Citroen C4 2.0 HDI - uneven engine operation. Injections out of calibration P026

Let me remind you what you wrote at the beginning about the FAP filter:

mkaminski100 wrote:

The DPF is definitely working because the exhaust is clean.

If it were as you say there would be no FAP impurities in the fuel as everything would burn up elegantly on a regular basis. Moreover, speaking of the involvement of this EYOLIS in the alleged, shocking contamination of the fuel circuit, they would not be visible in the fuel, only in the oil. There would simply be more oil, which is the first symptom of disturbed FAP firing due to disturbed fuel injection.

It is necessary to notice and analyze what is dependent on what. Even with extremely disturbed fuel injection, e.g. a "pouring" injector, the so-called ignition point in the cylinder. This has already been partly covered in this thread. It will immediately cause powerful smoking of the engine, and thus, the rapid deposition of greasy soot on all elements to which this soot would reach, first of all.

Excessive emission of soot begins to strongly interfere with the FAP burning process. It's just that the computer can't deal with the removal of soot on a regular basis, because the system was calculated for a normal amount of it, say 30-40 grams per month, not 300-400 grams per week! Thus, the FAP is "employed" continuously, resulting in excessive cerium oxide generation in the injected fuel. This cerium plus unburned fuel in a liquid, not gaseous state, flows down the cylinder walls to the crankcase and mixes with the oil. Oil is increasing instead of decreasing, this is the second.

Most drivers and even reputable mechanics make the fatal mistake of blaming the FAP filter. Famous combinations with cleaning this annoying component begin, and even different ones suckers with reprogramming, emulations, or even physical removal of the FAP, etc. Meanwhile, this is a typical removal of the effects, not the cause. The FAP filter, just like any chimney in the cottage or other exhaust, DOES NOT CLOG UP BY ITSELF, only because of poor combustion in the furnace, as well as in a diesel engine. FAP is in this case, if compared to the use of a central heating furnace, a kind of chimney sweep. Both the FAP and the chimney sweep clean chimneys. However, not because these chimneys clogged themselves, but because there was coal from Ukraine in the stove, or wet wood, or some other poor quality fuel . In the HDI engine, a disturbance in combustion type is enough "either not enough air or too much fuel" and immediately emits a large amount of greasy soot.

So, if you have a clean exhaust, then there was no problem with excessive soot. This also means that there was no need to use the FAP often, just the normal one, as predicted by the manufacturer. If there was not frequent use of FAP, then fuel could not "pour" from the injectors, only atomization and injection was perfect. If it was perfectly injected, it could not run down the cylinder wall in a liquid or unburned form and mixed with cerium. If it wasn't draining into the crankcase, then the oil level couldn't be rising, etc., etc.

In short, neither the FAP filter nor the fuel injection system could have caused such a catastrophe. In my opinion, the fault lies with him poor quality fuel . Answer the question, where and what have you refueled recently? Maybe even what the previous owner filled up with and where. And you will know what was the root cause of all the misery. What you're trying to scrape off now is the result of some francovate refills for fuel, e.g. bought "on the wrong side", to which various solvents and even acid can pour, etc. If possible, have the fuel analyzed and then you will see if it was as clean and good as it was visible to the naked eye.. .

Unless the fuel additive itself, cerium oxide, was a total hoax? Or was it pouring from the additional tank to the fuel tank like a "tap", and not through an additional injector, electric pump and precise control by a separate controller? You should look at it carefully, because only from these two directions could something threaten, i.e. poor quality fuel and some catastrophe on the side of the addition of cerium supporting FAP burnout. But this surprising purity of the exhaust ... After all, you would have to have quite the opposite, i.e. exhaust killed by sticky soot mixed with this cerium ... What is here heated ?

Kiss KotBury2

It's not that eolys is added in more:

Quote:

But burning the DPF does not affect the addition of a larger dose of EOLYS, so it should be only as much as needed.

As a result of frequent burn attempts by the computer, the cumulative presence of cerium in the exhaust gas increases. If the FAP would burn normally, there wouldn't be as much cerium oxide or other substitute in the exhaust.

In addition, the discussion at this stage, i.e. without knowing the chemical composition of the fuel, is pointless, because we do not know what is the source of evil. The point is that you don't make the same mistake twice, i.e. don't drive with bad fuel as before and with some fault on the FAP side, because in a moment you will have a repeat of the entertainment... By the way FAP. It's not a DPF, it's just a FAP. Both differ fundamentally because the DPF is the so-called "dry" filter, i.e. there is no eyolis additive to it, etc. They are mostly installed in VW/AUDI cars. FAPs, in turn, are inserted almost exclusively into brushes French or companies based on HDI PSA engines. These are "wet" type filters, so they are supplied with additional liquid, as we are talking about.

Kiss KotBury2

los_dawidos wrote:

"fuel injector balance check", where "power share/balance" on individual cylinders is: 1.02 (1), 0.96 (2), 1.03 (3) and 0.99 (4).

There is no such thing as "injector balancing control" in the official nomenclature, i.e. ordered by the manufacturer. This is an invention of the manufacturer of the external diagnoscope to "shine" with something, because it is actually a "trinket" that does not bring anything meaningful. Read the topic carefully, and especially look at the current parameters in the table and follow them in engine diagnostics. As you will notice, there is such a mass of information that creating an additional trinket fits like a "flower to a sheepskin coat"...

In assessing the technical condition of the injectors (without removing them from the head and subjecting them to an external test), three parameters or elements are sufficient:

1. Overflow test - answering the question of how the "top" of the injectors works, i.e. the control valve, power supply, etc. If the injector overflow is much larger than the others by more than 50% , means the injector leaks "upwards", i.e. through a leaky control valve. The injector may then inject too little, or vice versa, "pour". The overflow test is basically the only physical human intervention in the injection system, because you need to connect the appropriate plastic pipes, cylinders, etc.

2. Correction of injectors - read only and exclusively via an external diagnoscope (lines 7-10 in the table of current parameters). It basically concerns the differences in the cylinders, not in the injectors, because the purpose of the correction is to equalize the idle speed, which was mentioned in previous posts. Nevertheless, it gives an initial idea of how the "bottom" of the injector behaves, i.e. the needle, nozzle, injection channels, etc. In the calculations, it is assumed that if the sum of the "plus" and "minus" corrections divided by 4 is approximately 0 (zero) or 100%, means a very good correction, despite large deviations on individual injectors.

3. Electrical measurements of injectors - no comment.

In general, however, it is possible to mention a few other, little-known procedures introduced in the computer's memory and relating to the control of injectors.

1. Injector Dosage Alignment (IMA) , otherwise the tolerance code entered by the manufacturer into the computer before installing the injector. It is like a constant value stored in the computer program, which informs the controller about factory deviations of the injector operation. In daily operation, IMA equalization is introduced via injector coding , i.e. entering the appropriate code into the controller memory via an external diagnoscope. This is most often done by the service at the time of, for example, replacement or regeneration of injectors. It should also be done after simply replacing the injectors in the head.

2. Zero dose calibration included in some systems Common Rail , e.g. DELPHI, a procedure in the computer's operating memory consisting in periodic testing of the injector's response time to current pulses. For this purpose, it was installed in the engine body knock sensor (CR Renault dci engines). The calibration process is carried out automatically, without human participation, and the characteristic symptom is a temporary disturbance of rotation and louder engine operation, passing after some time. This is normal in this case, so the driver should not be concerned, e.g. 1.5 dci, when such disturbances appear from time to time.

3. Adaptation of the average value of the injection dose implemented since around 2004 in BOSCH and DELPHI injection systems. It is a complicated process of detecting deviations and then their compensation performed by a computer with the participation of, among others, lambda probes. Therefore, the presence of this probe may indicate the introduction of this correction. The course of adaptation in the BOSCH system is shown in the figure below.

It should be added that in the latest injection systems Common Rail (since around 2011) manufacturers are moving away from these complicated procedures, which can actually be considered a kind of "gadgets". The construction of computers is simply simplified in this respect, assuming that the fuel injection process is so precise that it does not need to be even more "precise" by various restrictions and injector corrections.

Kiss KotBury2