Peugeot 508 2.0hdi 140km 2011 - Delayed reaction to gas, stop at 1500r

Question

Hey This is my first forum post. So far I haven't found anything on the network that would correspond to the symptoms observed in my car, so please help. With each attempt to squeeze gas from idle, the pointer stops at around 1500rpm (repeatedly exactly in the same place) and after a while...

Anonymous · Accepted Answer

First of all, replace the regulator, because it is an inexpensive element, and the current from the alternator should be stable (of course, if the cables from the + to the battery have been checked). Most engine sensors get a 5v voltage, but some components get a voltage equal to the battery voltage, which means their incorrect operation is possible. The controller is programmed to control components in the 11-14V range.
If the particle filter is clogged, the filter indicator will be displayed, or if it is full, the engine indicator and an appropriate error will be recorded.

The problem may also be with this pump (I conclude that it is a preliminary pump in the tank), if there are visible filings, it may not supply the right amount of fuel, it would be good to measure the fuel pressure.

Anonymous · Accepted Answer

If the ailment is constantly repeated at 1500 rpm, this may be signaling trouble with fuel pressure sensor (8 - SIEMENS / CONTINENTAL injection circuit diagram below), mounted in the container (7). Turnover just 1500 rpm are closely related to the strategy of the injection computer, which means that if the sensor indicates the pressure incorrectly for some reason (e.g. has wobbly contacts), then the computer selects pressure substitute value , emergency and sets maximum revolutions up to 1500, so that the driver can reach the nearest workshop. However, this malfunction should be recorded in the computer's memory as a serious malfunction and the mechanic can read it while scanning. If he did not find it, it means that it was either not noticed by the computer due to momentary signal voltage peaks (wobbly contacts), or 1500 revolutions are a coincidence with another fault. In my opinion, the first step towards solving the problem is to make the most careful and maximum use injection computer . For this purpose, you should take the diagnostic laptop to your knees and with a connected interface via a standard 16-pin connector go for a solid ride on the street. The fruit of such a ride should be current parameter table like the following. It should be emphasized that the above tables are examples, the first, for example, gives idling parameters (850 rpm). While driving, register on the laptop the moment of speed limitation or motor failure in the form frozen frame (Ang. freeze frame ), then print and analyze after the ride. Consider especially set and actual fuel pressure (rows 3 and 4 with comments in the last column - first table on the left). It should follow one another very quickly while driving. If there are significant pressure differences, jumps, it is a signal that either is bad sensor , or pressure regulation . In case of pressure sensor faults basically relate to analog electrics based on resonance of a piezoelectric element under the influence of current (the computer receives a voltage signal within the so-called measuring goodness from 0.5 down 4.8 V. ). The sensor signal waveform is illustrated in the graph below. Regarding regulation of fuel pressure this topic is too broad for the possibilities of this group, which is why I refer to similar posts developed by me ( metal filing problem in the filter), Kitten KotBury2

adrian881 · Answer

Thanks for support. How can I measure the fuel pressure? Can I read it from the computer or do I need to install any sensor in the system?
I am also skeptical about the necessity to pull out the film. We'll see what happens after the alternator is repaired. I read somewhere else that I may have some left soft uploaded, which may result in disruptions at work and the lack of a register of all errors, but this is only apparently. In addition, I am surprised by the repetition of disturbances in exactly the same range of rotations, which can be more indicative of a computer failure rather than strict mechanics ....

adrian881 · Answer

Hey
Thanks for the extensive description. I will try to check it somehow. Yesterday the egr. On a cold engine, the problem remains, but I noticed today that after warming up there is no pronounced alloy on 1300-1400 orbits and throttling after adding gas at low speed also decreased. Rather, it can be described as a turbo hole.
Still, he jumps cold. After reaching 1400obr there is a decrease in power followed by a sharp increase (pronounced jerk) and then the clatter of valves can be heard. I have the impression as if he was getting the right injection of fuel but he runs out of air and only when he turns on the turbo does he get a sharp power.
Friday, I hope, solve the landing topic and see what's next. I will try to record this jump in revs and jerking gear when accelerating at low revs.

Anonymous · Answer

Do not try to show anything on the forum, because you only waste time unnecessarily. We will not solve the problem for you and the mechanic. It turns out that, however, the fuel pressure sensor may not be to blame, but something else, because the weakness revolutions are different, not 1500. If you had an external scanner connected and did not read any type error P1234 , why didn't the mechanic ride the street with a laptop on his lap, as mentioned? I emphasize once more, more use of the injection computer, which controls the engine completely from the moment the key was inserted into the ignition. Less fumbling blindly. Computer because diagnoses . monitors combustion process of the air-fuel mixture in every split second. That is, it detects all possible type defects either too little air or too much fuel . Kitten KotBury2

adrian881 · Answer

Thanks! I will try to diagnose it better. Can you indicate where I could find reference parameters to compare? I don't know if my mechanic will catch a deviation. It would be best to show him how much it should be. Maybe it's better to borrow a computer and try to spot the differences yourself ...

Anonymous · Answer

Sample parameters are in tables stuck in linked topics. If you want to rent an external diagnoscope, you should also be familiar with the construction and operation of your engine in general. And you can see that this is not so much ... Try to find a mechanic with brand type equipment Planet 2000 , not just any scanner for PLN 100. Original equipment dedicated specifically to PSA engines will detect what other, unbranded, will not be able to detect. Kitten KotBury2

adrian881 · Answer

The mechanic has a pdl5500 interface, so I think he should be able to read the parameters. I also bought a lexie, but I can't cope with the installation on my old laptop ... mechanic or motoring enthusiast. I am only looking for tips on how to refine the fault search area and avoid exchanging everything in turn. I will answer as soon as I get more info. Thanks for the help. I already know more than yesterday so it was worth asking

adrian881 · Answer

Voltage regulator replaced. The alternator is working correctly. Only the candle preheating error remained. Nothing has changed about the reaction to gas ... Now I will try to comprehend better diagnostics during work. Do you know where to find a tank for FAP fluid? In most models it should be next to the Right rear wheel, but I haven't found anything like that ... And this preheating error ...

Peugeot 508 2.0hdi 140km 2011 - Delayed reaction to gas, stop at 1500r

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