However the system compensates and it’s higher corrections that are more alarming e.g if three injectors were at 1.00 and one at 4.00, that would be a clear signal. If it’s coded with the old data then running problems can occur. This is why when an new or reconditioned injector is replaced it should be coded correctly to the ECU. The ECU sends a Minimum Drive Pulse (MDP) to the injectors and depending on their operation gradually tunes each injector to account for wear. Next we checked the Fuel Flow Correction, although both injector 1 and injector 4 are experiencing more correction than 2 and 3 (no correction would be a figure of 1.0), these figures, on there own, are not necessarily a cause for concern. As you can see below that was successful.
The leak down test should show a similar amount of Diesel fuel returning to the tank from each injector. However one should never jump to conclusions in these situations, so we performed an injector leak down test to check that the injectors were in good shape. The chances were, that the thermostat was the culprit of the EGR failure, the sump oil dilution, and the DPF blockage. This can even lead to a runaway situation where the engine runs on its own sump oil, usually destroying itself in the process. Another side-effect of an engine that is slow to warm up, is an increase in Piston to Bore clearance, and a richer fuel mixture, some of which then escapes past the piston rings into the sump, diluting the engine oil with unburnt diesel fuel. If the engine is not at its correct operating temperature then combustion will be more incomplete than usual, which in turn will generate more soot, blocking the DPF. The thermostat was stuck partially open, preventing the engine from warming up. What about the dilution of oil with fuel? We think this had been overlooked, it’s a common fault, with serious implications. In this case the EGR did need replacement. Just because there is an error, we won’t order a new part until we have tested it, to prove that it is faulty. However it was also clear that with two current error codes, that the engine management system had already stopped regeneration occurring. Renault Scenic 1.5 DCi – DPF differential pressure – blocked DPF
KPA RAM PRESSURE SKIN
MAX POWER RPMĬar can’t pull the proverbial skin off a rice pudding. Consult the manufacturers specification if in doubt. We’d say you could go by this as a guide below, but bear in mind the later and tougher the emissions standard, the higher the acceptable pressure. Usually though, over a certain point it just makes a lot less power. Adding back pressure will make the engine work harder, and use more fuel to deliver the same power. What is an acceptable figure for DPF Differential Pressure? The answer is as little as possible.
KPA RAM PRESSURE CODE
Oddly the car hadn’t thrown OBD Code P244B – Diesel Particulate Filter Differential Pressure Too High – which would have been expected. It was clear from the DPF differential pressure that it was completely blocked.
KPA RAM PRESSURE SOFTWARE
The customer had put the car into a garage who seemed to think that the root of the problem was the car needing a software update. The faults indicated possible EGR valve problems ( P0487 & P2413) together with engine oil dilution with fuel ( DF096). By appreciating that little nuance, we are more capable of delivering a solution to your problems, rather than another cost.Īs an example we recently helped a customer with Renault Scenic, who had the engine management light on. The whole system must work in close-knit harmony to deliver a reliable drive, time and again. Solving a blocked DPF by unblocking it, may lead to it blocking again. You may be reading this as you’ve got code OBD Code P244B – Diesel Particulate Filter Differential Pressure Too High.Īt Balance Motor Works we take a holistic approach to DPF problems. At some point, a dashboard light may illuminate to warn the driver, but it is not always the case, and the car may just progressively run worse and worse, until another engine management fault is triggered. In these instances, DPF regeneration will not occur and soot levels within the filter will increase. however, problems can occur when the vehicle is used for a large number short journeys, at low speeds. The regeneration process is remarkably effective. A typical DPF, in this instance from a Peugeot
These filters can collect up to 100% of soot particulates, and then, under specific conditions using additional fuel, raise the temperature, of the DPF to burn off the soot deposits within it. One of the “solutions” has been the DPF (Diesel Particulate Filter). Before long Diesel powered cars were outselling Petrol cars, CO2 kept rising but with it there has been a massive increase in Human respiratory illness as a result.
Many years ago people were told switching to Diesel would cut CO2 and help the planet. Modern Turbo Diesel engines are very complicated devices.
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