the temp sensor in the dpf, code 'dtc0200292, turbine downstream temperature regulation'. Yes I'll probably change the injector and i'll change the oil and filter again, just changed it after the previous forced regen...

 

Would leave the oil for a few weeks ,,
Make sure everything else is ok first..
Missed something here in 12 pages, what injector?

 

yes I may leave the oil until we've driven the car some more, re injector bit of a long story..after putting the dpf back on, and after the test drive, I got error code DTC02033a for cylinder 3. This error has been there in the past several times. The 'stop' light and 'engine damage risk' warning would normally (although not this time) come on, but would disappear after a few moments, normally after restarting the car. Renault has looked at this previously and said it was the connector of the injector, not the injector itself. Their suggested official repair was to change the engine wiring loom....although it was suggested it was also possible to change the connector itself, but Renault could not supply this. The advice at the time was not to worry about it, there was no problem driving the car. There is an issue with the connector on this injector in sofar that the locking mechanism of the connector has been broken somewhere in the past and the connector is held on to the injector with a cable tie instead, can't see that being an issue though.

The error came back recently at the same time as the error relating to the dpf being blocked. At that point Renault suggested that the injector needed changing. When I asked if they were sure about it being the injector and not the connector they said it could still be the connector...slowly losing faith in what I was being told by Renault I decided to not change the injector at that point. There also was no suggestion the blocked dpf and the injector fault could be related, although we did ask what could cause the dpf to block.

I don't know if the two issues are related, they may be, but as this error is coming back regularly I thought it best to change the injector, so it's known good. NB I changed the injector on cylinder 4 recently as that was broken.

 

Right 0203.. 3a..

That makes more sense..
0203, = electrical fault on injector 3, 3a is the actual type of fault..

 

thanks, 3a indicating what type of fault?

 

Not on the correct laptop to answer you at the moment ( long story )..
But will post it later, once laptop is finished downloading a programme for me

 

3A Signal has too many pulses

 

ok thanks, does that mean the issue is with the injector (ie faulty i jector) or elsewhere?

 

Injector working overtime, BUT its the electrics of the injector..
Not much point trying to get "Yours" reconned, as they only ever tend to change the nozzle parts .

 

Ok thanks, I'll replace it with a new one. That makes two injectors gone in the last few months, I hope the other two don't go as well..Would the faulty injector be a reason for the dpf to get blocked?

 

In my opinion..NOPE,, as its an electrical impulse thats over working..

So unless the connector is just lose enough to lose a signal then reconnect that fast its just pointing to the internals of the injector.

DPF's most of these are how it's driven, you can get someone who rags the car everywhere and not an issue.
Someone who is careful, always have an issue,
No real happy medium ..

Just a bad design feature to make it a good buying point ( cheaper tax)
But take into consideration, just one major issue, then all the money saved from the tax, is used up, can take the best part of 7 years to recoup the bill through the tax savings..

Just my opinions, but DPF's have been around for years, and it seems certain cars/makes suffer the most....

Not just smaller Engines, Volvo's Suffer, Toyota, when they block up.
No place in the ECU to force a regen, so it's either new or cleaned..
Ford Focus suffered , if fitted with the fluid that went into a separate tank, and owner did not know that every time the fuel flap was opened it injected more of this fluid in, so the tank ran out before it should, Peugeot system fitted to them.
Vauxhall, able to do a forced Regen, but the fuel tanks have been known to leak because of the heat, so its a heart attack when having to do one..


We actually dont like doing Forced Regens, its one of those jobs, It can go wrong.

Theory everything is good,.
Practise so far away from theory...

 

Hi

I have changed the injector, took the car for a test drive. It tried another dpf generation and that was marked as failed. Soot level in dpf around 20g. There was one fault code, dtc253f29 permanent, engine oil quality. Would that prevent dpf regeneration? Other than that, could it just be that the dpf is knackered and won't regenerate any longer, ie it needs changing? The number of failed regeneration attempts stands at 8 at the moment, I think I read somewhere it will stop trying regenerations at 10 failed attempts, I might be wrong.

 

Just me ................. never ever try to start a regen if there are any ECU faults logged - sort/clear them RELIABLY first.


They can and do screw with regens - that's why I said you need new oil after seeing your parameters earlier

 

hi

thanks, yes changing the oil at the moment

 

Remember to clear oil wear/timer before driving/doing anything after oil+filter change.


If at all possible don't do a forced regen ........... drive the thing and let technology manage itself

 

Hi

oil changed, service interval reset, oil dilution went down from 8% to 0.2%, oil quality error code erased. Went on another test drive and after 25 or so km the dpf temp sensor went up to approx 600 degrees and it did an unforced dpf regeneration. Soot levels went down from 22 to near 0 see attached pic. No more fault codes. So it looks like the regeneration process works at the moment, will drive it for a couple of days to see what happens.

 

Glad it worked out.



I am all for keeping reference data on particular engines - this is a good example for you to have a known good working set of values for the animal

 

I have now driven the car for around 250 miles , in that time it has done 5 dpf regenerations, oil dilution gone up to around 0.9%. Is this normal? It seems to me it's doing a lot of regenerations, if the oil dilution is going up that quickly, I'd be looking at changing the oil every 2000 miles or so. Could there be another problem that's creating excess soot, filling up the dpf quicker than normal and getting it to regenerate too often, diluting the oil in the process? There are currently no reported fault codes.

 

Describe the subjective feel of the engine ............. quick to start, economy, power, hot or cold operations?..............


The initial fuel dilution rate is much higher in fresh oil than in used oil - if you draw a curve of dilution measured against distance traveled you will see this characteristic - its something oil labs warn owners of even petrol DI engines in particular.


You are not wearing anything out with normal regens .................. its going to be a function of the capacity of the DPF and the success of the logic built into the ECU and most importantly your driving environment and style . ............. I dont know what the normal frequency of regens in city driving is for a Renault or any engine, but would think your report at this stage sounds totally normal.


Lets see if there are any other **** data gatherers like me that can report on personal experiences with the same engine in the same driving conditions.


This all just goes to show how critical it is to keep MILs off on the ECU so that normal regens can happen when the ECU wants it to happen else you end up with your initial problem

 

thanks

the car feels normal to drive, starts quickly, economy and power as previously. When cold it seems perhaps a bit more noisy than previously but that might be subjective. I'll keep an eye on the regenerations and oil dilution.