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Citroen c4 Picasso 2.0 HDI - Uneven operation after burning

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  • Level 9  
    Hello
    I have a Citroen c4 Picasso 2.0 HDI. The problem I have with it is uneven engine operation. When the outside temperature is within 0 degrees, just after afterburning for a few seconds the engine "limbs" as if it was walking on three cylinders, then the engine levels out. I would add that the colder the longer the symptom lasts. The worst is when the temperature drops to -20 degrees, then starting the engine is a big problem. The engine behaves as if it could not surprise, as if it was getting too little fuel for the engine to rev. I am asking for some hints. Regards
  • Level 9  
    The candles heat up. Is that good I don't know, because screwing them is a real art.
  • Level 42  
    As everything is ok, check the filter or replace, add something to the fuel can somewhere water ...
    Next look at the parameters of the injectors and fuel pressure, or remove and give for regeneration ...
  • Level 9  
    After replacing the fuel filter it was the same. I was at the guest who deals with the regeneration of injection, and said that the best injection is not but not the worst, and that it should fire. Regarding regeneration, these are piezo siemens. He also checked the pressure on the pistons, says that it is perfect and that the engine would not stick. The pressure on the strip was not checked. Therefore, I sit and think if it could be that fault. I was also wondering that if it is -20 outside, the pressure on the slat decreases - it is difficult to fire. If I leave the car at such a temperature for several days, after which the temperature rises to -10, the engine starts the first time, the only thing left is the casting symptom for a few seconds. Would it be the fault of the pressure in such a situation? After all, the engine would have to rotate a few times, maybe even a dozen or so, to pump the fuel.
  • Level 16  
    If he did not put the right pressure, then an error would arise regarding the pressure sensor. Check the candles, i.e. power consumption each separately, look at the engine temperature parameters in the morning as it has a problem
  • Level 1  
  • Level 18  
    Have you checked the EGR? I know that the access is poor, but it can be accessed from the battery and after removing the cover, check that there is no slack and it is not blocking.
    I have a similar problem with Smax with this engine and I know from experience that these are often injectors, but it is worth pouring something into their cleaner into the fuel and see if it helps.
  • User removed account  
  • Level 9  
    I did not visit for two days, and here the topic began. Thanks for showing interest.
    KotBury you described it all interestingly. I have a lexie and I could check some parameters. Only which? As for the sensor, a month ago I replaced the thermostat with the sensor. I checked the temperature indications by him and they are correct. As for EGR, it was washed about 15 thousand km. No difference. I used to pour Hdi Unik into the fuel or something like that. I didn't notice the improvement. Battery - although charged, it didn't want to start, it behaved as if it was getting fuel, caught and did not start.
    Trnsit2- the problem of uneven engine operation is noticeable at 0 degrees and less, and only for a while after firing, then the engine runs smoothly. What do you mean by writing a battery - check the module - which module?
    This morning it was around -12-14 degrees. The engine seemed to catch but did not surprise, I went by bus. In the evening it was -5, I got on and fired from the arrow, for a while it telepped and equalized. During this firing, I connected the cable and checked:

    0brots 896 engine temperature 4st
    fuel pressure 353 bar
    opening of the pressure regulator 14%
    opening the flow regulator 22%
    fuel dose 10.28 mg / stroke
    injector correction1 93%
    injector correction2 97%
    injector correction3 116%
    injector correction4 92%


    0brots 832 engine temperature 28 degrees
    fuel pressure 314 bar
    opening of the 13% pressure regulator
    opening the flow regulator 22%
    fuel dose 8.2 mg / stroke
    injector correction1 73%
    injector correction2 98%
    injector correction3 135%
    injector correction4 92%


    0brot 800 engine temperature 37 degrees
    fuel pressure 298 bar
    opening of the 13% pressure regulator
    opening the flow regulator 22%
    fuel dose 7.20 mg / stroke
    injector correction1 67%
    injector correction2 95%
    injector correction3 144%
    injector correction4 92%

    This correction on two cylinders blew me away. I still did not check because the program fell apart.
  • User removed account  
  • Level 1  
  • User removed account  
  • Level 9  
    To be honest, I don't know if the pump spills with swarf or not. I will have to look into the filter, possibly unscrew the pressure valve and check how it looks, but if the pump would fall, would it not be a problem on a warm engine? Write to me, is it normal for the fuel that goes with the air in the hose that comes to the fuel pump? Transit 2- how to check the economy module? And probably the last request, can you interpret me these divergent corrections? Is such a big difference the fault of injections or cylinders?
  • User removed account  
  • Level 10  
    Either bad BIP or the driver went wrong. Of course, provided that you do not have injections clogged with paraffin or swarf from the pump. Oil can be desulphurized but cavitation does its job. Start with transfer tests, we'll see what comes out of you. And KotBury talks well, the rest are profan.
  • Level 9  
    Transit2 you are right about this battery. Personally, I changed it about 2 years ago. Once I accidentally came across a YT movie where programming of the battery was shown, but somehow I couldn't find it at home and gave it up. As for these transfers, I wonder whether to do them, because access is difficult and the injections were checked. EndrjuWiwi and I can somehow check these beeps.
  • Level 10  
    I found a very wise sentence:
    "The impact of the valve needle on the seat causes a characteristic collapse of the tip curve."
    BIP is the beginning of the injection period (beggining of injection period), which is the breakdown. It is checked on diagnostic computers (VAG scanner). The results should fluctuate between + | - 30 or 60 distribution units. Cons are usually the effective operation of the cylinder - the controller in the fuel system gives him less fuel, because he produces, so to maintain a constant pressure, the dose is such and not different, plus, in turn, the pump sits or you have a leak somewhere, because the pressure drops and the computer tries to just pull up the cylinder.