[Solved] Vectra b 2.2 dti - VP-44 solenoid valve of the injection angle adjuster is damag

I am asking for help in the correct diagnosis of the Vp-44 pump fault in my VB y22dtr. As in the topic, the solenoid valve of the injection angle adjuster (0281002173) is persistently damaged, the lower one on thinner cables. It is damaged in such a way that there is an interturn short circuit in its coil, its resistance becomes 2 ohms instead of 8-10 (This is how many valves I installed were in working order). In this state, the engine works, but after adding gas, it immediately enters the emergency mode, it is very gray, the check engine light comes on. In op-coma measuring blocks, the actual start of injection is 18.1 ° instead of the set 4.7 °. This error occurs: P1335 - "Injection Pump: No Engine Speed Input Signal From Control Module". Importantly, there is no error P0725 suggesting damage to the shaft sensor, but I replaced it anyway. It did nothing. There are also no typical errors of "falling" pump, ie: P1220, P1631, P1651 etc. I checked the wiring diagram from the engine controller to the pump controller, everything ok. After inserting a new solenoid valve, observed in blocks, the start of the injection is set and real, it is perfect cover and amount to about 4.7 °. The car drives perfectly for a period of about a week and then the solenoid valve of the adjuster is damaged again. Interestingly, the defect appears during parking or rocking in a traffic jam, and not during dynamic driving.
After consulting with experts, two completely different theories emerge. Namely:
The rubbing of the adjuster piston causes that the pump controller, striving to maintain the desired injection start, "pumps" such PWM pulses onto the solenoid valve, that its coil is damaged.
The opposite theory is that even if the setting piston rubs, it still does not affect the operation of the solenoid valve and its repeated damage is caused by an unusual and irreversible damage to the pump controller (probably the 7-pin element controlling the solenoid valve).
I would like to add that when the solenoid is still ok, there are no strange symptoms while driving, even very dynamic, no interruptions, etc. I have been adding 2t oil to the fuel for a long time. The controller itself is in a revised version, i.e. the famous transistor controlling the dose adjuster goes from the board 3 wires, including 2 parallel to the source of the transistor and one to the gate. In the original, there is one each. The driver inside is impeccable. It looks like the pump was made by our western neighbors in 2003 and got a new "revised" driver. In addition, a newer soft is installed, thanks to which the glow plugs on a cold engine always heat up regardless of the ambient temperature.
What do you advise, replace the driver for 6 sts or regenerate the pump for an amount exceeding the value of the car? Have any of your colleagues encountered a similar driver fault? Because if it actually has such a "strange" fault, the regeneration of the pump mechanics may be pointless and will not improve the car.

Can you measure the valve current? How is it damaged? Your coil is burning?

Wojtek(KeFir) wrote:

How is it damaged? Your coil is burning?

darkomanta wrote:

It is damaged in such a way that there is an interturn short circuit in its coil, its resistance becomes 2 ohms instead of 8-10 (This is how many valves I installed were in working order).

I would be weak with mechanical damage - if it does not burn the transistor, it is another weak link.

Measure buddy charging voltage.

Damaged valves have about 2 Ohm one and about 3 Ohm the other. So an intergurnal short circuit. I broke one down during disassembly because the torx screws were damaged and I couldn't unscrew. Working valves have about 10 Ohm, the original 0281002173 I also got and installed, it had about 8 Ohm. Like the others, it "fell" after a week.
Ohm's law shows that the current is just over 1 A. But in a pulse. The only question is what do these impulses look like? I wonder if the fault of the controller may be based on its behavior that at certain times it gives a DC voltage instead of pulses and this damages the solenoid valve coil. These are of course only theoretical considerations, not even guesses, but it gives me another idea. I have already bought another solenoid valve. I will install it in such a way as to approach the oscilloscope probe and view the waveforms on the patient.

Pawel wawa wrote:

Measure buddy charging voltage.

I will measure the charging voltage when I put in a functional solenoid valve. There was never a problem with the voltage in the installation, the alternator is from Vectra with a current efficiency of 160A.

Pawel wawa voltage measured on the battery 14.4V. New solenoid valve fitted. So far, despite the bitter frost, the car burns and drives flawlessly. The weather is not conducive to making such measurements, but when it gets a little warmer, I watch the waveforms given by the controller for the solenoid valve on the oscilloscope, even while driving. I will solder the rg58 cable to the solenoid valve and pull it inside. I have repaired some of these drivers and I think I will fail. Just confirm my belief that single-plug psg5 in Opel dti does not require immo coding? In other words, can I substitute a second, of course, same controller and start the car without programming the immobilizer?

Take the damaged one and pick it out, try to find the short circuit in the coils. From its appearance, it will be possible to more or less assess what caused it. Is it all overheated and failed or is there a point of burnout that would indicate an insulation fault.

There is also a possibility that the low pressure pump itself gives too low pressure and the controller is trying to get the set angle with the length of the solenoid pulses. Check the quantity, the flow of oil on the return, although I do not know how much on idle she should be pumping. Basically I bet on pump mechanics, plunger or low pressure pump.

Włodek, there is no low pressure pump in VB dti. The fuel is sucked by the injection pump, there is no booster pump in the tank. However, the system is tight, it does not contain air. On the return, when the engine is running, the fuel flows out very intensively. I know it's a relative term, but here it seems that everything is fine. So far, another solenoid valve is installed and the engine works as it should. Hint if in the case of psg5 (Vp-44 for one plug and the engine controller on the shaft) in the Opel dti I can substitute a second, same controller and start the engine without immo programming?

See the schematic of this pump. The low pressure pump is the one on the left. Since it is fine after replacing the valve for some time, it is probably not a pump issue, although it may be a source of filings. It is more likely that the actuator plunger seizes and the controller bombards the valve with very high filling pulses whenever it is blocked.

There is no immobilizer in cases with the PSG5 controller. The injection angle valve is actually around 10 Ohm and draws ampere with a penny. Although the longer it works, the more it heats up, its resistance increases and the current decreases. After some time, a few minutes, it does not consume even one ampere, but it is very hot. Just turn the ignition on and leave it for a long time and the valve may boil. Although this is not a rule, for example: in Fords, the valve is also powered after the voltage is applied, and in others not depending on the pump number. And the most important. You wrote about the error P1335. If the rotation sensor is functional, the pump controller with this error is irreparably damaged. It is beyond repair. And it may damage this valve from the injection angle adjustment.

Old times. The car runs smoothly for six months. On the third solenoid valve, the pump works flawlessly until today. Just used valves that I installed were probably tired of life and quickly damaged. It is best to buy a new one, they are commercially available. The pump did not require renovation and the controller is operational. Error p1335 resulted from the inability to adjust the injection angle by the controller and it appeared after the failure of the solenoid valve of the injection angle adjuster. After replacing it with a functional error, it was possible to delete the set and actual angles. As I mentioned before, the driver in the improved version with three legs for the structure - transistor keying with the adjuster. Therefore, it works without failures for over a dozen years and the second weak point of the pump has emerged, if you can say so after so many years. Probably also adding 2t oil to ON significantly contributed to many years of failure-free operation of Vp-44.
Accurate diagnosis is sometimes difficult, but it allows you to avoid unnecessary costs, mass of work or even scrapping a still quite good car. Thank you for the advice and best regards.

Old times. The car runs smoothly for six months. On the third solenoid valve, the pump works flawlessly until today. Just used valves that I installed were probably tired of life and quickly damaged. It is best to buy a new one, they are commercially available. The pump did not require renovation and the controller is operational. Error p1335 resulted from the inability to adjust the injection angle by the controller and it appeared after the failure of the solenoid valve of the injection angle adjuster. After replacing it with a functional error, it was possible to delete the set and actual angles. As I mentioned before, the driver in the improved version with three legs for the structure - transistor keying with the adjuster. Therefore, it works without failures for over a dozen years and the second weak point of the pump has emerged, if you can say so after so many years. Probably also adding 2t oil to ON significantly contributed to many years of failure-free operation of Vp-44.
Accurate diagnosis is sometimes difficult, but it allows you to avoid unnecessary costs, mass of work or even scrapping a still quite good car. Thank you for the advice and best regards.

Added after 13 [minutes]:

I was considering pump regeneration or driver replacement. However, replacing the solenoid valve of the injection angle adjuster with a new one solved the problem.