High pressure purge line codes?

[TulsaMike4]

While I was able to figure out some info on these, I’m new to the VW/Audi world, and didn’t know if this is just something I replace and move on, or need to find a larger issue with. None of the threads I found specifically said which part to replace, or where it is on a b9 s4. Google brought up a ton of parts, so thought I’d ask here before going to a dealer over it.

[Smac770]

If you're going parts cannon, I'd guess the N80 valve.

https://www.ilcats.ru/audi/?function...52&language=en

N80 is attached to the line (24), at the upper end of (24) in the drawing.

You can't tell from that part revision list, but the current rev is 06M 133 240 CG. (outdated ETKA clones are good for identifying parts, but you have to go elsewhere to validate latest/current revision a lot) Even though it seems parts.audiusa.com is still trying to push 06M 133 240 BK for the S4 3.0T.

[TulsaMike4]

I replaced the pressure hose and sensor assembly today per the recommendation of Audi. They wanted $450 labor, I think it took me 7 minutes total.

[oxxomxxo]

I replaced the pressure hose and sensor assembly today per the recommendation of Audi. They wanted $450 labor, I think it took me 7 minutes total.

Did it fix this? I have the same issue


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[TulsaMike4]

Did it fix this? I have the same issue


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I will have to drive it more. Only comes back above half tank of fuel, and it was actually off for 4-5 days until I filled up last night and it came on. Drove home no issues, but I really don’t drive a ton during the week so we will have to see. Two Audi dealers (including one my friend is a service manager at) said these are common issues, more so on modded cars.

[RPMtech147]

If you're going parts cannon, I'd guess the N80 valve.

https://www.ilcats.ru/audi/?function...52&language=en

N80 is attached to the line (24), at the upper end of (24) in the drawing.

You can't tell from that part revision list, but the current rev is 06M 133 240 CG. (outdated ETKA clones are good for identifying parts, but you have to go elsewhere to validate latest/current revision a lot) Even though it seems parts.audiusa.com is still trying to push 06M 133 240 BK for the S4 3.0T.

Not just Audi, but most manufactures are going crazy with their Evap systems on late model stuff. I can only (wildly) guess they're attempting to purge the canister under load(boost)..which is weird AF, but whatever. It makes the system extremely complicated, at least compared to the standard Purge and Vent(LDP/NLDP, ETC) valve on everything else that came before it. (Can't pull vapor under boost as far as I know)

..but like any evap code, a good smoke machine and blocking the vent *should* find the issue unless there's an electronic failure.

Here's the purge valve on a late model BMW. Why does it have 4 connections? lol.

[TulsaMike4]

Not just Audi, but most manufactures are going crazy with their Evap systems on late model stuff. I can only (wildly) guess they're attempting to purge the canister under load(boost)..which is weird AF, but whatever. It makes the system extremely complicated, at least compared to the standard Purge and Vent(LDP/NLDP, ETC) valve on everything else that came before it. (Can't pull vapor under boost as far as I know)

..but like any evap code, a good smoke machine and blocking the vent *should* find the issue unless there's an electronic failure.

Here's the purge valve on a late model BMW. Why does it have 4 connections? lol.

Sadly while I spent over 20 years as a technician, my "Welcome to Tulsa, OK" was having my storage unit broken into and most of my tools stolen. I keep the rest of what I have at work locked up now, but anything specialty is long gone. When there were Evap issues on GM and Ford stuff, it was much easier to track down, and usually a single solenoid connected near the throttle body for vacuum, a line that went to the canister out back, then the vent to the tank.

[Smac770]

They've had the dual connection system for both the EVAP and the PCV on the EA888 4-cyl TFSI from the start (2007). One path from the N80 to the IM, where vacuum exists when idling, and one path to the turbo pre-impeller side, where vacuum exists when boosting. Same for the fine oil separator ("PCV"). The EVAP lineset used to have reverse flow check valves for both paths, but then around B8.5, they dropped the check valve on the turbo path.

Looks like they use the same concept on the EA839, except it additionally has a "fuel tank ventilation pressure sensor 1", identifier G950. This is unique to US emissions diagnostics requirements; RoW just has a filler cap in the G950 spot.

This G950 was not added to the EA888 until the Gen4 MHEV versions introduced MY21, from what I can tell.

Apparently now there's even an "Using the Evaporative Emissions Tester" workshop manual. With different processes for V144 LDP vehicles like B8 vs J909 NVLD vehicles like B9.

[RPMtech147]

They've had the dual connection system for both the EVAP and the PCV on the EA888 4-cyl TFSI from the start (2007). One path from the N80 to the IM, where vacuum exists when idling, and one path to the turbo pre-impeller side, where vacuum exists when boosting. Same for the fine oil separator ("PCV"). The EVAP lineset used to have reverse flow check valves for both paths, but then around B8.5, they dropped the check valve on the turbo path.

Looks like they use the same concept on the EA839, except it additionally has a "fuel tank ventilation pressure sensor 1", identifier G950. This is unique to US emissions diagnostics requirements; RoW just has a filler cap in the G950 spot.

This G950 was not added to the EA888 until the Gen4 MHEV versions introduced MY21, from what I can tell.

Apparently now there's even an "Using the Evaporative Emissions Tester" workshop manual. With different processes for V144 LDP vehicles like B8 vs J909 NVLD vehicles like B9.

I assumed pre trubo® "negative pressure" was closer to 0 bar and useless for sucking anything from the canister...obviously I'm wrong. I need to read up.

[TulsaMike4]

After replacing the valve and sensor (line assembly), the code keeps coming back. It only shows up when the readiness cycle completes, or when I fill up with fuel (which is only every other week at most, so it may actually be coincidence since when I check the code, the emissions readiness tests are complete). I have an appointment at the dealer, but I had considered just replacing what looks like a one way valve right at the turbo inlet, and the two small black canisters closer to the evap vent line, which then I will have all new parts on the engine side of the evap system.

[sykokilla]

After replacing the valve and sensor (line assembly), the code keeps coming back. It only shows up when the readiness cycle completes, or when I fill up with fuel (which is only every other week at most, so it may actually be coincidence since when I check the code, the emissions readiness tests are complete). I have an appointment at the dealer, but I had considered just replacing what looks like a one way valve right at the turbo inlet, and the two small black canisters closer to the evap vent line, which then I will have all new parts on the engine side of the evap system.

I can also confirm that I too have replaced this part and I keep getting the code. The only thing I cn think of what would be left to do now at this point is to replace the charcoal canister and..... yeah I'm not doing that ($$)

[TulsaMike4]

Thought id post the conclusion to this... While it could come back someday, its been off for a week, including a fill up. The O-ring on the steel tube that connects the Evap system to the turbo housing was the only one I reused when I put the turbo on (just didn't get one that size, or it wasn't shipped since my whole order of parts was messed up), and I think it had a slight leak. I replaced it with a new o ring, and sealed it with some high temp gasket maker because it really wasn't that great of a setup anyway... been solid since with no CEL on, and readiness tests completed.