Is happening often on cars with engine 2400 multijet the problem that in the morning depart 4-cylinder with white smoke or failure to start. How have you solved?
It seems to be due to the valves, someone has personally verified?
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Is happening often on cars with engine 2400 multijet the problem that in the morning depart 4-cylinder with white smoke or failure to start. How have you solved?
It seems to be due to the valves, someone has personally verified?
passes by a mechanic.. and made to do the compression test..
so if it was the head or valves... you'll have the confirmation
Have a workshop tests already made, compression ok manifold and egr changed from the same workshop, the pressure in the start-up ok.
Me l have the capacity after replacing these two components is thinking of is the ecu the engine fails, they eliminated the butterfly because they thought they had to close at start-upQuote:
Originally Written by rusty_80
you can try to make a change to the map, but the injectors and valves, turbulence should be ok
errors in the ecu?rail pressure at start-up?
curiosity with 2 cycles of the glow plugs.. (so charge 2 times also diesel)
i.e. by 1 key on without turning it on...
and in the second key on.. come on normally??
do this test.... many 159 suffer..the fact... that you empty the fuel system...
test refusal injectors already made?
I forgot when patre 4-checked the wiring to the injectors that they lack in several
check the corrections of the injectors in the diagnosis why? from them you can ? the time to review them
Hello...look...I know that there was an update in the alpha for this defect...of course, if everything is in place...egr, pipes clean, swirl ok, injectors ok...basically you go to act on the map torque at start-up.
quoto perfectly, these cars suffer from defects to the injectors, I would advise you to dismantle them and send them to a pompista for a test, and if ? the case for a nice review.. most of the time this fault is caused by malfunction of the injectors..Quote:
Originally Written by carmageddon
the defect to the injectors ? being induced by the agreement and frequency on the coil and plug wiring...this phenomenon is induced by the working of the pump HP and generally resolves by replacing the kit of the plugs on the harness and mounting the dampers on the tubes of the load of the injectors.
my talk ? other : to check the performance of each individual injector by the correction of flow rate can be verified in the diagnosis...if any of the injector ? out-of-range to a minimum means ? that be overhauled to restore its performance and response
Guys the user ? been banned. so useless to continue! so we do not reply you? pi?!
when the diagnosis is a correction injector offset of very positive+2 or in the negative-2 is not always the cause depends on the injectors
if one fixes a lot and the other not, according to my experience, the cause ? definitely the inefficiency dell injector personally, I have never failed, the diagnosis, and always resolved with revision...I am diagnosed, I read the mm3 and not a numerical value to the case.
With the Correction of the flow rate refers to a change of the combustion in that the control unit implements turn to see the regular engine.
The ecu is able to monitor each and every combustion by controlling the acceleration of the motor shaft through the sensor of turns, so if one cylinder ? less effective try to increase the speed? and the only system ? increase the flow rate injected ( positive sign e.g. +1.5 mg ), and vice versa if a cylinder has a return that is too high decreases the flow rate (negative sign es: -0.9 mg). Having said this, we must say that the action of the correction unit has a limit and can? to act in various ways one of these is when a cylinder doesn't make enough profit and increasing the flow rate does not solve the problem, the ECU goes to decrease all of the other
ES: CIL1 correction +0mg
CIL2 correction -1 mg
CIL3 correction -1 mg
CIL4 correction -1 mg
So in this case we must not be mislead why? the problem ? the CIL1 (clearly my ? just an example with values invented).
c ? feedback much more? the top of the injectors, and end-of-life that that of an engine with a cylinder inefficient...that I never found...your case ? while always true, but much more? the remote of the case in which there is a injector or more? injectors are inefficient
As you can? to understand the performance of each individual cylinder depends on many factors, both mechanical such as compression,manifolds, intake, flywheel (dual mass), valves, etc.. that even by the single injector, then a correction is elevated on a cylinder does not mean strictly from the injector.
The correction range can? also be used as a monitoring problem has not yet been reported by the customer, why? the ecu is hiding, in fact, if you sum the values of the correction damage arising as a result of zero, the engine runs smooth, but azalizzando the values you can see any problems.
Summing up, an injector with high reflux may also affect the value of the correction range, but when you ? in front of the values which are very significant before you give the fault to the injector, it is necessary to analyse all the other mechanical aspects.
(personal opinion)
all ? can, in fact, I wrote that almost always ? a problem on the surface, but I put it in another way : if I have a car with this defect do you know what do I do? after my tests, unmount the injector and do a review why? it cost me 80 euro and I try...in the majority of cases the problem ? ...then if I see that the wear and tear ? higher than normal and perhaps that the total km are disproportionate then I check the rest...I met engines abused with 400000 km, and that the defect but mechanically only a bit worn, I have always solved with the described operation, ever seen unfortunately, an engine with the defect that you describe...then c ? also to say that there are several discriminating factors for the uil a fault between an injector and a cylinder, for example, is manifested detonation in the first case, and smoke of diesel not burned in the second elevation of the ****llo of oil and premature clogging of the dpf...
quoto throughout the garma was just a way to compare the various techniques of control.:)
do you mind to use C instead of G?
don't take it to your provider immediately carmageddon.Quote:
Originally Written by carmageddon
not me, I take it, ? just that it is written as you read it