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Ford Transit 2.4 JXFA 2009 - Unburned diesel smoke, OK when Air Mass sensor disconnected - Fixed #

Posted by Peter Cooper on January 18, 2014, 2:55 pm

Year of Manufacture *: 2009
Engine Size and Code *: 2402cc JXFA
( Optional) Fault Codes: None

We are having problems with a Ford Transit common rail having white / blue unburned fuel coming out of the exhaust pipe. The engine is not misfiring at idle and drives perfectly well. It can be made to sort of misfire by holding the revs at about 2000 rpm where it smokes quite badly. We have had the injectors tested and overhauled. And no improvement.

We made up a plate to block the EGR and that didn’t help.

We are now checking the cam and common rail fuel pump timing and our Autodata tells us to time the fuel pump, although we have a hole in the pump front pulley we cant find a hole in the pump. Does it have a hole?

Also the timing chain tensioner is a long way out of its housing about 20MM is that too much.

Are there any common problems for over fuelling?

Also we noticed that when we disconnect the air flow meter and the vehicle goes into limp mode the excess fuel smoke reduces to next to nothing.

Have a look at our Video of the smoke.

https://www.dropbox.com/s/2i811tyr4zb2xx2/Ford%20Transit%20Diesel%20%20smoke.MOV

The next video is with the airflow meter disconnected.

https://www.dropbox.com/s/y6onhfu3ep9eprf/Ford%20Transit%20Diesel%20air%20flow%20meter%20disconected.MOV

We replaced the air flow meter and no improvement.

We’ve checked live data and all looks ok to us.

Hope you can help

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by george ambelas <iframe src='https://members.boardhost.com/ukautotalk8/info/user=ukat3245' width='330' height='300' border=0 style='border:none;'> on January 18, 2014, 6:38 pm, in reply to "Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."
George Ambelas

hi peter this seems very much similar to what I had to deal with a ldv pilot 2 months ago. white blue smoke at about 2.000 rpm but no smoke with air mass disconnected. you can read my post in the diesel section October 1 and see my video at the end of the post October 9 the fault with that ldv was the egr which was stuck in closed position all the time causing more air through the air mass thus affecting it's signal and over fuelling at mid range. so check the egr valve it should be open on idle

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by Mark Carter <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT1428' width='330' height='300' border=0 style='border:none;'> on January 18, 2014, 9:34 pm, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."
Mark Carter

It may make sense to sit back and think how a diesel engine works and what fault would cause, Blue, black or white smoke?

Remember the four stages that must happen to the fuel before it will release its energy.

Ask yourself what is the AMM there for on a diesel vehicle and how would the ECU react to the loss of that signal.

Mark

Modern cars, Its all wizardry and witchcraft

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by Peter Cooper <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT5508' width='330' height='300' border=0 style='border:none;'> on January 19, 2014, 7:01 pm, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."

Hi George

Thanks for taking the time to read and reply to my post. This vehicle has been causing a lot of stress to us all. I don't know whether it has the same engine as your LDV but it sure does look like it could be the same fault as we are experiencing.

First thing we will do Monday morning is check the EGR valve and see if its blocked or jammed shut.

Many thanks for your input.

Peter Cooper

Peter Cooper

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by Matt Seabrook <iframe src='https://members.boardhost.com/ukautotalk8/info/user=ukat3462' width='330' height='300' border=0 style='border:none;'> on January 20, 2014, 9:33 am, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."
Matt Seabrook

Does the MAF reading change when the engine operates the EGR on idle? That would be a good first clue if the EGR is working.

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by Peter Cooper <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT5508' width='330' height='300' border=0 style='border:none;'> on January 20, 2014, 11:18 am, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."

Hi Matt

Can't test that yet as we have the timing chain cover off.

We have been checking the cam chain timing and are trying to find out how far the timing chain tensioner is allowed to be out of its housing.

Best wishes

Peter Cooper

Peter Cooper

Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected.

Posted by dave djautos <iframe src='https://members.boardhost.com/ukautotalk8/info/user=ukat3652' width='330' height='300' border=0 style='border:none;'> on January 22, 2014, 12:23 pm, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."

Hi 20 mm Is too Much You Should Be Looking At 12-15 mm For Tensioner. As For Fuel Pump Timming Pin Hole There Is Not One For Common Rail Pump. I Would Strongly Advise Changing Full Chain Kit Even If This Does Not Resolve Your Smoke Issue As It Can Cause Major Damage.

Fixed #

Posted by Peter Cooper on February 5, 2014, 1:11 pm, in reply to "Re: Ford Transit Unburned Diesel Smoke ok when Air Mass Sensor Disconected."
Edited by board administrator February 5, 2014, 2:08 pm

Thanks to every one that replied on this one.

Eventually we found a process called pilot learn in the functions area on the Snapon Solus.

We carried this out and it fixed it.

However im not exactly sure what it is.

Can someone enlighten me.

And why should it need re-doing.

Peter Cooper

Re: Fixed #

Posted by Alan Lange <iframe src='https://members.boardhost.com/ukautotalk8/info/user=ukat3293' width='330' height='300' border=0 style='border:none;'> on February 5, 2014, 11:34 pm, in reply to "Fixed #"
Alan Lange

Hello Peter, I would guess that you've re-set the pilot injection (a small amount of fuel injected before the main injection event to counter act diesel knock). Maybe needs to be re-set when injectors wear or block slightly? I could be totally wrong though.

Re: Fixed #

Posted by Peter Cooper <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT5508' width='330' height='300' border=0 style='border:none;'> on February 6, 2014, 11:33 am, in reply to "Re: Fixed #"

Thanks for the replie.

The customer said that it suddenly started smoking on one journey.

Thats why I am puzzled as to why it should need resetting.

I have also been told its the injector timing, but im not sure.

Best wishes

Peter Cooper

Peter Cooper

Re: Fixed #

Posted by Darren Bamford <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT5465' width='330' height='300' border=0 style='border:none;'> on February 6, 2014, 11:13 pm, in reply to "Re: Fixed #"

This is brief extract from the Denso training manual

Microinjection Quantity Learning Control also called injector pilot learn on Ford

(1) Outline
• In microinjection quantity learning control, the actual injector injection quantity is estimated from the
change in engine rotational speed that accompanies a very small injection. The difference between the
estimated actual injection quantity, and the injection quantity command value at that time are learned by
the engine ECU. This difference is then used to correct the actual injection quantity.
(2) Goal
• Microinjection quantity learning control is used to accomplish the following: 1) to minimize injection
quantity deviations due to injector deterioration over time, and 2) to prevent both engine running noise
due to misfires and exhaust smoke.
(3) Control outline
• Microinjection quantity learning control is automatically performed approximately every 2000 km of
normal vehicle operation, and is completed after the vehicle has traveled approximately 500 km. Actual
learning takes place during the following processes.

Determination for learning conditions

Microinjection quantity learning control is performed when the following two engine operations are
established: 1) a reduction in vehicle speed, and 2) injection is cut off. In the determination process, the
engine ECU then judges whether or not the conditions for learning have been met. The figure below
shows the specific details for learning determinations.
Single microinjection operation

Under the single microinjection operation process, microinjection is performed once the following items
are set: 1) the cylinder for which learning will be performed, and 2) the injection quantity. The figure
below shows the specific settings and controls for a single microinjection.
Detecting the change in rotational speed via injection

In this process, the change in rotational speed can be detected using the set microinjection. The figure
below shows the processing for calculating changes in rotational speed

Correcting the injection pulse width (TQ), and actual injection quantity (Q) characteristics

In this process, the actual injection quantity is estimated from the set microinjection, and the change in
rotational speed. The actual injection quantity is then corrected such that the value equals the target
injection quantity. The figure below shows the processing for the aforementioned corrections.

[ REFERENCE ]

Learning must be performed manually when either an injector (or injectors), or the engine ECU is replaced.
As per the figure below, diagnostic tools are used to perform learning while the engine is operating.

Re: Fixed #

Posted by Peter Cooper <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT5508' width='330' height='300' border=0 style='border:none;'> on February 7, 2014, 8:45 am, in reply to "Re: Fixed #"

Thanks for the reply Darren.

That info is most useful.

Its also interesting to note that it adjusts during use, which may explain why according to the customer it went wrong all of a sudden on one journey.

The customer came back in and paid his bill yesterday and said its running fine still.

Only time will tell if there is something else wrong with it.

Thanks for your help.

Peter Cooper

Peter Cooper

Re: Fixed #

Posted by Shaun Dale <iframe src='https://members.boardhost.com/ukautotalk8/info/user=UKAT2719' width='330' height='300' border=0 style='border:none;'> on March 25, 2014, 11:12 am, in reply to "Re: Fixed #"
Shaun Dale

I was just wondering about the relationship of cam timing and the micro-injection timing. If the tensioner is excessively extended than the chain is likely to be worn resulting in retarded cam timing. Would this then upset the system self learning for the micro-injection? i.e if the burn is not good would it deliver excessive fuel at this point?
Just a thought.
Shaun

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