Using Delphi DieselMax and Turbocharger extra modules
Delphi software package provides additional modules that enhance the use of diagnostic tools. Some of the Delphi software package extra modules are:
MaxModule
DieselMax
TurboCharger
RTDLogger
GWM
GWM_MAX
DieselMax module
The Diesel Max software package for the DS100E/DS150E provides workshops with the unique offering of in-depth diesel diagnostics on Delphi equipped vehicles combined with comprehensive systems diagnostics across a massive range of the modern European vehicle parc.
There are now more than 5 million vehicles on European roads equipped with Delphi Common Rail diesel injection systems. If a garage or workshop is to offer service on these vehicles they need a diagnostic tool that is not only a fault code reader – it must also give the capability to write to the ECU.
Each Hi-Tech Delphi Common Rail injector is allocated it’s own special coding (or ‘C2I’ coding) to ensure maximum performance. The features of the Diesel Max package will include the capability to read/write C2I codes on Common Rail applications, the facility to drive actuators and the ability to identify ECU’s. This 16 digit number relates to the specific characteristics of each injector and must be programmes into the ECU when the injector is fitted onto the vehicle. Therefore, if a workshop replaces a Delphi Common Rail injector they must own a diagnostic tool that is capable of writing the C2I code to the ECU. The DS100E/DS150E with the Diesel Max software Package is the only OE recognized tool targeted at independent garages and workshops that can provide this capability.
In addition to this unique ‘diesel’ capability, the Diesel Max package also offers full diagnostics across other vehicle electronic systems including petrol engine management, ABS, airbag, instrument panel, air conditioning, gearbox and immobiliser systems. The user will be able to read and erase fault codes as well as read real time data relating to these systems.
Turbocharger module
Delphi Turbocharger Software for specific fault diagnosis of the induction system and emission-related components. This new module allows technicians to accurately diagnose and repair emission-sensitive technologies like turbochargers, diesel particulate filters (DPF), exhaust gas recirculation (EGR) valves, select catalytic reduction (SCR) systems and sensors.
Explanation reasons for some emmision test failures:
Turbocharger
A turbocharger improves an engine’s efficiency forcing a greater mass of air into the cylinders on each intake stroke. It consists of a small centrifugal pump driven by the energy of the exhaust gases. Turbochargers have decreased in size over the years, for quick spool-up during different engine loads and speeds. The bearing shaft can reach 200,000-240,000 rpm. The tips of the compressor and turbine wheel will reach the speed of sound during full acceleration. The lifetime of a turbocharger is normally equal to that of the engine, but after around 250,000 km there is risk of reduced efficiency. The most common problems with turbochargers are:
Dirt on the turbine and compressor wheel.
Imbalance and excessive noise.
Faulty variable turbine geometry (stuck, dirty).
Oil leakage due to excessive crankcase pressure (blow-by gasses).
Main bearing shaft and thrust collar wear due to oil impurities, lack of lubrication, too long service intervals or diesel fuel in the oil.
Over speed, excessive temperature, worn out compressor wheel, turbine and compressor wheel touching the housing.
A slow turbocharger spool-up can increase PM emissions and black smoke during accelerations. A dirty, malfunctioning variable turbine geometry can provoke:
DTCs for boost pressure, lack of power (poor engine performance), engine protection mode (electronic limitation).
Turbocharger noise (galloping).
Diesel Particulate Filters (DPF)
‘Full-flow’ DPFs have a very high efficiency under favourable conditions. Evidence of this can be found by examination of the inside of the exhaust pipe, which can be clean even after many kilometres of operation. Up to 95-98% of all particles produced by a diesel engine are removed by the DPF, and subsequently burned to ash, CO and CO2 inside the filter. A certain amount of ash stays inside during the lifetime of the filter life.
During a free acceleration test on a diesel vehicle equipped with a DPF there will tend to be hardly any increase in the k value (opacity) over the background. If the k value does increase during the test – as would be the case for a vehicle without a DPF – it is likely that the DPF is faulty (monolith broken or removed). The inside of the exhaust pipe is also likely to be completely black.
A faulty DPF can result in the following problems:
An increase in PM emissions.
DTCs (e.g. excessive backpressure, mass airflow sensor offset).
It should be noted, however, that some ‘partial-flow’ DPFs have a lower particle removal efficiency (up to 40-50%) than full-flow DPFs, even if they are in good condition. It is therefore important to know what type of DPF is fitted to the vehicle before doing the test, as with a partial-flow filter particles will still be present in the exhaust gas.
Exhaust Gas Recirculation (EGR)
Where there is an EGR-related fault, pollutant levels in the exhaust will depend upon the position of the EGR valve, i.e.:
Valve open: increased PM emissions.
Valve closed: increased NOx emissions.
A permanently open EGR valve can result in the engine being difficult to start, poor and irregular engine idle, white smoke in the exhaust, engine cut-off during driving, lack of power, and various EOBD fault codes. The EGR-valve function is subject to closed-loop control by the mass air flow (MAF) sensor or by the position sensor on the EGR valve (if mounted). Faulty EGR valves can cause OBD diagnostic DTCs from the EGR valve or the MAF sensor. An additional EGR valve function check is provided by the wideband oxygen sensor.
Select Catalytic Reduction (SCR)
The current technology of choice for reducing emissions of NOx is selective catalytic reduction (SCR). In an SCR system the exhaust gas is mixed with a reagent (usually ammonia) and passed over a catalyst. SCR systems have been available on a large scale since the introduction of Euro IV and Euro V road vehicles. For road vehicles the use of ammonia itself has been practically ruled out due to safety concerns, and urea solution (CO(NH2)2 in water) has been selected by a number of manufacturers as the additive of choice for meeting the Euro V (2008) limit (2 g/kWh) for heavyduty engines.
The urea additive is stored in a separate tank near the diesel tank. It is important to ensure that there is always an adequate supply of urea solution in the tank. If a truck, bus or car with an SCR system is operated without the additive, then there is risk that the SCR system will be damaged andemissions will increase. The driver would also experience a loss of engine power until the additive is replenished. The quality of the urea is also important, and this is controlled by the DIN V 70070 standard.
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