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This sensor usually triggers different error codes, doesn’t it?
• In its present state the Peugeot 407 SW 2.0 HDi is almost certainly still affected by uneven running – brief hesitations, jerks under load and an occasional stall when coming off-throttle.
• Correct – a faulty high-pressure fuel-rail pressure sensor (or its wiring) can set a whole cluster of DTCs, not just P1164 / P1166.
How the engine behaves when the rail-pressure feed-back is wrong
• Startup: usually normal, but cranking time may lengthen if pressure is not quickly established.
• Idle: tends to lope or hunt because the ECU keeps trimming quantity to chase a pressure target it cannot “see” correctly.
• Acceleration: momentary lean-out/over-fuel events cause jerks, reduced torque, and sometimes limp-home mode.
• Cut-out: if pressure deviates by ≈250 bar from target for several hundred ms the ECU cuts the injectors and logs a coherence or regulation fault (typical for PSA DW10BTED4).
Why several different error codes appear
The rail-pressure control loop involves
– Sensor (three-wire 0.5–4.5 V ratiometric)
– High-pressure pump with a demand-control valve (DRV/IMV)
– Pressure relief in the rail
The ECU monitors three aspects and assigns codes accordingly:
| Code family | Monitoring criterion (simplified) | Typical root cause |
|---|---|---|
| P0192 / P0193 | Signal <0.2 V or >4.8 V (electrical range) | Short to ground / +5 V, open ground, internal sensor short |
| P0194 | Signal dropout or noise >200 mV within 10 ms | Chafed wire, corroded pin, connector vibration |
| P0191 | Rail pressure ≠ model by >150 bar for >2 s | Sensor drift, pump wear, IMV sticking |
| P1164 (PSA) | Pressure too low at crank or sustained acceleration | Rail leak, injector leak-off, clogged feed filter |
| P1166 (PSA) | Pressure coherence fault (measured vs. calculated) | Sensor inaccuracy, IMV response slow, ECU benchmarking fail |
| P0087 / P0088 | Pressure below / above safety threshold | Mechanical (pump, regulator) or sensor bias |
| P0093 | Rapid pressure drop interpreted as “large fuel leak” | Burst low-pressure hose, injector internal leak, faulty sensor spikes |
A single intermittently failing sensor can therefore wander through several of these codes depending on when and how the fault manifests.
Typical failure sequence observed in the field
Theoretical background
Rail pressure \(p\) is controlled by a closed loop:
\[
\Delta p = Kp\,(p{\text{target}}-p_{\text{meas}})+Ki!\int (p{\text{target}}-p{\text{meas}})\,dt
\]
If \(p{\text{meas}}\) is wrong, the ECU’s integrator winds up, causing large duty-cycle swings of the IMV; once limits are hit, cut-out or limp mode is triggered and logged as the above DTCs.
• Later PSA/BMW EMP2 diesels have migrated to digital rail-pressure sensors (Bosch HDK 3 with SENT or LIN output) that include internal plausibility checks, dramatically reducing false P019x codes.
• OE suppliers now specify drift limits (<1.5 % FS over life); aftermarket copies sometimes exceed 5 % and cause repeat P1166/P0191 complaints.
• Diagnostic tooling is moving toward high-speed capture (100–250 Hz) so transient pressure spikes/drops that cause P0093 can be graphed in real time.
• Example: With ignition on, reference voltage on pin 3 of the sensor must be 4.90–5.10 V; signal at key-on/engine-off ≈0.5 V (0 bar). If you read 1.1 V the ECU thinks rail pressure is already ~260 bar, so during cranking it commands less pump flow → engine may fail to start and log P1164.
• Analogy: The sensor is the speedometer of the fuel system; if it “lies” by 20 km/h the cruise control (ECU) either over- or under-accelerates, producing jerky motion and finally shutting itself off.
• Driving with persistent fuel-pressure faults elevates NOx and particulate emissions beyond Euro-4 limits, violating local environmental regulations and inspection requirements.
• Diesel with unburnt fuel entering the DPF raises regeneration frequency, shortening DPF life and increasing maintenance cost – an economic and ecological concern.
• Safety: sudden power loss when overtaking is a recognised hazard; manufacturers issue service bulletins (e.g., PSA B1GG01Q0) advising immediate repair.
Potential challenges & mitigation
• Cheap aftermarket sensors with poor calibration → always verify output with a mechanical gauge or use OE/Bosch.
• Rail residual pressure can stay >300 bar for 30 min; relieve pressure before removal to avoid personal injury.
• DTC definitions above apply to Peugeot/Citroën DW10BTED4; other makes may map P1164/P1166 to different subsystems.
• Rarely, ECU internal rail-pressure A/D converter faults mimic sensor errors – confirmed by installing an external oscilloscope to check sensor voltage against OBD PID.
• Explore use of SENT-interface rail sensors in retrofit for better diagnostics.
• Investigate high-pressure pump control valve response time via current-ramp analysis to distinguish hydraulic vs. sensing faults.
• Study impact of biodiesel blends on long-term sensor accuracy due to varnish formation.
The vehicle’s current jerking and stalling are consistent with incorrect rail-pressure feedback. The high-pressure fuel-rail pressure sensor can legitimately set a spectrum of codes – electrical (P0192/3/4), performance (P0191, P1164/66) and pressure-limit (P0087/88, P0093). Systematic live-data checking, wiring inspection and – most decisively – substituting a known-good sensor will confirm the diagnosis and restore smooth operation.
