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Discussion Starter #1
Hi all.
As suggested I create a new thread for my issue. I hope anyone can help me.
[Peugeot 307 2002 - 2.0L 110HP (engine RHS / Bosch EDC15C2)]
Short background: I got a clogged DPF with 120km regeneration cycles (after 150.000 km) so I decided to replace it with an aftermarket one. But it was even worse, since the filter length was 1/3 of the original one, and regenerated even more frequently. After all, I had the original filter cleaned, and refilled the additive reservoir. After 8-900km I had the first regeneration but the next one came after 120km again. I diagnosed the car with PP2000, the only fault was:
"Permanent fault. Additive quantity. Fuel additive low level reached"

Of course it is wrong, I just topped it up. As I understood the Bosch EDC15C2 manual, it has a built in fluid sensor in the additive pump (I did not find any option to reset the reservoir counter in PP2000, only the DPF counter). Could it go wrong? Does it still pump additive into the fuel tank? If not, I suppose that is the root cause of the frequent regeneration. Otherwise nothing comes to my mind.

I received the idea in the other thread to reset the counter, but as I remember I did not find the option in PP2000, and the menu was not the same as in the "How to reset DPF..." guideline posted in this forum. I will double check it tomorrow though! In case I need to reset this counter as well, then what is the meaning of the additive level sensor?

Thank you for any help.
 

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Discussion Starter #2
Hello again.
Based on the Bosch EDC 15 C2 manual it has a low level sensor integrated in the additive pump. Today I tried to measure the resistance on the 1 and 2 pin, but it was showing discontinuity. I assume it should have shown some Ohm-s. Does anybody know what it the resistance of the thermistor in wet environment? I have already read 1.6 kOhm, but a confirmation would be beneficial.
By the way I looked at the Additive ECU again, but there is no option to reset the reservoir counter.
 

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Discussion Starter #4
Thank you for the quick hint, but I do not find any option to reset the reservoir counter. I see youtube videos where they have five sub-menus in Configuration (Additive ECU), but refilling or resetting reservoir is simply not there in my pp2000. And why are the four pins on the additive tank, and why do I find this level sensor in Bosch manual and in Autodata as well? Please teach me! :) If it helps, I can record my tryings in PP2000.
(I just realized that I used 5 digits DAM in PP (09121) instead of four (9121) - I hope that did not screw anything).
 

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Discussion Starter #5
Hello all,

Today I managed to measure some parameters and record a regeneration. First thing that I realized is that the total quantity of additive has raised by 1 gr just after I put 45 liters fuel in the tank. So the pump seems to work despite the faulty code (that does not appear on the dashboard only in pp2000!).
Regarding the regeneration, I would highlight the following data:

Just before regen.:
1700 rpm - 80 kph - ~100 mbar

Just after regen.:
1700 rpm - 80 kph - ~60 mbar
2600 rpm - 121 kph - ~150 mbar

For me, it does not seem to be a proper cleaning. Do you have pressure difference reading for reference? I have not really found useful data yet. Could it go wrong, if the mechanic put accidentally Eolys 176 instead of Eolys DPX 42 in the additive tank? I ran out of ideas... Thank you for help! :)
 

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Here is how it works: http://www.peugeotforums.com/forums/1306802-post2.html

There is no additive level sensor; the level is calculated by the computer. When you refill the additive you must reset the counter.

The purpose of the differential pressure sensor is to detect puncture, not load. The filter load is calculated by the computer; there is no sensor.
 

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Discussion Starter #7
Yeah, I have read that already, but I disagree. Based on the Bosch technical paper both are measured and not calculated.
Regarding the additive level you might be right, because I could not make it work either way, but the paper says it has a sensor, my Pug definitely has the cable connected, and the refill of reservoir option is missing in my pp2000. Somebody already measured the resistance on a 406 HDi, but I never saw a real solution. Later models have the second counter in ECU.
The filter load can be calculated by the computer, but the pressure sensor can also active the regeneration.

"G - PRESSURE DIFFERENTIAL
The pressure differential parameter is used to activate regeneration assistance
independently to the distance information"
 

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What bosch say and what the manufactures install is two different things.

The Bosch EDC15 ecu did not fully support DPF so an addon ECU was used. The ECU was made by Magneti Marelli to control additive system with just data relayed back to engine ecu on fault conditions etc hence the lack of sensor etc
 

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Discussion Starter #9
It's getting more exciting! Despite the technical paper mentions the sensor, I see a resistor on wiring diagrams in Autodata and Peugeot Service Box, and I see this four cables running into the reservoir, it doesn't use that? Then, why don't I have the option to reset the 2nd counter in PP2000? (I would gladly upload a video or image to show the menu, but I haven't reached the 20 posts yet.) Might be a broken additive ECU, or diagnostic tool? Nevertheless, the additive quantity jumped up by 1 gr, so additive should be in the tank (again a guessing...). I can only think of a wrong additive fluid.
Thanks for your thoughts.
 

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There is a resistor in the fuel cap sensor circuit which is what it maybe showing. I think dependant on PP version some only give one counter and calculate the second, others have two counters.

I also know of a few cases where ecu would not reset but unplugging and plugging in again fixed and also i had to cheat on my old 807 when it would not clear i used the replacement ecu option and reset counters via that
 

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Discussion Starter #11
That resistor is showed inside the pump on the wiring diagram. I think nobody has checked whether he has the cable connected and has two counters in ECU. I already tried the Configuration and Replacement of ECU as well, but both ended up with infinity loop. It showed the registered quantity in 1st counter, I pressed enter -> next page I set the 1st counter to zero, pressed enter -> and it showed the 1st counter again. Did you have the Refill of reservoir option in your 807 and didn't work or it wasn't there like for me? Just to be sure, my DAM number: "9121". Tomorrow I will try this unplugging thing!
 

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I tried using the top up fluid/service dpf or similar option in the maintenance options.

With the 807 it would go through the motions eg remove fuel cap etc then at the end just say operation failed of similar and leave both counters untouched. When i used replacement parts option it asked for the counter values and set them without any problem
 

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When it goes into regeneration what is dpf temp getting up to ?

Does it have after turbo temp sensor or a before dpf temp sensor ? What is this reading when in regeneration ?

The ecm does a compare of these temps to work out if the oxidation cat is performing , the performance of oxidation cat has a bearing on how high temps get in regeneration

On this engine does it have the turbo intercooler bypass Y section just on the inlet manifold , or is it the straight forward single butterfly.?

Is this butterfly working , it is used for anti shudder on switch off , over run conditions,but in a lot of cases this butterfly partially closes in regeneration mode to force inlet temps up ( air strangulation it is called on other makes )


If some of these items are not working when ecm calls for regeneration and the temps are not met ( or on the borderline of acceptable) this can be ONE of the issues why it starts to regenerate more often .

On your service mileage counter how many miles are left to service needed .?
 

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Discussion Starter #14
I uploaded a video with a full regeneration (see below), and when I went through the Additive ECU menus. During the cleaning process the downstream temp goes up to 500-520C, the upstream temp (after turbo temp sensor) is 10-20C below it. Regarding the intercooler bypass, you can find an image under my profile (uploaded a schematic). It has a hose on the inlet manifold that collects the air from the EGR, intercooler, and intercooler bypass. As I understood, both fresh air hoses have a butterfly valve. That comes from the intercooler should work (solenoid valve not tested, but turns when I suck the pipe). Which one works as an anti shudder?
Don't know if it matters, but recently the car has low power on cold start, but after ~5km suddenly gets the horses back. Tried many things, cleaned the turbo and EGR solenoid valves, checked for vacuum leakage, disconnected MAF (that worked). When I unplugged the EGR vacuum hose at cold engine, it didn't work, but when I unplugged with warm engine it worked, so I thought the EGR is dirty. I have been driving with it for 1 week, but today it was sluggish a bit.
The other thing that I noticed is a thin oil film in the hose of the intercooler. I cleaned it with towel, but it appeared again after 200km. It is not excessive and I hope it only comes from crankcase gases?
Sorry for writing a novel, I wanted to give a full picture.

16.000 km is left (changed 4.000 km ago but my regular period ~12.000km)

I hope the video link gets posted:
https://youtu.be/q3tMVzKviRU
https :// youtu.be/q3tMVzKviRU

I appreciate any comments!
 

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I think regeneration temps are a little low on before and after temps sensors .

Where you getting any codes like ...regeneration frequency to often , or temp not attained during regen ?

Does PP have the option for activations on turbo bypass butterfly and inlet shut off butterfly ? Can you run this if it has and see if both them butterfly’s can be operated , engine will have to be running for vacuum supply here .

Them two butterfly’s with engine off one of them is open and the other is closed , could you see which one is which , follow top hose from intercooler and see which butterfly it goes to ....the open or closed one .

Can Pp do a stationary regen .... see what temps we get then without the cooling effect of intercooler .

Could you look at dpf differential at idle and at 3000 rpm staionary .

Where you say it runs badly from cold , does it lose lots of power and does it white smoke a bit , does the power suddenly come back and then all is well .
 

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The pipe from the top pipe is the intercooler pipe the bypass comes up the back of the engine to the Y unit and two doser valves on the end of the inlet.

Front valve should shut and rear valve open on cold start until engine temp rises to bypass intercooler and speedup warm-up.

Same applies during regen however the front valve will also shut slightly to increase flow from EGR to raise inlet and combustion temps.
 

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What I’m thinking here is the that when it’s in regen the intercooler bypass butterfly is not closing so inlet temps are staying lower because of inter cooler effect on the road

Windy where you say the front flap closes for egr to help with getting temps up sort of goes against what I know , egr gases are introduced to lower burn temps in most cases wouldn’t you say .
 
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