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Discussion Starter #1
Hi all,

I would like some advice on the following.

Condition: Crank non start Planet showing the following ECU faults:
1. Injector control Fault on the harness or on the injector
2. Turbo pressure signal Incorrect manifold pressure/ atmospheric pressure
3. EGR valve circuit Position repeat voltage to high
4. Pre/post heating relay circuit relay not controlled and spark plugs supplied
5. Fuel pressure signal pressure change coherence
6. Fuel pressure signal pressure change coherence
7. Fuel pressure signal open circuit or short circuit to +ve
8. Differential exhaust pressure signal open fault of short circuit to earth
9. Diesel flow regulator signal coherence
10. Cooling circuit bypass valve solenoid valve circuit short circuit between two wires or a short circuit to positive

Orginally diagnosed with low fuel pressure at 47 bar the pump was confrimed as failling by a diesel specialist so was reconed and a new fuel regulator fitted as well. Still only had 47 Bar so changed the fuel sensor. checked the harness for powers and grounds 5v ref present 0v when pluged in, signal wire 2.62v. Fuel pressure now a heathy 300 Bar on crank but still non start.

Looking at the first fault Ive cheched for voltage at the injectors with the following results: 1,4 1.5v 2,3 0v, this should be plus 12v. What I would like to do is confirm the voltage at the ECU to confirm wether this is a harness issue or thre ECU but Im unsure which pins and what Im looking for. confirmation of 12v leaving the ECU is what Im looking for.

I have reset the BSI all the bells and whistles appear to be working.

My feeling is that the ECU has gone faulty as the vehicle has been a non start for a long time. Externally there is visable corrosion on the top of the ECU.

ECU Simens 803

I do have access to pico for more in depth testing if required aswell as a test light.

I do have Diagbox but its been playing up.

I look forward to your advice.
 

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Unplug egr clear codes and see what happens. Not sure if it restricted to Bosch ECU but some models had issues with shorted power feed to various sensors caused by a faulty EGR

Sent from my SM-G965F using Tapatalk
 

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Gut feeling: faulty ECU sounds implausible.

If you clear the faults then do some refuse to clear?

What additional faults come back after trying to start?
 

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Discussion Starter #5
Cleared the codes and the following came back:

P1197 Injector control Fault on the harness or on the injector
P1164 Fuel Pressure Signal
P0406 EGR(Unplugged)
P1351 Pre/post heating circuit

The first two faults are of concern. As I described I dont have battery voltage at the injectors so I would like to confirm battery voltage leaving the ECU but Im not sure where on the ecu to test.

As for the fuel pressure the fuel reference is 350 and the messured is now 1098 on crank which I believe is to high. This is a new fuel rail sensor but I will retest the circuit to confirm.

My understanding is that if the ECU sees low/high pressure it will not signal the injectors does that mean it will not allow battery voltage to the injectors??

I look forward to your guidence:)
 

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Discussion Starter #6
Spent the afternoon checking the injector harness for continuity and resistance and no faults found. I did manage to get hold of the pinout diagrame for the ECU. I can now confirm that there is no battery voltage leaving the ECU on the injector circuit. I believe there should be battery voltage at both ends!!
 

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Some designs connect one of the injectors terminals to +ve, and the ECU switches earth to the other terminals.
 

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You should see it when an injector is told to operate. The engine has to be turning for this to happen. The pulses are brief, so an oscilloscope or something to detect pulses would be required. What are you testing with?
 

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Discussion Starter #10
Ive been using a voltmeter ill change to my pico scope for a more pricise look but just to confirm theres only voltage when commanded by the ECU.
 

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Discussion Starter #11
Crank non Start Cam/Fuel pressure sensor

I decided to do a scope test on my fuel pressure sensor to try and see whars going on. I’m new to testing with a scope having purchased a 2006B but it is very interesting to see why a scope is so important on modern vehicles.

In regard to the fuel pressure test the capture above looks nothing like the wave in the pico guided test. I appreciate this is during cranking, but I would have thought there would have been some kind of a partial wave showing a pressure build especially as I now have to much pressure. Anyone any ideas as to why the capture looks like this? Also how do you work out voltage to fuel pressure?

During a recent scan there was no confirmation of cam syn. I removed the sensor and tested the harness. This is a pull-down design with a 5v reference which shows 0v when plugged in. I plugged the sensor in and used a spanner to drop the voltage on and off so no fault there. As you can see from the capture the cam pulses are there now, but I am concerned about the degradation of the signal at the top of the wave form. Could this be indicating a faulty sensor or some other issue and could there be a correlation between the two?

I will be scope testing the injectors tomorrow but my gut feeling is that I'm not going to see a great deal.

I look forward to any advice and guidance just point me in the right direction and I will report my findings and hopefully I will be able to see this car running again.

Many thanks,
 

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Discussion Starter #13
Hi Reliable and thanks for your reply. I have done the basics, Within standard parameters I am seeing a yes confirmation for cam/crank sync and I am getting the beeps as per the test. All the faults are on the ECU I will post my latest scan when I get home.
I’m trying to resolve the fuel pressure issue and the injector control fault
 

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Discussion Starter #14
Here are my latest scans which shows we are now recieving additional codes not seen before. I did remove the flow valve and fuel regulator to check for any dirt or obstruction. Both respond to the actuator tests although I cant feel any vibration from the fuel pressure regualator. Ive checked the harnes to the flow valve and there is battery voltage and ground. live data does show very similar graph patterns.

I can eraze these codes but they come back after cranking the engine. Injector control is a permanent fault. Ive done a resistance check on the injectors 3 are showing open circuit and the other .6omh.

Im in half a mind to send the ecu away for testing just to confirm that there are no issues. Reliable asked if I'd done the basics. cam/crank are confirmed in standard parameters and I get the beeps as per the test. There are no reported faults on the BSI.

I'm still chasing the fuel pressure issue unfortantely my new Fuel rail pressure sensor fell apart when I nipped it up to prevent a leak.

I would like some information about the pinouts for the FRPS.

Pin 1 yellow Control 0.5v
Pin2 Blue ground
Pin3 white 5v ref


Your feed back and advice are appriciated. Im away for a couple of weeks but I will be attacking this vehicle all through October until with your help I can get it running again.
 

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Discussion Starter #15
More fault codes

Here are my latest scans. The flow valve and fuel regualator are new faults this week. I did remove both to ensure they were clean and free from any kind of obstruction, they appear to work using an acutuator test although I cant feel any vibration from the fuel regulator just a noise. Live data does show each of these working with very similar wave patterns. Measured fuel pressure now 0 bar.

Injector control has been a constant fault since starting this thread. I checked the injectors for rsistance three are open circuit one reads 0.6 omh.
My focus lies with the fuel and injector issues.

I would like some confirmation of the pinouts for the FRPS.

Pin 1 yellow. Control/Signal 0.5v
Pin 2 blue ground
Pin 3 white 5V ref

Reliable asked if i'd done the basics. Cam/crank does give a yes confirmation in standard parameters and the beeps are there as per the test. There are no report issues with the BSI, all the faults are on the ECU which I'm considering sending away to be tested.

I'm away for a couple of weeks but I am now committed to getting this car running again October looks like it will be a busy month for this car!!

Any advice they will get her going again will be a bonus!!
 

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Wiring is far more likely than an ecu fault ecus only tend to go bad if water gets in or user shorts something out trying to diagnose faults or fit accessories etc :)

You NEED 300 bar+ pressure AND a good cranking speed 250 rpm min before the injectors even get told to operate well actually injectors will fire at anything over 120 bar BUT 300 is what you should be seeing.

Wiring or fusebox is my best guess
 
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