Skoda FabiaII 1.6tdi - White and Blue Smoke at Low Speeds, No ECU Errors, Normal Fluids

What CAYA CAYB CAYC engine code has this DPF?
Is the oil in the intake system ???
Is the intake tight ???
Check the injectors on the table, the cost is usually PLN 25, so no expense.
Unfortunately, there is a fuel supply system with Continental injectors.
Perhaps they overflow, and if you have DPF you will not see a black cloud, just such a whitish balloon.
Everything that is black remains in the filter ...

PS Logs not needed, because the injection will throw an error if the coil is damaged ...

It's best to check the injectors on the table ... Corrections are not meaningful and say nothing about the condition of the injectors themselves or how the tip atomizes the fuel and whether there is a phenomenon of "point injection" where due to the accumulation of fuel in one place it is not always burned fully.
The intake system should be dry, i.e. there should not be any oil in the whole system ... But from experience I know that after certain courses, the pneumothorax passes oil condensate, which settles on the walls of the intake system pipes. In excess, along with a rapid increase in pressure in the system, a large amount of water enters the cylinder and is burned with the air-fuel mixture. These are very rare cases, but they do occur.
just a small leak in the intake where if it occurs in front of the turbo, it pulls the left air, it blows out the turbo and enters the cylinder as much as it sucks in, the controller sees through the flow how much air has been given and calculates the right dose of fuel ... When too much fuel is given in relation to air and the mixture does not burn due to lack of oxygen, the rest of unburnt fuel goes to DPF ... In the case of leaks, there is not always a noticeable decrease in power.
I check the tightness by removing the pipe behind the flow and seal it with foil, twist the pipe, remove the oil separator hose and blow how much strength in my lungs. If there is a leak, you can blow to "us.ana",
And in this lagoon they were probably Delphi injectors. The prices of the piezoelectric CR injector test start from PLN 25, at least here in Wroclaw ...
If there was no filter installed, this whitish balloon would be black ... Yes, all that is black remains in the filter ...
Let me know when something is known ...

PS regarding mileage and pouring injections, I had a case in the skoda with this engine with a clogged DPF at a mileage slightly over 50 thousand km, toy car year 2013 ... The reason is just overflowing injectors ...

A little expensive for these injections, but what to do.

Frost160 wrote:

They are not repairable as something is just a replacement for a new one as a piezo.

Well, unfortunately this is the case with piezo injectors, be it Bosch Delphi or Continental.

It's hard to cling to something if you don't see any irregularities.
And some fluctuations on the fuel pressure sensor, maybe some dirt on the fuel pressure regulator.
Maybe make some logs at idle and at 3000 rpm.

Either too little air or too much fuel.

And you can send some logs from engine work ???
I had a case at 55 thousand km and clogged dpf.
do not browse the pages because it's a waste of time and you'll get nystagmus.

If the injector overflows the dose in the words of work, this happens every time, the controller is not able to check how the injector behaves and for this reason no error will be displayed (error appears if the controller detects damage to the coil, which prevents it from feeding fuel It can only recalculate the dose and properly adjust the time of opening the coil and dispensing fuel in the words of work ... Unfortunately, but such an injector is damaged and more fuel passes through it than it should, or is directed to the overflow if the injector cannot pass the fuel As I wrote above, the corrections do not reflect the correct operation of the injectors, and I have already dealt with such "garbage cans" that the ECU controlled so much that the corrections were close to zero.
It is also good to know that at work owls are given at least 3 doses (pilot, main and afterburning) sometimes even more, this mainly applies to the CR system. When starting the particle filter regeneration procedure, the last dose is delayed; it is so-called ejaculation.
The worst case of injector damage is spot fuel delivery; the reason for this is damage to the tip of the atomizer, the entire dose is injected into one place of the swirl chamber, which causes excessive heating of the piston surface and results in melting of its surface. It is also often the case that the dose given is not completely burned.

As for VCDS, use the site http://wiki.ross-tech.com/wiki/index.php/Main_Page there you will find the answer to everything related to this interface (except of course Chinese counterfeits)


Here is an example of damage to the injector that directed the entire dose to the periphery of the piston, in addition to the piston, the cylinder was also damaged.
The cost of repair including parts PLN 6k. Patient Mercedes Sprinter 906 2.2 CDI. Cause: overfilled particle filter.
Unfortunately, the bus owner downplayed the glowing filter indicator.

PS Tell me why you need information about the amount of ash accumulated in the filter ???
For a proper diagnosis of the filter efficiency, a pressure difference and a temperature before and after the filter are sufficient.

If I had anything to advise, the injections should be checked on the table, not after corrections, and give the filter to regenerate.

At idle, about 10 mbar (if the filter is unobstructed, about 3-5mbar) is the upper limit at about 2500 rpm, 40-50 mbar,
The temperature difference before and after the filter should be as low as possible (the rule is that the higher the exhaust flow, the lower the temperature loss), if the filter is clogged, the temperature difference may reach several dozen degrees.

When it comes to measurements, there is no difference for the pressure difference whether the engine is hot or not. Temperatures before and after the filter can also be checked "cold", you only need to observe the temperature for a while because it will rise.

Adaptation should be carried out in every electronically controlled subassembly, be it a flow meter or a throttle, or an egr valve or a differential pressure sensor etc.
Not only adaptation is made to some sensors that are to have specific parameters, such as temperature sensors.
The adaptation results from the fact that the elements wear out during their operation, and the controller takes a correction every specified period of time of operation or mileage into the fact of its wear. Thanks to the adaptation, we inform the driver that a given part is different from the one he "learned" and must control it.