Code P2015 from 2013 A4 2.0T Allroad

[AndreX86]

Hi guys. I have an issue which I can't seem to find any answers on. I bought a used 2013 A4 allroad and of course two days after I got it the car it would have trouble starting, specifically after being warmed up, its starts fine when cold. When it has trouble starting I have to give it gas while its cranking and I can get it to start. I am currently getting just one code which is P2015 (Intake Manifold Runner Position Sensor/Switch Circuit Range/Performance), this is for bank 1.

Does anyone have a clue as to what might cause this for the 2013 A4 Allroad?

[alhutch]

Sounds like an intake runner flap issue. Read this thread and see if it gives you any clues to go on (even though it shows a plastic intake and yours is metal):

https://www.audizine.com/forum/showt...255-P2015-Code

I'd check the actuator on the firewall end of the manifold and make sure all connections (electrical and vacuum) are good and arm moves freely.

[AndreX86]

Sounds like an intake runner flap issue. Read this thread and see if it gives you any clues to go on (even though it shows a plastic intake and yours is metal):

https://www.audizine.com/forum/showt...255-P2015-Code

I'd check the actuator on the firewall end of the manifold and make sure all connections (electrical and vacuum) are good and arm moves freely.

Thank you, though I did already read through that thread. I kind of disregarded it because they were dealing with the plastic manifold and the ended up replacing the entire manifold to resolve the issue. I did check the arm and confirmed it moves freely and is not popping out. I think I will take a deeper look at the runner flap though and see if I can find anything.

[alhutch]

Thank you, though I did already read through that thread. I kind of disregarded it because they were dealing with the plastic manifold and the ended up replacing the entire manifold to resolve the issue. I did check the arm and confirmed it moves freely and is not popping out. I think I will take a deeper look at the runner flap though and see if I can find anything.

On the Ross-Tech wiki page for DTC P2015, it mentions a TSB for Audi 2.0T that listed corrosion in the valve for Intake Manifold Flap (N316) as a possible cause. Wiki link:

http://wiki.ross-tech.com/wiki/index...7/P2015/008213

And link to PDF for TSB 2044003 (from NHTSA website):

Link

[AndreX86]

On the Ross-Tech wiki page for DTC P2015, it mentions a TSB for Audi 2.0T that listed corrosion in the valve for Intake Manifold Flap (N316) as a possible cause. Wiki link:

http://wiki.ross-tech.com/wiki/index...7/P2015/008213

And link to PDF for TSB 2044003 (from NHTSA website):

Link

I can not thank you enough for this info. The ross-tech site and NHTSA site are very helpful. I'm definitely going to saves these and refer to them in the future for other issues. I'll report back asap after poking around and potentially replacing the Intake Manifold Flap.

[Misticvega]

Not sure if this carries over to the metal intake (which I assume you have), however, I kept getting the same CEL for a year. Put this bad boy on and nothing ever since: https://www.ecstuning.com/b-ecs-part...021071ecs01~a/

[AndreX86]

Not sure if this carries over to the metal intake (which I assume you have), however, I kept getting the same CEL for a year. Put this bad boy on and nothing ever since: https://www.ecstuning.com/b-ecs-part...021071ecs01~a/

I don't believe that issue carries over to engines with the metal manifold. I have checked the manifold lever arm though and all seems well.

[AndreX86]

On the Ross-Tech wiki page for DTC P2015, it mentions a TSB for Audi 2.0T that listed corrosion in the valve for Intake Manifold Flap (N316) as a possible cause. Wiki link:

http://wiki.ross-tech.com/wiki/index...7/P2015/008213

And link to PDF for TSB 2044003 (from NHTSA website):

Link

I may have fixed it...

so after looking into this further I think I may have fixed this issue already and was being stupid when trying to fix it initially. The first thing I did when trying to fix this was to put in all new spark plugs and ignition coils BUT at the same time I had found this rubber cap thing that seemed to fit snuggly over the air entrance of the filtered air line and figured it had fallen off (I feel stupid for not checking) but obviously that's not where it went. So when I was checking the air line yesterday I removed this cap and found that the filter in the line was crumbling away. I emptied out all the pieces out of the air line and I have not gotten a CEL since. It's the longest time I've gone without getting a CEL. I have a new air line on the way. I checked the part number on my manifold flap valve and it is the updated part but I think I may want to replace that just in case debris go into it.

Thanks again for your help with this.

[Smac770]

Have you logged the values to see what the ECM is seeing to set the DTC?
IDE01924 load shift flaps: actual
IDE01925 load shift flaps: specified
IDE01926 adaptation of load shift flaps

Specified will always be 0% (flaps closed) under 3000-3100rpm or 100% (99.998; flaps open) over 3000-3100rpm.
Actual for me is 11% for 0% and 99.998% for 99.998%. There is some transition time I notice, usually about 1/2 second.
My adaptation voltage is 4.194v. Not sure exactly what that represents.

Have you connected a vacuum gauge to the path between the solenoid and the actuator to monitor vacuum at idle vs. over 3k? (I assume the flaps will open over 3k even when in park; you might need to run it down the street to check)

[Smac770]

Oh, the vent line? Um, ok. Definitely not something to plug. Curious that it would cause an operation issue of the solenoid. It's just supposed to be a fresh air vent for moisture escape.

[alhutch]

I may have fixed it...

so after looking into this further I think I may have fixed this issue already and was being stupid when trying to fix it initially. The first thing I did when trying to fix this was to put in all new spark plugs and ignition coils BUT at the same time I had found this rubber cap thing that seemed to fit snuggly over the air entrance of the filtered air line and figured it had fallen off (I feel stupid for not checking) but obviously that's not where it went. So when I was checking the air line yesterday I removed this cap and found that the filter in the line was crumbling away. I emptied out all the pieces out of the air line and I have not gotten a CEL since. It's the longest time I've gone without getting a CEL. I have a new air line on the way. I checked the part number on my manifold flap valve and it is the updated part but I think I may want to replace that just in case debris go into it.

Thanks again for your help with this.

Glad to hear you likely have solved it. Happy to help. I learned something new and saved that TSB for my future reference as well.

[AndreX86]

Have you logged the values to see what the ECM is seeing to set the DTC?
IDE01924 load shift flaps: actual
IDE01925 load shift flaps: specified
IDE01926 adaptation of load shift flaps

Specified will always be 0% (flaps closed) under 3000-3100rpm or 100% (99.998; flaps open) over 3000-3100rpm.
Actual for me is 11% for 0% and 99.998% for 99.998%. There is some transition time I notice, usually about 1/2 second.
My adaptation voltage is 4.194v. Not sure exactly what that represents.

Have you connected a vacuum gauge to the path between the solenoid and the actuator to monitor vacuum at idle vs. over 3k? (I assume the flaps will open over 3k even when in park; you might need to run it down the street to check)

I don't know how to get the info about the flaps and I don't think I have the equipment to do it either. I have a fairly standard VAG-COM but that's about it. How are you determining this info? I have not connected a vacuum gauge, I don't own one but it might be a purchase I'll consider soon.

[Smac770]

VAG-COM is an indeterminate term these days. The main useful Audi owner tools are:
Ross-Tech's VCDS (historically, "VAG-COM"), https://store.ross-tech.com/shop/cat/VCDS
OBDeleven's OBDeleven, https://obdeleven.com/en/products-page
VCPSystem's VCP CAN Pro (ie, "VAG COM PRO"), https://vcpsystem.com/k17,vcpsystem-reg.html
I own a Ross-Tech cable, so I use their VCDS software.

If you just have a generic OBD scanner, or worse yet a Foxwell (yeah, I have a beef with them), then it likely won't be able to access this kind of information. E.g., the Schwaben scan tool at ECS is a rebadged Foxwell.

But the situation is all good now, right?

[misternoggin]

This is really interesting. I have a '14 Allroad and was also getting a P2015. Like Andre, I was having a lot of trouble finding anything useful for troubleshooting because everything is written for the plastic manifold cars. I originally looked back in July or August gave up since we weren't really driving the car and then happened upon this in the last couple days. Coincidentally, this also reminded me that back at my last oil change I saw the same rubber cap sitting on top of the engine near the fresh air line, and also figured that it must have fallen off there (it fits perfectly) and stuck it on the end of the line. The CEL popped up not long after that, but I didn't make the connection at the time. I went back today, pulled the rubber piece off the line, and cleared the code. I've driven the car an hour or so since then and the CEL has not come back. I'm curious where the rubber piece actually belongs, but even moreso, am really glad that I didn't buy a new manifold in July.

For anyone who happens by in the future, this is the fresh air line:


And this is the rubber cap that looks like it belongs there, but definitely does not:

[AndreX86]

Thats the same rubber thing that I found around my engine block that I put onto the filter that eventually caused the p2015 code. Still have no idea where it's supposed to go either. BTW, are you having or have you had an issue where your allroad has trouble starting after being warmed up?

[Theiceman]

What does the other side of that cap.look like ?.

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[Chillaxin]

Thats the same rubber thing that I found around my engine block that I put onto the filter that eventually caused the p2015 code. Still have no idea where it's supposed to go either. BTW, are you having or have you had an issue where your allroad has trouble starting after being warmed up?

I would check the rubber latches that fit in your engine cover. They fit over 4 domed protrusions on the top of the engine to hold the cover down. They slide into slots in the engine cover.

[Smac770]

That's what they are. Not sure why they didn't show the other side; makes it very clear what they are for.

[AndreX86]

That's what they are. Not sure why they didn't show the other side; makes it very clear what they are for.

Not sure why either lol. And yes that's what it was. On my allroad it looks like the previous owner damaged the cover and the plastic piece that cradles the rubber bumper from underneath (when the cover is flipped on its back) is broken off. Going to try glueing it in there as a temporary solution until I can get a new cover.

[Misticvega]

Well, it lasted 6 months. Holding at 4000 rpms and I'm getting the code again. https://www.ecstuning.com/b-ecs-part...021071ecs01~a/ still seems to be intact and in place. All air lines/hoses/etc going into the manifold look sung and intact. Any ideas on where to go from here?

I've still got a plastic intake manifold as I swapped b8 for b8.5 engine.

[AndreX86]

Well, it lasted 6 months. Holding at 4000 rpms and I'm getting the code again. https://www.ecstuning.com/b-ecs-part...021071ecs01~a/ still seems to be intact and in place. All air lines/hoses/etc going into the manifold look sung and intact. Any ideas on where to go from here?

I've still got a plastic intake manifold as I swapped b8 for b8.5 engine.

I'd look into the runner control solenoid/intake manifold flap solenoid. It just my best guess after looking into this code.

[djnuge]

Great info.

[gregavedian]

I have code p2015 and check engine light change the whole runner and the sensor from Audi and still have check engine light. What could it be? I have 2015 Audi all Road.


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[4xaudi]

check the solenoid that controls the flaps. Mine had sucked in a piece of the broken plastic filter thing and was stuck open

[gregavedian]

check the solenoid that controls the flaps. Mine had sucked in a piece of the broken plastic filter thing and was stuck open

Yes, I just changed the whole runner and the sensor and the code comes back on right away and the flaps move freely. Is there anything else I can be causing the code to come back on?


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[Smac770]

You need to look at the measuring values and see what's actually going on. There's a load flaps actual and a load flaps specified measuring values. Watch them and see how they differ. The changeover occurs at 3k rpm.

[gregavedian]

We tried the output test and everything is running correctly. Is there any other reason why the check engine light will come back immediately


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[Smac770]

"running correctly", would have to say that's a simplified conclusion, or the error state would not return. If you have VCDS run a log of engine rpm, normed load, flaps actual, and flaps specified. Make sure Group UDS is checked. Go drive around a bit. Then bring up the log in Excel and run a new column of the actual-specified, look down it, is there a streak of excess difference? One doc says P2015 is a diff of >25%, but not for how long that difference must persist. Clearly, a few tenths as the unit adjusts at 3k rpm transitions is not an issue. But if it's taking a second to change over, ....