Sameklē visu pieejamo informāciju par Renault trafic 2007 gada izlaiduma dzinēja kļūdu df980

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Direct answer to the question - DF980 on a 2007 Renault Trafic 2.0 dCi M9R or 2.5 dCi G9U diesels, ECU = Bosch EDC16C36 is a Renault-specific DTC that translates to “Enriched Mixture Sensor Mixture-control signal outside tolerance.” In practice it almost always points to a malfunction in the upstream pre-catalyst oxygen λ sensor circuit or any component that makes the ECU believe the mixture is too rich. - Root causes: defective λ-sensor or heater, wiring faults, MAF drift, injector over-fuel, EGRDPF related disturbances, intakeexhaust leaks, rare ECU driver failure. - Remedy: verify wiring continuity, live-data of λMAFFuelling, exhaust leak test, injector leak-off test; replace faulty λ-sensor with OEM part if heater open or response sluggish; clear codes and road-test. Detailed problem analysis 1. Fault code definition • Renault CLIPDDT2000: DF980 – “Sonde richesse” “Enriched mixture sensor” P2A00 equivalent. • Trigger logic: feedback voltage or current from the broadband λ-sensor remains out of the learnt window for a calibrated time typically >5 s during closed-loop or regeneration preparation. 2. Functional context on the 2007 diesel Trafic • The broadband LSU 4.2 Bosch upstream sensor measures excess oxygen λ lambda for: – EGR feedback accuracy. – Initiating DPF regeneration post-injection quantity. – General combustion efficiency learning. • Heater element must bring the cell to ≈650 °C; ECU monitors both resistance and current. 3. Ranked list of proven technical causes 1. Sensor heater openshort ➜ ECU flags CO.0 or CC.x sub-status. 2. Connector corrosion or loom chafing on gearbox bracket. 3. Exhaust leak before sensor manifold gasket, flexi-pipe entrains fresh air → false lean → ECU over-fuels → DF980. 4. MAF under-reading oil film, soot → over-fuelling order. 5. One or more injectors with excessive return or poor atomisation → real rich mixture. 6. Stuck EGR valve over-dilution confusing feedback model. 7. DPF high soot load >50–60 g in CLIP live data altering exhaust O₂ content. 8. Rare: EDC16C36 output-stage fault or obsolete calibration Renault TSB 4462A updates map to raise plausibility margins. 4. Diagnostics workflow recommended by Renault training note XRB20073 a. Confirm code & sub-type, record freeze-frame. b. Live-data at idle + 2500 rpm: λ-sensor current should swing ±2 mA, heater duty ~40 %. c. Inject carb-cleaner into intake while watching λ current; absence of change = dead sensor. d. Multimeter: heater resistance 2–15 Ω @ 20 °C; supply ≥12 V for >5 s after start. e. Oscilloscope optional: sensor response 45 g after fixing prime fault. 5. Typical test results & decisions | Symptom | Likely fault | Action | |---------|-------------|--------| | Heater open ∞ ΩO² current = 0 | Burnt heater | Replace sensor BOSCH 0 258 017 010 M9R 0 258 017 025 G9U, torque 45 Nm | | Signal stuck 0 mA, heater OK | Wiring open SC to GND | Repair loom, renew connector 8200 687 213 | | Signal noisy, slow, fuel trim +20 % | Contaminated sensor | Replace; check injectors & crank ventilation | | Whitegrey smoke, DF980 & high soot | Incomplete DPF regen | Fix root cause, force regen in CLIP | 6. Costtime estimate EU labour @ 65 €h • Diagnostic 1 h = 65 € • OEM Bosch λ-sensor 100–140 € • Loom repair kit 25 € • Injector leak-off full set test 1 h; replacement ≈270 € each if needed. Current information and trends - 2023–2024 aftermarket data show increasing failure rate of first-generation broadband LSU-type sensors once mileage exceeds 200 k km. - Bosch has superseded original 0 258 017 010 to 0 258 017 038 with more robust heater winding. - Several tuners incorrectly “delete” DF980 in ECU DTC-OFF; this is illegal under EU Regulation 2018858 and prevents DPF regeneration, leading to costly damage. - Updated Renault firmware EDC16C36 R0404 & later broadens plausibility limits and stores DF980 as “history” to reduce false positives after cold start. Supporting explanations and details • Why rich-mixture detection matters on diesels: although mixture is normally lean λ≈1.5–3, excessive post-injection during DPF regen must be controlled; otherwise HCCO rise and turboDPF over-heat. • Analogy: λ-sensor acts like an “oxygen accountant” cross-checking MAF “income” and injector “expenses.” If books do not balance, ECU raises DF980. Ethical and legal aspects - Disabling DF980 or DPFEGR via software contravenes emission regulations and can fail MOTCT. - Repair must use type-approved parts; ensure waste sensors are recycled per WEEE directive. - Mis-diagnosis leading to unnecessary injector replacement raises environmental and cost concerns. Practical guidelines field-proven 1. Always begin with live-data rather than part substitution. 2. Never fit universal 4-wire sensors; diesel requires wide-band LSU variant with pump-cell. 3. After sensor replacement, perform: ECU code clear → 10-minute idle → 20-minute road test including >2500 rpm load to let ECU re-learn trim. 4. If DPF soot >50 g, postpone regeneration until DF980 cleared; forced regen with faulty λ-sensor risks thermal runaway. Possible disclaimers or additional notes - Code definition can vary slightly across diagnostic tools; always cross-reference with VIN-specific wiring diagrams. - Rare ECU failures

Renault Trafic 2007 DF980 Engine Fault – Lambda Sensor, Wiring, DPF, MAF Issues

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Typical test results & decisions	Symptom	Likely fault
Heater open (∞ Ω)/O² current = 0	Burnt heater	Replace sensor BOSCH 0 258 017 010 (M9R) / 0 258 017 025 (G9U), torque 45 Nm
Signal stuck 0 mA, heater OK	Wiring open SC to GND	Repair loom, renew connector 8200 687 213
Signal noisy, slow, fuel trim +20 %	Contaminated sensor	Replace; check injectors & crank ventilation
White/grey smoke, DF980 & high soot	Incomplete DPF regen	Fix root cause, force regen in CLIP