Are you looking for tips and advice on regenerating a Diesel Particulate Filter DPF?
■ If the DPF light comes on, it needs regenerating (see manufacturer’s hand book).
■ If the engine management light comes on and the glow plug light flashes then you will not be able to regenerate the DPF by driving.
■ ‘Limp home’ mode will engage, with a maximum of 3,000 RPM.
■ Check pressure sensors. There could be a build up of water.
■ Examine pressure pipes for damage. They must be clean or could freeze in extreme temperatures due to water build up.
■ Check that the EGR system is working correctly.
■ Check that the vehicle has the correct spec engine oil.
■ Check the additive (active system) Eolys/Cerine.
■ If the DPF is not regenerated and fills to over 90% or 45 grams, the component will need replacing. This is not covered under warranty.
■ It is advisable that the ECU is readapted to zero when a new DPF is fitted. This is to ensure that the ECU knows that the DPF is now empty, otherwise the ECU will be recording the soot values of the old DPF.
The DPF will not regenerate if:
■ Engine management light is on for any fault.
■ Faulty EGR valve.
■ If there is less than 20 litres of fuel in the fuel tank or if the fuel light is on then regeneration will not take place.
■ If you drive with your foot on the clutch pedal.
■ In order to carry out a static DPF regeneration use the correct diagnostic machine. Ensure the vehicle is in park/neutral, and the hand brake is on. The bonnet must be closed, and the foot pedals should not touched, as the diagnostic machine will keep the engine at 1,500 RPM until the operation is complete.
■ This operation could take up to 40 minutes
Monday 25 July 2011
Friday 22 July 2011
Our forthcoming stand at Equip Auto
We're looking forward to exhibiting and meeting industry contacts at Equip Auto in October.
Our team are just finishing off the final details for the show, and we will be bringing our largest stand to date to Paris between 11th and 15th October 2011.
Our confirmed stand number is: Hall 6 Stand No 6N 111
There will be more details to come on our blog and social media spaces, but we thought you might like to see our stand in advance!
Thursday 21 July 2011
Bike Ride for Ben
Vital funds will be raised to support the work of the automotive charity BEN, as staff from the UK’s largest manufacturer of aftermarket catalytic converters take to their bikes.
From Wednesday 17th August, EEC staff will be attempting to cycle between their manufacturing bases in Hilton (Derbyshire) and Denmead (Hampshire), a distance of over 170 miles.
The challenge is forecast to take around two days of continuous cycling, using the National Cycle Network to meander from the Midlands down to the South Coast.
The bike ride will be completed by Duncan Richards (Sales Director), Paul Newby (Continual Improvement Co-ordinator), Andy Wilding (Financial Controller) and Andy’s daughter Stephanie Davies. Extra bikes have also been kindly supplied by EEC customer Godfrey Autoparts / A1 Motorstore.
Duncan Richards, Sales Director, EEC, says: “As keen cyclists, we’re ready to take on this challenge and wish to raise as much money as possible for our own industry charity.”
“Although we’ve driven between our sites hundreds of times, this will be much tougher than battling the commuter traffic! We’ve been practising hard, and encourage everyone to make a donation.”
Regular pictures and updates from the team will be posted on the EEC Facebook wall (www.facebook.com/eurocats) and on Twitter (www.twitter.com/eec_cat) throughout the ride, and showing the training towards it.
For more information or to donate to the charity bike ride, please donate on our JustGiving page at: www.justgiving.com/bikerideforben/
The challenge is forecast to take around two days of continuous cycling, using the National Cycle Network to meander from the Midlands down to the South Coast.
The bike ride will be completed by Duncan Richards (Sales Director), Paul Newby (Continual Improvement Co-ordinator), Andy Wilding (Financial Controller) and Andy’s daughter Stephanie Davies. Extra bikes have also been kindly supplied by EEC customer Godfrey Autoparts / A1 Motorstore.
Duncan Richards, Sales Director, EEC, says: “As keen cyclists, we’re ready to take on this challenge and wish to raise as much money as possible for our own industry charity.”
“Although we’ve driven between our sites hundreds of times, this will be much tougher than battling the commuter traffic! We’ve been practising hard, and encourage everyone to make a donation.”
Regular pictures and updates from the team will be posted on the EEC Facebook wall (www.facebook.com/eurocats) and on Twitter (www.twitter.com/eec_cat) throughout the ride, and showing the training towards it.
For more information or to donate to the charity bike ride, please donate on our JustGiving page at: www.justgiving.com/bikerideforben/
Monday 18 July 2011
Muirhead Master - cat efficiency light
Our Technical Support Co-ordinator at EEC, Stuart Still, was recently called to a garage in Scotland to help overcome an issue associated with the cat efficiency light.
"I was asked by a distributor in Dundee if I would visit one of their customers, Iain Hutcheon of Muirhead Garage. He was in a dilemma, as the car he was testing for its MoT, had passed the emissions section with flying colours: CO at .12, HC at 2PPM, CO2 at 13.5, O2 at .75 and Lambda at .99. Unfortunately though the cat efficiency light was on, but why?
Iain had assumed the catalytic converter must be faulty, but this is not necessarily the case. The reason the cat efficiency light came on is that the rear Lambda sensor was detecting a higher proportion of O2 than was actually entering the catalytic converter. There should be less O2 exiting a catalytic converter than enters it!
Here is the formula that explains the O2 consumption within a catalytic converter: 2CO + O2 = 2CO2 CH4 + 2O2 = CO2 + 2H2O.
This explains why there is a consumption of oxygen during the oxidation process, because when the exhaust gases reach a temperature of 350°C they react with the Platinum, Palladium and Rhodium Wash Coat within the monolith.
Identify the source
With this in mind we had to identify the source of the extra O2. I concluded that the location would be between the two Lambda sensors, which I was able to deduce from the fact that if the source was before the first Lambda sensor, the HC’s would be far higher, thus allowing the Lambda sensor to pick up the extra O2.
Therefore the sensor would think that the mixture was lean and the ECU would compensate for this by increasing the fuel. If the extra O2 source is located after the second lambda sensor the cat efficiency light would not be on, as all of the emissions values are correct.
The source of the unwelcome O2 was due to a damaged pipe between the first and second Lambda sensors and once this was rectified, the warning light went out. I then explained to Iain how to evaluate the emissions values from his 4-gas analyser, and also how to diagnose, locate and remedy any faults.
4-gas analyser
Iain was extremely pleased with the outcome commenting: “I was totally unaware of what an effective tool my 4-gas analyser could be when it comes to assisting me in my day to day work of locating and eradicating problems. The 4G AGAR computer programme that Stuart has installed for me is a fantastic aid in helping me to analyse emissions faults.”
Heavy investment
EEC are committed to an education and training programme within the industry to help technicians understand, evaluate and diagnose emission problems.
The introduction of Type Approval for catalytic converters has been a great leap forward and has created a more level playing field.
EEC has invested heavily in its own wash coating facility in Denmead, thus ensuring the company produces a top quality product to allow garages to work quickly and efficiently when it comes to diagnosing faults.
Iain had assumed the catalytic converter must be faulty, but this is not necessarily the case. The reason the cat efficiency light came on is that the rear Lambda sensor was detecting a higher proportion of O2 than was actually entering the catalytic converter. There should be less O2 exiting a catalytic converter than enters it!
Here is the formula that explains the O2 consumption within a catalytic converter: 2CO + O2 = 2CO2 CH4 + 2O2 = CO2 + 2H2O.
This explains why there is a consumption of oxygen during the oxidation process, because when the exhaust gases reach a temperature of 350°C they react with the Platinum, Palladium and Rhodium Wash Coat within the monolith.
Identify the source
With this in mind we had to identify the source of the extra O2. I concluded that the location would be between the two Lambda sensors, which I was able to deduce from the fact that if the source was before the first Lambda sensor, the HC’s would be far higher, thus allowing the Lambda sensor to pick up the extra O2.
Therefore the sensor would think that the mixture was lean and the ECU would compensate for this by increasing the fuel. If the extra O2 source is located after the second lambda sensor the cat efficiency light would not be on, as all of the emissions values are correct.
The source of the unwelcome O2 was due to a damaged pipe between the first and second Lambda sensors and once this was rectified, the warning light went out. I then explained to Iain how to evaluate the emissions values from his 4-gas analyser, and also how to diagnose, locate and remedy any faults.
4-gas analyser
Iain was extremely pleased with the outcome commenting: “I was totally unaware of what an effective tool my 4-gas analyser could be when it comes to assisting me in my day to day work of locating and eradicating problems. The 4G AGAR computer programme that Stuart has installed for me is a fantastic aid in helping me to analyse emissions faults.”
Heavy investment
EEC are committed to an education and training programme within the industry to help technicians understand, evaluate and diagnose emission problems.
The introduction of Type Approval for catalytic converters has been a great leap forward and has created a more level playing field.
EEC has invested heavily in its own wash coating facility in Denmead, thus ensuring the company produces a top quality product to allow garages to work quickly and efficiently when it comes to diagnosing faults.
Wednesday 13 July 2011
The Gas Station
On my many visits to garages (independents, MOT centres, national chain or main dealers) I have been surprised how little information is retrieved by the technician after completing an emissions test using a Four Gas Analyser.
The usual statement to the customer is: “Your car has passed or failed the MOT on the emissions.”
The problem is that the MOT only requires a report on the CO, HC plus a lambda reading. Therefore if the reading of CO was .3, HC 123ppm, and a lambda reading of .99 at 2000 rpm, that would constitute a fail. You could conclude that the catalytic converter needs replacing because it is not working effectively, as the HC and CO are too high. This situation is usually resolved by fitting a new Cat as this would reduce the HC and CO, enabling the vehicle to pass the emissions section of the MOT.
This is only a short term fix, as the CO and HC values will reduce for only a short period of time. There is a problem that needs to be corrected before the new Cat is
damaged but locating and solving these problems are fairly simple and straightforward.
You need a report from your 4 Gas Analyser showing the 4 gas values of CO, CO2, HC, O2, and a lambda reading. The two values that are missing from the example test earlier are CO2 at 14.1 and O2 at 1.21, which are extremely important to interpret your diagnosis.
The O2 value should be less than .2. As you can see there is a high reading of O2 – this is a result of a small hole, damaged gasket or a failed seal between or around the lambda sensor and cylinder head.
As a result the lambda sensor is picking up a high volume of O2, this information is fed back to the ECU, assuming that the engine is running lean and it will adjust the mixture making it richer. This will result in an excess of HC, causing damage to the catalytic converter, and a possible failure of the converter within its warranty period.
I would recommend that you print and analyse a four gas report when carrying out an MOT emissions test, and repeat the process after fitting a new catalytic converter as it is an ideal opportunity to locate and report a number of emission faults.
These could include over-fuelling, air filter, exhaust, catalytic converter and ignition problems. As you know, the catalytic converter is working at 100% therefore the problems must be elsewhere.
The ideal values are: CO: <.2%, CO2: >13.5%, O2: <.2%, HC: <15PPM, Lambda: Btw.99 & 1.01 @ 2000 rpm
EEC have embarked on a full emissions training program to include catalytic converters, lambda sensors, exhaust systems, and how to read and understand 4 gas analyser values. These training programs can be arranged through the day or in the evening.
The problem is that the MOT only requires a report on the CO, HC plus a lambda reading. Therefore if the reading of CO was .3, HC 123ppm, and a lambda reading of .99 at 2000 rpm, that would constitute a fail. You could conclude that the catalytic converter needs replacing because it is not working effectively, as the HC and CO are too high. This situation is usually resolved by fitting a new Cat as this would reduce the HC and CO, enabling the vehicle to pass the emissions section of the MOT.
This is only a short term fix, as the CO and HC values will reduce for only a short period of time. There is a problem that needs to be corrected before the new Cat is
damaged but locating and solving these problems are fairly simple and straightforward.
You need a report from your 4 Gas Analyser showing the 4 gas values of CO, CO2, HC, O2, and a lambda reading. The two values that are missing from the example test earlier are CO2 at 14.1 and O2 at 1.21, which are extremely important to interpret your diagnosis.
The O2 value should be less than .2. As you can see there is a high reading of O2 – this is a result of a small hole, damaged gasket or a failed seal between or around the lambda sensor and cylinder head.
As a result the lambda sensor is picking up a high volume of O2, this information is fed back to the ECU, assuming that the engine is running lean and it will adjust the mixture making it richer. This will result in an excess of HC, causing damage to the catalytic converter, and a possible failure of the converter within its warranty period.
I would recommend that you print and analyse a four gas report when carrying out an MOT emissions test, and repeat the process after fitting a new catalytic converter as it is an ideal opportunity to locate and report a number of emission faults.
These could include over-fuelling, air filter, exhaust, catalytic converter and ignition problems. As you know, the catalytic converter is working at 100% therefore the problems must be elsewhere.
The ideal values are: CO: <.2%, CO2: >13.5%, O2: <.2%, HC: <15PPM, Lambda: Btw.99 & 1.01 @ 2000 rpm
EEC have embarked on a full emissions training program to include catalytic converters, lambda sensors, exhaust systems, and how to read and understand 4 gas analyser values. These training programs can be arranged through the day or in the evening.
Tuesday 5 July 2011
Are you faulty fitting cats?
When fitting a DPF, it's extremely important to make sure that all connections are sealed and air tight.
The picture below perfectly illustrates an incorrectly fitted pressure sensor, and it's possible to see where exhaust gases have been leaking due to a damaged seal, which may not have been tightened correctly.
Saturday 2 July 2011
Catalytic Converter Recycling from Clean Air Technology
View our video from Clean Air Technology showing how we recycle old catalytic converters.
The Next Regeneration - How to perform a forced regeneration
Stuart Still, Technical Trainer for EEC, explains why garages are missing out on a real goldmine when it comes to Diesel Particulate Filter (DPF) replacement and how you go about performing a forced regeneration.
Over the past few months on my visits to various garages and motor factors, I have been asking a couple of questions regarding DPFs, they are: a) “how many do you sell or fit?” and b) “do you actively promote them?”.
The majority of answers were along the lines of: “We regard it as a main-dealer only product and don’t want to get involved with DPFs as it is too complicated.” Another popular reply was: “We just can’t get the supplies” – I was staggered!
I explained that a DPF is only a filter which removes soot/carbon from the exhaust gases, and is very easy to fit. You would never have guessed this however, judging by the fact that main dealers still account for the majority of the DPFs fitted within our market place.
Most of them are chargeable to the vehicle owner, even if they fail within the manufacturer warranty period, and they are regarded in the same way as an oil, fuel, or air filter, as the warranty only covers mechanical failure.
A high ticket product
With that evidence in front of us it is clear that the aftermarket is missing out on an opportunity to increase sales and profit margin. DPFs are a high ticket product, for example an OE Mazda 6 DPF is £1,800, and an OE Vauxhall Zafira DPF costs £750.
In the April edition of PMM, I explained about the different types of DPF, their construction and how they work. This time I thought it may be useful to share information that can help you to feel more confident when discussing DPFs.
How and when to ‘regenerate’
1) There seems to be some confusion about why they fail and how to diagnose faults – it is extremely unusual that a DPF will fail on its own! The problems are usually upstream of the DPF or due to an issue with the DPF system.
2) If the DPF light comes on this means ‘Regenerate’. The majority of vehicles have the same warning light sequence as show in Fig 1 but always check the vehicle’s own handbook to be safe.
3) Once again, read the hand book for instructions, for example: ‘Drive for 20 minutes at a constant speed of 65mph’.
4) If the DPF is not regenerated at this stage and fills to over 90% or 45 grams, the component will need replacing. This is not covered under warranty.
5) If the coil and engine management light is on with a loss of power, ‘limp home mode’ will engage with a maximum of 3000 RPM and the fault code will read ‘DPF soot loading too high’ – a forced/emergency
regeneration is required.
6) In order to carry out a forced/emergency static DPF regeneration, use the correct diagnostic machine.
7) If the engine management light comes on first, followed by the DPF light, it indicates an issue within the DPF system, for example temperature, pressure, sensors etc.
8) Ensure the vehicle is parked outside, in park/neutral, the hand brake is on, engine warm (with at least a quarter tank of fuel) and that there are no fault codes stored. A step- by-step guide is supplied with a suitable reset/regenerate tool (Fig 2).
Useful advice and checks for DPFs
■ Check pressure sensors. There could be a build up of water.
■ Examine pressure pipes for damage. These must be clean or could freeze in extreme temperatures due to water build up.
■ Check that the EGR system is working correctly.
■ Check that the vehicle has the correct spec engine oil.
■ Check the additive (active system) Eolys/Cerine.
■ Fiat has a service indicator which tells the owner they need an oil change after 15,000 miles. They were then finding that if the vehicle had a DPF and was doing lots of regenerations, the oil quality would degrade quickly, meaning the vehicle required an oil change before the advised 15,000 miles.
■ Check the oil levels because some levels can rise due to regeneration as fuel gets into the oil. Oil and oil filter must be changed before replacing the DPF.
■ The ECU must be ‘readapted’ when a new DPF is fitted and also when the fuel additive Eolys/Cerine is topped up.
A DPF will not regenerate:
■ If the engine management light is on for any fault.
■ If there is a faulty EGR valve.
■ If there is less than 20 litres of fuel in the fuel tank or if the fuel light is on.
■ If you drive with your foot on the clutch pedal.
The majority of answers were along the lines of: “We regard it as a main-dealer only product and don’t want to get involved with DPFs as it is too complicated.” Another popular reply was: “We just can’t get the supplies” – I was staggered!
I explained that a DPF is only a filter which removes soot/carbon from the exhaust gases, and is very easy to fit. You would never have guessed this however, judging by the fact that main dealers still account for the majority of the DPFs fitted within our market place.
Most of them are chargeable to the vehicle owner, even if they fail within the manufacturer warranty period, and they are regarded in the same way as an oil, fuel, or air filter, as the warranty only covers mechanical failure.
A high ticket product
In the April edition of PMM, I explained about the different types of DPF, their construction and how they work. This time I thought it may be useful to share information that can help you to feel more confident when discussing DPFs.
How and when to ‘regenerate’
1) There seems to be some confusion about why they fail and how to diagnose faults – it is extremely unusual that a DPF will fail on its own! The problems are usually upstream of the DPF or due to an issue with the DPF system.
2) If the DPF light comes on this means ‘Regenerate’. The majority of vehicles have the same warning light sequence as show in Fig 1 but always check the vehicle’s own handbook to be safe.
3) Once again, read the hand book for instructions, for example: ‘Drive for 20 minutes at a constant speed of 65mph’.
4) If the DPF is not regenerated at this stage and fills to over 90% or 45 grams, the component will need replacing. This is not covered under warranty.
5) If the coil and engine management light is on with a loss of power, ‘limp home mode’ will engage with a maximum of 3000 RPM and the fault code will read ‘DPF soot loading too high’ – a forced/emergency
regeneration is required.
6) In order to carry out a forced/emergency static DPF regeneration, use the correct diagnostic machine.
7) If the engine management light comes on first, followed by the DPF light, it indicates an issue within the DPF system, for example temperature, pressure, sensors etc.
8) Ensure the vehicle is parked outside, in park/neutral, the hand brake is on, engine warm (with at least a quarter tank of fuel) and that there are no fault codes stored. A step- by-step guide is supplied with a suitable reset/regenerate tool (Fig 2).
Useful advice and checks for DPFs
■ Check pressure sensors. There could be a build up of water.
■ Examine pressure pipes for damage. These must be clean or could freeze in extreme temperatures due to water build up.
■ Check that the EGR system is working correctly.
■ Check that the vehicle has the correct spec engine oil.
■ Check the additive (active system) Eolys/Cerine.
■ Fiat has a service indicator which tells the owner they need an oil change after 15,000 miles. They were then finding that if the vehicle had a DPF and was doing lots of regenerations, the oil quality would degrade quickly, meaning the vehicle required an oil change before the advised 15,000 miles.
■ Check the oil levels because some levels can rise due to regeneration as fuel gets into the oil. Oil and oil filter must be changed before replacing the DPF.
■ The ECU must be ‘readapted’ when a new DPF is fitted and also when the fuel additive Eolys/Cerine is topped up.
A DPF will not regenerate:
■ If the engine management light is on for any fault.
■ If there is a faulty EGR valve.
■ If there is less than 20 litres of fuel in the fuel tank or if the fuel light is on.
■ If you drive with your foot on the clutch pedal.
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