Renault Trafic 2.0 DCI - DF052, DF891, DF892: Post-CR Pump Sealing & Injector Replacement Issues

Hello

The situation looks like this:
The car ran/burned without any problems until the CR pump was removed. After sealing the pump and assembly, the car could not start from the shot.
Maybe I bled the system a bit poorly and additionally flooded the injection plugs with contact cleaner.

I tired the car a bit and it started, but it was literally 1.5 minutes, then it started to lose speed and the ENGINE STOP.
From that moment it did not want to start, and when it started with grace, it was for 3 seconds and again ENGINE STOP.
Errors from diagnostics are DF052, and over time DF891 and DF892. After realizing the situation, I disconnected the plugs from the injectors and dried the plugs, but the problem persisted.
The diagnosis was: injectors to be replaced. I even replaced the ECU along the way.
After replacing the injections with the tested ones, the situation is the same: df 052 and sometimes + df891 and df 892. And when the car starts, it takes 3 seconds and ENGINE STOP.

Along the way, I also replaced the CR pump (different fuel valve). The same all the time. The car was under a cloud.
With the arrival of positive temperatures and the sun, the car started to fire from the shot, but still for unspecified working times. From a few seconds to continuous work until gassing up (but it also varies).
Until the moment when, as if nothing had happened, the car started and even drove, the df052 errors no longer interfered with MOTOR STOP, and over time they even disappeared in favor of DF025.

After putting it in the garage, undressing the bundles, detecting one burnt candle that shorted the engine, the car worked as if nothing had happened. Error DF025 only appeared, but stopped as (99%) I pulled out and put in a 60 A relay from the candles heating the coolant. Since then, 0 errors, the car works fine.
Today in the morning (temperature around 0 degrees in the garage) the car fired up and again ENGINE STOP and DF052, but restarting it no longer caused him problems.

What else can cause erroneous indications "short circuit to injection ground or discontinuity of the injector circuit"?
- I cleaned the flowmeters yesterday - so today it should not pop up once again ENGINE STOP
- I checked the spark plugs on the battery for a short time and they were all hot
- the regulator from the candles does not show an error, so I assume that despite the short circuit on the candle, it works normally.

The problems noted are +15 V charging, the regulator was replaced last year, in December there was a strange symptom in the form of randomly flashing no charging depending on driving under potholes or tilt, and as if the 60 A relay hung up once from switching on two heating candles liquid, but after removing it and inserting it on the test it was already ticking.

Anyone share any suggestions?

Hey, I once had a problem that the injector cables "pierced", i.e. the insulation was complete, but damp. I struggled with the diagnosis for a long time. After separating the injector cables from each other, everything was ok, and after braiding into one bundle, miracles happened. Adding additional insulation to the cables helped. The problem may also be one of the injectors, more precisely, the injector coil is damaged, it may short-circuit from time to time.

I had the same, the injection coil was damaged.

Thanks for your response.

As for the damaged coil, it is out, because the errors were crashing at once on everyone, even when I replaced the injections. I had two pairs of injections from different sources along with research papers.
Thanks to the confirmation of my colleague kuboa, about the possibility of insulation getting wet and a similar case, I would also be inclined to make such a statement.
The more so that the coils are powered with a higher voltage >70 V, which can result in breakdowns that can mislead the ECU.
Even worse, the breakdown can only occur when the cable is energized.

Eh, a month in the back of my life, I put it as it is, we'll see what happens.

Problem solved.

The photos show a raid that covered the connectors. I don't know if it's because of the contact spray (oily, not IPA) or if it's the effect of time and the contact spray only intensified the effect of the lack of a good connection.
It is a thin layer that can be chipped away from the connector, not corrosion.

An efficient piezo coil has a resistance of 180 kΩ, after the original replacement of the injectors, I found one that had 50 kΩ.
After replacing the injectors (before replacing the connectors), the car theoretically could drive, but randomly could go out. So something was still wrong.
At some point, he was speechless again, as it turned out, the injection, which had 50 kΩ, had an obvious puncture, measuring between the injection housing and the engine block.
After replacing the connectors and injection, the car regained 100% efficiency.
The only thing I can't tell now is whether the random blackout was caused by low injection resistance and then the computer detected the fault, or by the constant lack of good contact between the connector and the injection.

I close the topic.