turbocharger from fully closing. It does this by
creating a stop point for the actuator. The actuator controls the vanes movement. Adjusting the stop
screw changes the gap of the vanes in there closed position.
Actuator arm.
Stop screw (Endstop).
VNT arm.
This image shows the vanes in their open and closed position.
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http://turbo.honeywell.com/our-technologies/vnt-turbochargers/
2. Select Engine
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Engine RPM will now increase to 1400rpm and the ECU will cycle the Actuator from OFF
(vanes fully open) and ON (vanes fully closed).
5. Like measuring block, you can save the data to a log file so you can review in Excel later.
While the actuator is cycling from ON (closed 0.0%) and OFF (Open 99.6%) you will see the Actual
intake pressure changing. The different between the pressures indicates how closed the vanes are in
the ON position.
Example from a 2004 Skoda Fabia vRS 1.9 TDI PD130 fitted with a KKK BV39 turbocharger.
Different between = 1128 – 984 = 144 mbar. You want to aim between 120 – 180 mbar.
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If the stop screw is too far in, it will result in the actuator arm stopping before the vanes are at their
optimal closed position (ON 0.0%). This will mean a delay in the turbocharger building boost.
Example below is taken from a VAG 1.9 TDI PD130 fitted with a hybrid Garrett GT1749VB running a
standard map.
2500 70
60
2000
50
1500 40 Spec
30 Act
1000
N75
20
500
10
0 0
1638 1785 1953 2121 2331 2583 2856 3108 3360 3612 3843 4053 4242 4410 4557
If the stop screw is too far out, it will result in the actuator arm closing the vanes too much. This will
mean a higher boost pressure reading when the vanes are fully closed (ON 0.0%) and thus a greater
difference between ON and OFF. The turbocharger will build boost quickly however it will result in
high exhaust manifold pressure (EMP) during the building of the boost pressure.
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So I see many thread posted on internet forums with the question “Is my car remapped?”
Well if you’ve got VCDS then you’re in luck assuming you know the stock cars details. By simply
carrying out some wide open throttle logs in either 3rd or 4th gear you can compare your findings.
A stock PD130 requests 2340mbar of boost. Below is taken from an ASZ PD130.
3000
2500
2000
1500 REQ
1000 ACT
500
3000
2500
2000
1500 REQ
ACT
1000
500
0
1449 1596 1806 2100 2394 2688 2940 3213 3444 3675 3885 4074 4263 4431 4557 4683 4788
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PD100 – 2100mbar
PD130 – 2340mbar
PD150 – 2500mbar
PD160 – 2550mbar
Injection Quantity
The below numbers are the stock Injection Quantity as requested by a stock ECU. If you log group 1
in VCDS then you will be able to compare.
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Add up the coding numbers of the fitted control unit to give the coding number.
Example.
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