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5008 2.0 HDI 2010 reg Turbo?

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blue smoke bsm ecu injectors turbo
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30K views 311 replies 6 participants last post by  RedSector  
#9 ·
AlvyLad said:
it is indeed blown turbo
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It is hard to tell, from your posts and the information present, I mean, it appears to be, but I can't rule out the other things which is why suggested getting proper diagnostics, live data, DTC etc would confirm and rule out the other possibilities.

AlvyLad said:
who offered reconditioned Garrett one
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They often upgrade the turbo bearings and use a billet compressor wheel (which is stronger than a cast wheel), they often aim at being, better than OEM. Of course, they can be equal and not do these things.
 
#11 ·
Try FAPlight not sure if it's on PlayStore atm may have to download from other sources. Doesn't work on my vehicle, but worth a shot.
CarScanner does, but not got as many features.

Stand on head LHD and yours is RHD. Should be on the other side, but basically right.
Image


AlvyLad said:
Spayed loads of silicone, trying to disperse the water, but connecting the battery back on again, I've literally seen sparks flying, but less and less, so it seems somewhere something drained the battery.
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Not good. Where from the BSM ?
 
#13 · (Edited)
Example of it, FAPlite CitroenPeugeot OBD2 APK for Android - Download (softonic.com). Only know not on playstore because tried it again recently and still does not detect my vehicle. Might be regionally available, not sure why it's not there, used to be.

You might find this useful to understanding naming. Honeywell owns Garret.
Honeywell Announces Garrett as Company Name for Transportation Systems Business After Spin-Off & Olivier Rabiller to continue as CEO of Garrett - Advancing Motion - Garrett Motion
 
#22 ·
The ECU for the engine are sealed pretty well, particularly Bosch ones. I used to go swimming (had water halfway up the door windows) in rivers, creeks even muddy holes, all the time in my pajero/shogun without issue to any electrical equipment on it. The risk is normally the connectors pins and issues with water ingress to BSI.

You have BSM which is not programmable. (fusebox in the engine)
You have BSI which is programmable. (fusebox under the dash)
You have ECU which generally does not need programming. (runs the engine)

The BSI and ECU are matched pairs (you can't change one without the other or can have immobiliser issue)

FAPlight not connecting is nothing new, exactly what it does on my vehicle.

You need proper diagnostics with Lexia or equal device.
 
#34 · (Edited)
#39 ·
AlvyLad said:
I kinda want to, but considering it not being simple plug and play device...
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I hear you, just not sure how to advise you, to me, been using computer since was 8 years old. Running a VM, at least 10 years. I don't consider it much harder than plug n play. Load the software for the VM, load diagbox, plug in Lexia. Where Lexia is used is that everything in the vehicle uses electronics, and this is the thing that can talk to them, code, initialise, and gives the best information.

So in a way, be like saying, I'm rebuilding the engine and decided the torque wrench costs too much, so just going to do it to what I think... it might work or might find issues as times goes on, but chances are the job becomes easier with the right equipment. You can argue you can use a torque wrench on other things, well Lexia works on more than just Peugeot and truth is tools are fit for purpose. It's just that, a tool to help.

You can do without it, but may make it harder, and you may end up missing something.
 
#74 · (Edited)
As @Ian M Davis mentioned, the Injectors need special equipment to help pull them out, they rarely just lift out without some persuasion, from specific tool(s) for lifting them out. If the injector has been leaking past the copper mount washer, the diesel often forms a bond which effectively makes them glued in there.

The copper washers don't always come out easily either, and the seat for the copper washer needs to be examined, possibly re-seated / cleaned before a new copper washer and injector is placed. The forks at the top of the injectors, that hold them in, sometimes need to be replaced as well, they can bend and no longer provide the correct pressure against the injector.

Just a few of things to consider, there is also *normally a black surround that help centres the top portion of the injector, these sometimes need replacement and don't always come with the new injector.

*don't think yours has this.

example:-
Image
 

Attachments

#76 ·
A lot of the problems you have started when you got water in the BSM, not exactly sure why you are replacing injectors at this point in time. To me, the BSM and BPGA are the likely things to need work first, not this. Also, I'm not sure why you're looking at replacing the BSI or ECU.
 
#79 · (Edited)
Yes, item (5) actually didn't read part list, just looked at pic and though, hmmm not there....
The copper washers are not re-usable (will likely leak if you do), and rarely would be bronze.

@Ian M Davis will confirm the below.

The BSM and the BPGA are not programmable. The BSI and ECU are.
 
#93 · (Edited)
The BSM has fuses, relays and microchips/IC's, but generally not programmable item. BPGA is not programmable till later start/stop systems / hybrid / EV, generally after 2016 'ish.

ECU: Generally not programmable, but required in some instances.
BSI: Programmable and required.

As long as the part numbers match, should be same same in most circumstances, exceptions ECU and BSI, these are matches pairs and can be programmable.

Why matched pairs, the ECU and BSI form part of the immobiliser system. In simple terms, the key transponder sends to the BSI and BSI sends to ECU to unlock the immobiliser function in the ECU. If they are not matched, the system won't unlock and the vehicle will crank but not start. When something is wrong in this system, it logs a DTC telling you what the issue is. ie: ECU communication failed, or BSI unable to unlock ECU, etc.

Proper tools like Lexia or an equal can read all the information available, not all scan tools are equal, many read engine codes only or interpret DTC incorrectly. In addition, Lexia can program, initialise or telecode.
 
#109 · (Edited)
Valve stem seals ... replaceable without removing the head in most circumstances.
CCV - Operation, pools oil in the intercooler (assuming you have one) ... cleaning and replacement of CCV.

If was a compression or valves (generally speaking here always possible but don't think so) you would have, no start or lumping running, lacking power, uneven idle, shitloads of smoke always, same with blown turbo - although initially they do a blue/grey smoke....

Turbo visually inspected on the intake initially, if compressor wheel excessive movement (or compressor wheel nuts gets loose) then turbo bearing is most likely shot and then confirm by checking if dumping oil into the exhaust. End stages you don't need to check, it's obvious.

Diagnostics usually has a page in live data showing (estimated) compression of cylinders, can't image a mechanic (stranger things can happen) not looking at it.
 
#141 ·
Ian M Davis said:
The difference is that in Australia companies are only required to pay GST if their sales are above a certain threshold.
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Harvey bloody Norman killed that years ago. Crying, it was the difference between his shop price and online stores. You don't buy overseas much or know this and why it happened. Everything gets GST now there is no threshold.
 
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