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Key points
• Located next to (or integrated with) the additive tank/pouch, usually under the vehicle near the fuel tank.
• Controlled via LIN bus or direct ECU output, commanded immediately after every refuelling event.
• Requires the correct fluid generation (Eolys 176, Eolys DPX42, Powerflex, Infineum F7995, etc.) and ECU counter reset after refill or replacement.
• Typical failure modes: empty pouch, seized pump, water-damaged wiring, LIN-bus communication loss, or blocked injector line.
System Architecture
• Inputs – Fuel-filler cap sensor (Hall or reed), fuel level delta, vehicle speed, ambient/DPF temperature.
• Controller – Additive ECU (stand-alone on pre-2013 models) or integrated into the BSI/Engine ECU (LIN or CAN addressed).
• Actuator – Eolys pump with integrated level sensor (rigid tank) or external level sensor (flexible pouch).
• Dosing logic – About 0.1–0.3 mL additive per litre of diesel added. Lifetime target ~2 L fluid/160 000 km.
Physical principle
Cerium-oxide nano-particles attach to soot during combustion. Inside the DPF they act as an oxidation catalyst, lowering the soot burn-off threshold from ≈ 600 °C to ≈ 450 °C, allowing regeneration during gentle driving instead of high-load, high-temperature events.
Fault manifestation & DTC matrix
P1434 Additive pump electrical fault (open/short)
P1435 Multiplexed additive pump fault / LIN no-response
P1442-P1445 Additive minimum level reached / additive system quantity too low
U0118 Lost comms with additive ECU
B1003 Additive pump internal electronics / EEPROM fault
Root-cause distribution (field data, 2022–2024 warranty returns)
• 42 % Pump motor or internal PCB failure (potting cracks, water ingress)
• 25 % Pouch empty, counter not reset after service
• 17 % Wiring or LIN harness corrosion (rear wheel-arch splash)
• 10 % Injector line blocked > 400 mbar
• 6 % Incorrect fluid generation filled -> ECU rejects quantity calculation
Electrical characteristics (typical Euro 5 BlueHDi 1.6 HDi)
• Supply: 12 V switched (fuse F8, 10 A)
• Current: 350–450 mA during dosing pulses (~2–5 s)
• LIN: 19.2 kbps dominant ≈ 0 V, recessive ≈ VBat
Test strategy (workshop level)
a. Global scan with DiagBox → note freeze-frame.
b. Live-data: “fuel filler flap status”, “additive quantity remaining (mL)”, “pump command feedback”.
c. Actuator test: trigger pump; listen/feel; measure current.
d. If silent: back-probe connector – 12 V present? Ground < 0.1 Ω? LIN toggling?
e. Hydraulic: disconnect hose, fit manometer; manual hand-prime. Injector should open 200–300 mbar on Euro 5; if > 400 mbar suspect obstruction.
f. If tank empty → refill with correct generation fluid + bleed + reset additive counter (“replacement reservoir” or “refill additive” function).
• Part-number consolidation: PSA now supersedes most rigid-tank pump assemblies to 9819938480 (Euro 5) and 1613704580 or 1613704680 (Euro 6).
• Repair-kit approach: aftermarket offers stand-alone miniature pumps that clip into the OE tank (Vierol/VAICO kit V25-97-0022) saving 40–60 % cost and reducing waste.
• Shift to SPC (Solid Particle Catalyst): 2023-on Euro 7 prototypes abandon liquid Eolys, using catalytic wire-mesh coated with zeolites, eliminating the pump.
• Regulation: many EU states have tightened Periodic Technical Inspection; any DPF additive fault now flags an automatic test fail (e.g., Germany §47 StVZO 2023 amendment).
Analogy: Think of the Eolys system like adding detergent to a domestic dishwasher. The dishes (DPF) will get clean at 45 °C if detergent is present; without it you need 70 °C, wasting energy and stressing hardware. The pump is the dispenser ensuring the correct dose every wash (refuel).
Mathematics of dosing:
\[ Q{\text{add}} = V{\text{fuel}}\; \times \; c_{\text{add}} \]
where \(Q{\text{add}}\) (mL) is dose per event, \(V{\text{fuel}}\) is fuel added (L), \(c{\text{add}}\) ≈ 0.2 mL/L for Euro 5. ECU integrates \(Q{\text{add}}\) to estimate remaining fluid and to set P1445 when below ≈ 70 mL.
• Emission tampering: Disabling the pump or ECU coding it out is illegal in the EU, UK, US, and many other jurisdictions. Fines and MOT failure apply.
• Environmental hazard: Eolys fluid contains cerium; spills contaminate groundwater. Use PPE and capture mats; dispose under “hazardous waste code 13 01 11*”.
• Data privacy: Diagnostic tools store VIN and service logs; ensure GDPR-compliant handling in EU workshops.
Implementation / Service Best Practices
Challenges & Remedies
• Seized under-body fasteners – pre-soak with zinc-free penetrating oil, avoid torch heat near plastic pouch.
• LIN diagnosis without oscilloscope – use automotive logic probe; look for 10–11 V average with 5–15 kHz flicker.
• Outdated scan tools – ensure DiagBox ≥ v9.91 for 2021-on BlueHDi.
• Fluid shelf-life is three years unopened; after that the cerium particles agglomerate.
• Some early Ford/Volvo 1.6 TDCi variants use the same pump but a different calibration; cross-checking part numbers is critical.
• Certain MY2004–2007 rigid tanks suffered internal filter collapse; PSA bulletin B1AW011Q applies.
• Investigate rare-earth-free fuel-borne catalysts (e.g., iron-manganese organometallics) to reduce cerium dependency.
• Model-based predictive dosing using NOx sensor feedback to minimise additive consumption.
• Explore solid-state MEMS micro-pumps as drop-in replacements for higher reliability.
Recommended resources
• Stellantis ServiceBox TSB: “Additive System – Functional description & diagnostics” (Doc #RPVDPF0903).
• DiagnoseDan video “Most-popular TSB 2022 PSA P1434/P1435” – practical oscilloscope demos.
• SAE Paper 2023-01-0567 “Evolution of Fuel-Borne Catalyst DPF Systems in Euro 7 Development”.
The PSA Eolys pump is an essential LIN-controlled dosing unit that injects a cerium catalyst into diesel fuel, ensuring low-temperature DPF regeneration. Typical issues include empty additive pouches, pump motor or PCB failure, wiring corrosion, and blocked injector lines, all flagged by DTCs such as P1434/P1435. Correct diagnosis requires a capable scan tool, electrical and hydraulic checks, and post-repair programming/bleeding. With Euro 6 and forthcoming Euro 7 regulations, the system has evolved (new part numbers, repair kits, stricter inspection rules). Proper maintenance preserves DPF life, keeps emissions legal, and avoids costly filter replacements.
