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Discussion Starter #1
Hi Peugeot experts

I have a 2007 1.6vti Pug 207.

The other day it displayed 'antipollution fault on the dashboard'. A few days prior to this the air conditioning played up going warm and cold.

I started the car, sat there for 2 minutes and suddenly the engine shut down. I tried to restart the car - the car does crank and chug but engine never fully fires up.

RAC rescued me, and checked for fault codes, and said the ones stored wouldn't affect start up. After getting it towed to a garage they have told me...

"stored errors found, none relate to vehicle starting. carried out further checks and found engine ECU locked and BSI not matched. Checked all fuses relevant to the system circuit and all okay - advised customer to go to main dealer'.

The key is recognised (it bleeps when the door is open with the key in)

I've ran diagbox on it today. I've reprogrammed the keys successfully, central locking still works etc but no avail. Checked for leaking coolant in the ECU plugs (couldn't see any but car hasn't been running for 4 days now and weathers been warm).

Coolant has been going down recently (despite radiator replaced last year).

Diagbox gives me the following...

INJ : injection/ignition
Response data
R61FE6F69000003170B010701008436080C08FE4CA35303662427

State of the ECU: MEV17_4_EURO4
Reference 1 : 662427
Reference 2 :
Faults present : 11
P1536 : Main and secondary brake information fault
Characterisation : Coherence
Status : Permanent fault
Location : local
Variables associated with the fault
Engine speed : 2028 rpm
engine coolant temperature : 85 °C
vehicle speed : 49 kph
richness regulation status : open loop (special driving conditions)
calculated load value (refilling) : 13 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P1007 : Variable valve lift position sensor track 1 signal fault
Characterisation : Coherence
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : -100 %
slow mixture correction (row 1) : 0 %

P0703 : brake pedal position signal fault
Characterisation : Coherence
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 2323 rpm
engine coolant temperature : 93 °C
vehicle speed : 13 kph
richness regulation status : closed loop
calculated load value (refilling) : 71 %
rapid mixture correction (row 1) : 2 %
slow mixture correction (row 1) : -1 %

P1014 : Variable valve lift position sensor track 2 signal fault
Characterisation : Coherence
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : -100 %
slow mixture correction (row 1) : 0 %

P0118 : engine coolant temperature sensor signal fault
Characterisation : Open circuit or short circuit to positive
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P0599 : piloted thermostat control fault
Characterisation : Short circuit to positive
Status : Permanent fault
Location : local
Variables associated with the fault
Engine speed : 207 rpm
engine coolant temperature : 35 °C
vehicle speed : 0 kph
richness regulation status : open loop (conditions for switching to a closed loop not yet satisfied)
calculated load value (refilling) : 91 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P0121 : Throttle position sensor signal fault
Characterisation : lack of coherence of signals 1 and 2
Status : Permanent fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P0122 : Throttle position sensor signal fault (Signal 1)
Characterisation : Open circuit or short circuit to earth
Status : Permanent fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P2122 : Throttle position sensor signal fault (Signal 2)
Characterisation : Open circuit or short circuit to earth
Status : Permanent fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P101D : Variable valve lift motor control fault
Characterisation : open circuit
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : -40 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

P1676 : Controlled alternator fault
Characterisation : Value received incorrect on BSS network
Status : Temporary fault
Location : local
Variables associated with the fault
Engine speed : 0 rpm
engine coolant temperature : 9 °C
vehicle speed : 0 kph
richness regulation status : Value invalid
calculated load value (refilling) : 0 %
rapid mixture correction (row 1) : 0 %
slow mixture correction (row 1) : -1 %

Does anyone have an idea where I start? Hope i've included enough info!

Thank you!
 

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None of those faults will stop the car going

You need to look closer at the immobiliser side of things as once key is on the ecu should be unlocked and the BSI should show matched
 

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Discussion Starter #3
None of those faults will stop the car going

You need to look closer at the immobiliser side of things as once key is on the ecu should be unlocked and the BSI should show matched

Thanks so much for your reply. The BSI as far as I can see is working - recognises the keys, and when reprogrammed using confidential code from the keycard successfully programmed two keys, so why the ECU isn't playing ball with it is the mystery.

On Diagbox, the ECU didn't load as a separate option (along with where BSI and other components are located)

Am I correct in thinking either
1. Problem with communication with the BSI and ECU
2. ECU may be corrupted (garage couldn't communicate with it, just stayed as locked). On diagbox there wasn't even an option to select to get into the ECU configuration

I really appreciate your help - thank you!
 

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With the key in and the ignition on the parameter measurements in the BSI should show the key present and successfully read, and the engine ECU parameters should show it as "unlocked".

The 4-letter code from the card in the handbook pack is stored both in the engine ECU and the BSI and in my experience "BSI not matched" means that the value in the BSI is different to the value in the engine ECU.

PP2k (and presumably diagbox) lets you check the value you type in against the one stored in the BSI.

Most of those faults are "temporary".
I'd clear them and see if any come back (hopefully they all clear) then see if any more turn up after attempting to start.

Is it attempting to fire but failing to start?
Or is there clearly no fuel?

This is for diesels but:
* if the immobiliser doesn't disarm then no fuel is supplied; the car will crank but not fire.
* a number of conditions must be met for the ECU to allow starting: crank speed, cam/crank synch,... However, we'd expect to see fault codes if one of these was the problem.

The only time I've seen a non-start with no errors was on a 1.6HDi that wasn't getting fuel. The solution was to pump the priming bulb.
 

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Discussion Starter #5
With the key in and the ignition on the parameter measurements in the BSI should show the key present and successfully read, and the engine ECU parameters should show it as "unlocked".

The 4-letter code from the card in the handbook pack is stored both in the engine ECU and the BSI and in my experience "BSI not matched" means that the value in the BSI is different to the value in the engine ECU.

PP2k (and presumably diagbox) lets you check the value you type in against the one stored in the BSI.

Most of those faults are "temporary".
I'd clear them and see if any come back (hopefully they all clear) then see if any more turn up after attempting to start.

Is it attempting to fire but failing to start?
Or is there clearly no fuel?

This is for diesels but:
* if the immobiliser doesn't disarm then no fuel is supplied; the car will crank but not fire.
* a number of conditions must be met for the ECU to allow starting: crank speed, cam/crank synch,... However, we'd expect to see fault codes if one of these was the problem.

The only time I've seen a non-start with no errors was on a 1.6HDi that wasn't getting fuel. The solution was to pump the priming bulb.
Thanks so much for your reply. Its a petrol model.

You can hear the engine try to start, and its trying to turn over (just sounds like its consistently at the point where you first turn the key but never gets to engine actually fully turning over/fired up)

Initially there were no fault codes, once the RAC had diagnosed it and tried to turn it over he said loads of unrelated ones just appeared but he didn't believe they were 'real' if that makes sense he believed it was a wider symptom of the fault stopping the car from starting fully.

In Diagbox I checked the value of the confidential code to make sure it matched the one in the BSI (it allows you to type it in then verifies it against the value stored in the BSI) and kept telling me it's correct, which is why I can't fathom why the car just won't play ball and start!!!
 

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Discussion Starter #6
With the key in and the ignition on the parameter measurements in the BSI should show the key present and successfully read, and the engine ECU parameters should show it as "unlocked".

The 4-letter code from the card in the handbook pack is stored both in the engine ECU and the BSI and in my experience "BSI not matched" means that the value in the BSI is different to the value in the engine ECU.

PP2k (and presumably diagbox) lets you check the value you type in against the one stored in the BSI.

Most of those faults are "temporary".
I'd clear them and see if any come back (hopefully they all clear) then see if any more turn up after attempting to start.

Is it attempting to fire but failing to start?
Or is there clearly no fuel?

This is for diesels but:
* if the immobiliser doesn't disarm then no fuel is supplied; the car will crank but not fire.
* a number of conditions must be met for the ECU to allow starting: crank speed, cam/crank synch,... However, we'd expect to see fault codes if one of these was the problem.

The only time I've seen a non-start with no errors was on a 1.6HDi that wasn't getting fuel. The solution was to pump the priming bulb.


Thanks so much for your reply. Its a petrol model.

You can hear the engine try to start, and its trying to turn over (just sounds like its consistently at the point where you first turn the key but never gets to engine actually fully turning over/fired up)

Initially there were no fault codes, once the RAC had diagnosed it and tried to turn it over a few times he said loads of unrelated ones just appeared but he didn't believe they were 'real' if that makes sense he believed it was a wider symptom of the fault stopping the car from starting fully.

In Diagbox I checked the value of the confidential code to make sure it matched the one in the BSI (it allows you to type it in then verifies it against the value stored in the BSI) and kept telling me it's correct, which is why I can't fathom why the car just won't play ball and start!!!
 

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Discussion Starter #9
Checked fusebox all seems okay.

ECU has been returned from testing from ECUtesting - they said all fine. Asked them to try and bypass immobiliser but unable to on this ECU.

Could it be deficient battery that's causing electrical problems? Hasn't been replaced for about 4 years and BSI seems to recognise keys and enable reprogramming of them so unsure if the BSI could be faulty.

Cheers
 

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As i have said countless times its NEVER the ecu and its not worth sending them for testing !

As it stands at the moment you have an immobiliser issue in so much as the BSI may well be seeing the key and the key is coding to the BSI but its not sending or receiving the unlock signal to/from the engine ECU

Your issue is at the ECU not the BSI and is most likely wiring related.

Even if the key was NOT coded you would still get access to the ecu.
 

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In your first post you report ECU locked and further on you report that the ecu is not interrogated during a Diagbox scan. This tells you that there is definitely a problem with the ECU. Probably a wiring or supply issue due to the ECU not being able to energise to be scanned. Or something to do with the immobiliser system despite the keys being recognised by the BSI. Obviously the ECU is not seeing the command to fire up one way or another or you would be able to scan it via diagbox.

I would suggest you check all supply inputs to the ecu and also all ground points as a start.

Seeing you have Diagbox, what do live readings say about the state of immobiliser/ECU/syncing/fuel pressures/injector corrections etc while cranking?
 

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Main power must be getting to ecu or the car would not turn over (i found this when coolant got into my daughters ECU).

You could have a secondary power feed issue so i would check all BSI fuses as well.

Even with a locked ECU you should still be able to read data with planet/diagbox
 
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