[Solved] Vectra C 2002 Z18XE Error P0170-11: Suspected Siemens 5WK9606 Flowmeter Damage at 350,000 km

Hello, for some time I have a problem with a recurring error as in the title. With the help of OP-COM I was able to determine that the fault is probably on the side of the flowmeter, the original siemens 5WK9606 is mounted, I suspect that it has not been replaced and the car has 350,000 km also has an LPG system. Could someone confirm whether the flowmeter is actually damaged, idle reading, idle, slow revolutions around 880 rpm, amount of sucked air according to the program, 21kg / h, flow meter output about 1.35V. From what I know, the amount of sucked air should be counted 6 kg / h per liter of engine capacity which with this engine gives about 10.8 kg / h. Is it possible for any other element of the engine to be damaged and cause such an indication? I will add that the engine jerks at low speed when it is cold and the test was performed on gasoline.

The first thing is whether it's the same on gas and gas. How lamda probes behave, besides how long the gas installation, the regulator and if there is no problem with snorting etc. The flow meter is gentle detonation in the intake manifold can damage it, besides it is to check EGR and probe. Spark plugs can also be a problem causing improper combustion, as well as the engine controller itself, because as a result of vibrations it often stops reading the parameters from the sensors correctly and consequently incorrectly selects the fuel dose.

Hello, I am posting the link to the diagnostic video https://streamable.com/pozdy again
In addition to incorrect flow meter readings, I noticed a strange reading from the B1 O2 sensor loop measurement block (bank 1). When the error is saved in the controller, the loop is open all the time, then the engine starts to work unevenly, the loop does not close regardless of the speed range, when the error is canceled, the loop goes into a closed state for a short time, the engine starts to run evenly. Then, after no more than two minutes, the error returns and the loop is opened again until the error is cleared again. I wonder what is the reason for opening the loop or the reason may be incorrect measurement performed by the flow meter? Is the fault on the lambda probe side in front of the catalyst? The candles were replaced with new NGK. The same situation on gas and gasoline. The gas does not shoot, not snort. Installation in the car from 10 years, Fly Sequent BRC. I have no interface to it, I have no way to read parameters. One more question, could a battery on the finish cause such "attractions"?

I do not like this bank 1. His indications cause that the controller incorrectly selects the mixture. In addition, you have a simtec 71.5 so a hybrid on the engine, which unfortunately can break down with very similar end symptoms. Given that you have a gas installation, the first thing I would replace is the o2 bank1 sensor because it had the right to break.

Thanks for the answer, tomorrow, if the courier arrives, I should have a flowmeter replaced by the original but used with the possibility of return, I had the opportunity to diagnose recently my colleague's car astra g X18XE1 there, the reading from the flow meter was 10 kg / h at low speed. I know that this is the same flow meter as for me, unfortunately, due to the modification of the intake pipe in his car, I could not move it to myself. I will try to replace the probe if the next flow meter does not solve the problem. I also take the engine driver into account, I just hope it's not him because it will be a lot of "fun".

The flow meter arrived after the exchange, the amount of sucked air dropped to 18 kg / h at idle. The lambda probe in front of the catalyst began to oscillate more at certain moments and after a while stops at 0 mV for a long moment and returns to "work". The error keeps coming back after deleting, the situation with the probe regarding the open loop has not changed, it closes only when the error is absent (canceled). To sum up, replacing the flow meter did not help.

Added after 2 [hours] 8 [minutes]:

I upload another video https://streamable.com/a733p engine temperature above 80 degrees work probe when adding gas the error has not yet been displayed, but the interface already "sees" it, of course, all the time open loop until canceled. I noticed one more important thing in my opinion if the engine is completely cold and the error is cleared before starting the lambda probe in front of the catalyst works as follows, the voltage that can be read from the program is 410 mV, the error when the engine is cold for a long time does not show up until it reaches less more 50 degrees at this time, as the temperature increases, the voltage from the probe gradually decreases when it reaches 20 mV and the above-mentioned temperature of the loop is opened, before reaching this temperature the loop is closed once and when the corresponding higher RPM is exceeded, it goes to the open state and then returns to the state closed at low speed, i.e. it works as it should.

Added after 5 [minutes]:

Is it possible to deduce after this behavior that the probe is damaged or does the symptoms indicate more that the controller is attached close to the engine and when the temperature increases under the hood begins to work incorrectly? Although in my opinion it should be the opposite as the temperature rises it should be "repaired for a while" Please give me some suggestions.

Hello again, the matter looks as follows: I ordered a new lambda probe as advised by a colleague Kameczek and in the meantime dismantled the engine driver, I read that it has two boards with electronics connected with aluminum wires, the same is the case of connecting these plates with connectors to the cubes. I was hoping that I could locate the possible cause of the fault, unfortunately everything seems to be ok with the meter, I checked the transitions on all aluminum connections, I did not touch these copper connections, because I am afraid that something will break. I upload a photo for review

The fault, as I wrote earlier, consists in opening the circuit from 1 lambda probe when the engine warms up above about 50-60 degrees or when opening the driver I could check something else besides these connections. Maybe one of my colleagues knows which element is responsible in this controller for the work of the probe loop and knows how to check it. I'm afraid that when the controller is cold everything will be ok and then after heating something stops connecting. However, on the table I have no way of catching it.

once you have opened, check gently that these aluminum bridges are not broken ...

I checked, none is broken, at least I think so, it works a little hard in this gel, I intend to move this driver to a place where it will not be warmed up and I hope that it will "save" it if it has not suffered damage yet. When I change this probe, I will let you know about the effects, in the meantime I put a video on how the probe works in the audi A4 B5 1.8 gasoline, it seems to me that it works much more dynamically than the one at my place, because even at low speed it oscillates in some range, without adding gas it stands practically at https://streamable.com/jgus2.

I once had a problem in the Opel engine similar to yours, just as long-term measurement of the mixture, except that it was too poor. Replacing the flowmeter (with the original) helped.

Hello, I'm sorry again that I add posts so slowly but lately I have a lot of work and I did not have time to write. Returning to the subject, I replaced the lambda probe with the original at first, there was no improvement, then I bought a new Delphi company and the same symptoms. Then I made a small modification of the flowmeter circuit I included a 1 kOhm potentiometer on the circuit that supplies voltage to the controller. I manually adjusted the reading to 13 kg / h, of course the same error did not help, and the probe voltage got stuck as usual at 20 mV. Later I broke the catalyst or rather its after the welded residue, nothing changed. I am only surprised that the second lambda probe after the catalyst did not feel that there is no angle, the reading has not changed still 410 mV. Returning to the potentiometer I installed, this regulation works rather when reducing the air flow reading to 10 kg / h, the car is clearly weaker and slower speeds up. Which doesn't change the fact that the mix error is still present.

Added after 29 [minutes]:

In the meantime, I had the opportunity to replace two more originals from the scrap yard, so the source of uncertain reading in the case of the first 18 kg / ha of the second 19 kg / h is very possible that both damaged ones do not have an oscilloscope so I can not check if they are in working order. I wonder if the controller has a damaged electronic component, I would forget to move the controller about 8 cm from the intake manifold at which it is factory-mounted, now it heats up less.

Added after 4 [minutes]:

Does any of your friends have a car with a Z18XE engine and has the ability to upload screens with current parameters while the engine is running?

Despite the lack of a catalyst, it does not throw the error of the 2nd probe? A beaten driver.

Well, I do not throw away the catalyst, and surprisingly it is unchanged, the probe is still holding 410 mV does not oscillate. I am also looking for a driver.

Hello, the reason for such engine work turned out to be its controller despite the lack of visible mechanical damage inside (entire bridges). After replacing the driver with a used one, everything works as it should, the errors disappeared, the parameters returned to normal. The lambda probe began to oscillate and the flow meter finally showed 8 kg / h. The engine, despite its mileage, I can honestly say that it works beautifully, there is a big difference. If anyone needs help in a similar situation, I invite you to priv. I thank everyone who speaks on this topic for their help. I close the topic

Added after 1 [minutes]:

Yes, I mentioned above after replacing the driver everything returned to normal.