Peugeot 307 2.0 HDI ATED RHS - Kopci on idle / heavy smokes / high corrections

radoslaw32 wrote:

EGR and DPF have been disabled in the controller (EGR not blocked, DPF physically removed).
Kopci gray / blue - the smell of exhaust fumes is biting, after stopping at idle, when I chase it away, it smokes more intensively and then smoking is invisible while driving ... (video 1 - shows the intensity of smoking).
In the morning when it is cold, he has to turn for a while before he starts (Video 3 - but he was not after an overnight stop)

Additional information:
- I started adding 2T oil to the fuel because, when I changed the filter, I noticed swarf,
- Head gasket ok because I checked with a tester,
- Permanent error: Charging solenoid valve: short circuit plus to ground (charging done for a short time), I suspect the valve because it is as if exploded ... but how can you physically check the + 12V valve? for example, disconnect from EGR and translate, and vacuum hoses ...
- Permanent error: Instrument cluster - Oil temperature info, the received value is incorrect (here I don't know what to do)
- Can you see that the recirculation solenoid valve ratio is changing despite the EGR switch off in video 2 - is this correct?
- oil in the intake piping (turbocharger or pneumothorax)?

Provide engine year and power to be sure. Whether it is 2.0 HDI 110 HP DW10 ATED with air cooler ( intercooler )?

In my opinion, you should pay attention to the following:

1. Is the high pressure pump (pwc) still emitting? metal filings ? If you started to add oil to fuel 2T , in what proportion (is it at least 1: 100 )? Have you checked the effect after using this oil? It is not enough to pour 2T , but you need to systematically check the condition of the fuel filter, actually the bottom of the filter can for the presence of chips.

If you find the presence of filings, it means that you either use too low a proportion of oil 2T (Eg. 1: 250 , instead 1: 100 ), or the fuel system has not been flushed out after the previous swarf infestation.

Unfortunately, they do not disappear into space, nor do they dissolve, they only circulate all the way through transfers into the tank until it gets rid of it by physically washing everything in contact with the fuel.

2. There may be an issue with the above technical condition of injectors and as a result of their disturbed injection, release of pungent smoke from the unburned fuel by the cylinders in the initial heating phase.

From the video and screen view of the external diagnoscope, I conclude that injector 1 has a very high "minus" correction, exceeding the permissible 50% value. Means that this injector injects too weakly in relation to others. His correction often reaches over -3 mm3 / injection compared to others that have a "plus" correction.

This may indicate two phenomena:

1) The injector injects poorly because it has 2, 3 or five holes clogged with filings. Therefore, he does not give the full dose of fuel, but strongly reduced in relation to the needs.

This is related to the next operation of the computer, which still attempts to equalize idle speed by supporting the "lame" cylinder and injector with other injectors. For this purpose, it gives them more fuel than needed, hence the intense smoke at the beginning of warming up.

The idea of equalizing idle ( Smooth Runnig Control ( SRC ) is illustrated in the diagram below.

I emphasize with emphasis, not to be confused injector correction (SRC) with compression, i.e. choosing "clearances" against different compression pressures in individual cylinders.
Injector correction should be properly named cylinder correction . This explains the next section.

2) Cylinder with injector No. 1 has too little compression in relation to other cylinders. The compression pressure difference reaches above 30% of the normal state, which leads to the fact that this cylinder is "faster" due to the lower resistance in the piston movement.

The correction process then looks like the cylinder has revolutions 950 -
1000 rpm and are required 900 rpm . The computer therefore deliberately reduces the amount of fuel for injector 1 ("minus" correction), and increases for other injectors to help the "lame" brother ("plus" correction).

I remind you that the injector correction (SRC) works only for revs 1500 rpm . Above these revolutions, the computer doses equally to all injectors.

Conclusions regarding points 1 and 2 : To be carried out in parallel with the current parameter reading injector overflow test and cylinder compression test (checking compression pressure).

This is to exclude or confirm whether the injector or cylinder is to blame .

More about the overflow test can be read e.g. here (post # 7): https://www.elektroda.pl/rtvforum/topic3299538.html.

However, this is not all .

It is likely that the faults on the fuel side or cylinder side may be accompanied by another fault on the side EGR exhaust and / or air . So we create point 3 and further.

3. Someone rightly noticed, the fastest way to get rid of the problem is through physical plugging of EGR exhaust gas recirculation . This is shown in the figure below, where in place of the metal gasket with a hole can be inserted without a hole (red circle - position No. 3).

It is worth trying a solid copper sheet of the greatest thickness, which is inserted, as the saying goes, "forever". I've inserted plates for at least 10 years in two places, i.e. apart from No. 3, also at the end of the radiator flange (2), at the connection with the intake manifold (4).

4. If it was FAP, it had to function as well air throttle (13 - picture above). It can also cause interference, leading to air shortage . If the flap inside the damper got stuck in the "slightly closed" position instead of "fully open", then I don't need to explain further ... It would be best to physically disconnect the pipe section with the damper and replace it with the original section without the damper. The same applies to vacuum control, i.e. the operation should be completely cut off vacuum on the throttle.

5. The most prosaic cause of all trouble can be unsealing or blockage of any section of air pipes . The following figure indicates the specific places for possible "leaks" or "inhibitions" of air causing disturbance in combustion type either too little air or too much fuel .

Being in your place, I would try to get the points to start with 3-5 , i.e. the simplest and possible to make yourself. If you "clear" the problems on the EGR and the air side and the engine continues to fail, it is obvious that the reason is the fuel circuit, as discussed.

Kitten KotBury2

First note about editing: use the function "Quote" , not "Text" or another one if you want to quote. You can then see all the text, not just the slide bar, as in your case.

It is a pity that before you did not realize the "dry" fuel and did not start using a stronger oil concentration 2T . Unfortunately, I suspect the biggest trouble on this part. Nevertheless, don't give up because this engine is worth it. In my opinion, this is one of the best diesel units in the world due to its simplicity of construction (8-valve head with one camshaft) and very large excess power. It is economical, reliable and easily gains enormous mileage.

My pędzidło as in signature ( 2.0 HDI DW10 ATED 110 KM 2000 BOSCH INJECTION SYSTEM ) has been poured in nearly 450,000 and I have the impression that it is just spinning up ... However, you need to put a minimum of care into it, e.g. use the highest possible quality engine oil fully synthetic , listing it every year. Replace all filters as often as possible.

Try to make fuel as well "Fattest" to ensure safe lubrication against components operating under tremendous pressure 1350 bar . It is mainly about the high pressure pump (pwc), which is the direct creator of these pressures. If the fuel does not provide proper lubrication, then the pistons and cylinders ("precision pairs") rub against each other like sandpaper and sandpaper.

To a lesser extent, fuel greasiness is needed for injectors that are not sensitive to dryness, and most even to the smallest of contaminants. It should be mentioned that the fitting of their internal moving parts is a row of microns. If pwc starts to "sow" the swarf, they first get to the container and then to the injectors. This can cause that all 4 injectors will be destroyed despite their impeccable condition.

Returning to the subject, the matter is very simple when it comes to boost pressure regulator (7 - my drawing) and a throttle valve (13). The adjuster should be replaced with a new one. A support option is available from a mechanic or a parts store, i.e. temporary replacement for a functional solenoid valve and a test while driving on the street.

If the fault passes, you buy, if it does not pass, means that the old valve is good. You do not have to lose a lot of money, because the adjuster costs over PLN 500 at the dealership, and half the replacement in the online store.

As far as the throttle valve is concerned, leave the vacuum system intact, i.e. do not disconnect the vacuum hoses from the throttle adjuster (6), only dismantle it from the throttle side and plug the free connector on the valve. Then the vacuum system works normally, as there is no loss of vacuum due to a broken throttle circuit. In addition, the computer freely powers the controller (6) electrically, as if it controlled the vacuum and let it stay that way ... Doesn't bother anyone, right?

I emphasize with emphasis logical order of checks . First the simplest things and possible to do on your own. Only then the most expensive and requiring interference from a good mechanic.

As I said, being in your place I would try to stop the production of chips by pwc. For this purpose, I would pump the fuel from the filter can with a hand pump or a large syringe. Then I would carefully wipe the can of filings and dirt with a paper towel (not giving off hair!) Or an identical, white cloth. I would put in a new filter element, even though it was replaced yesterday. I wouldn't pour fuel pumped out of the can back even after filtering!

The next step, or rather, preceding the cleaning mentioned above, is flooding 0.5 liters of 2T oil such as the pictures below and adding fuel to the tank to reside in total 50 liters . As the fuel is used again, try to keep the 1: 100 ratio, i.e. refuel approximately 50 liters instead of 60 or 70 (after pouring 0.5 liters of 2T oil). Pour fuel into oil, not vice versa.

I've been using the oil on the left for two years to my two CR brushes . Orlenowski, 2 times cheaper, I poured a few years before with very good results. However, it emits more dirt depositing on the filter and the fuel was turbid, although it did not bother at all. Oil shellowski does not smudge and does not cause fuel turbidity. So it's best for our engines.

It should be remembered that from now on fuel supply with oil 2T it lasts until the end of life of the engine and is as routine as breathing or drinking morning coffee ... Of course, the unchanging ratio is 1: 100. The smaller is too "weak" and the larger is simply unprofitable.

Final note : I don't know, have you had trouble since dismantling the FAP and emulating the injection computer? If, from the beginning, you had to deal with the disturbances in combustion in question, then the fault of the computer cannot be excluded. It has poorly selected injection dies and just simply keeps balancing the fuel dose in relation to the air dose, which should be perfectly balanced.

Then the idea of replacing the computer with the original one would not be out of the question boschowski or siemensowski without FAP (as it is with me).

However, if the system worked flawlessly from the time of modification, and only then troubles began, then of course you can not blame the computer, only the things in question.

Kitten KotBury2

Matylda_26 wrote:

KotBury2 wrote:

It should be remembered that from now on, fuel supply with 2T oil lasts until the end of engine life and is as routine as breathing.

Let me ask you, if we pour 2T into the tank once, does it mean that we will have to pour it all the time?

And why do you think I wrote it for the eggs? It is obvious that since the currently offered fuel is "dry" (without sulfur in the factory as part of ecology), it will cease to be such once you have flooded it 2T ? I explained above, the "greasing" process must be continuous, round the clock, not one-time. Otherwise, why pour oil once?

I emphasize oil 2T we pour for protection high pressure pumps (Pwc). Because of its function, i.e. compressing fuel to unimaginable pressures, it must be carefully lubricated and cooled so that it never fades.

It is important to realize what a piston and cylinder mean, which has no rings, just like pistons in an engine. These are two pieces of metal rubbing against each other with incredible strength in order to spring the fuel to a pressure above 1000 bar. So we are dealing with a high temperature of mutually rubbing metals and the risk of "ripping off" filings from their own surfaces subjected to a huge friction force.

Fuel therefore has a triple role in a modern diesel engine: it provides energy combustion, cools and lubricates all friction and rotating elements in individual components of the injection circuit.

Kitten KotBury2