Greinin er tekin af heimsíðunni:
https://www.fcarusa.com/TechSupport/HowTo/InjectorCodingOrNot

To code or not to code that is the question…..?

 In days gone by, diesel injectors although cumbersome to fit, were generally seen as plug and play. However, since the advent of common rail diesel systems, and in turn common rail injectors, the garage can often be left confused or unsure as to whether an Injector needs coding or not. 

Common rail diesel systems offers a number of benefits over traditional diesel systems, such as improved performance, lowered fuel consumption and quieter engines. Another significant advantage of a common rail system is its ability to uniquely reduce emissions, the buzz word on the lips of every Eurocrat.  

So why code injectors? An injector code, typically known as an IMA code (Bosch and Siemens) or a calibration code (Delphi), is a code that is programmed to the ECU for accurate communication and Injection control. With ever increasing emissions legislation and tightening of limits, vehicle manufacturers have been forced to more accurately control the flow of fuel going into the engine to optimize the efficiency of the combustion process and control emissions within acceptable limits… 

The IMA coding is an industry standard: Injector Menge Abgleichung (injector Quantity Offset). When an injector goes through the OE test it generates an IMA code which identifies where in the tolerance range the needle and nozzle assembly fit, this allows the ECU to vary the fueling accordingly and optimize the engine performance. Failure to code in the injectors can result in several issues:

• Performance – In some systems it may be possible to drive away and not notice any difference. In reality, if the injectors have not been coded, it is unlikely that the customer will be getting the optimum performance from the vehicle and may well end up back at the garage with an increase in fuel consumption or black smoke etc.
• Non start – In newer systems if you do not code in the injectors the vehicle will not start
• Poor / lumpy running – as the injectors are not coded, the ECU will carry on fueling as if the previous injector was still present, which can cause poor performance. The engine management light is also likely to come on   necessitating another visit to the garage.  

How do I know if the injector I have purchased needs coding?

DELPHI Common Rail Injectors – All require coding to the engine. Typical code is 16 alphanumeric characters (C2i Injectors) or 20 characters for more recent applications (C3i injectors). Code typically found on Injector head. 

DENSO Common Rail Injectors – As a rule, all require coding, although some very early releases may not. Typical code length is 16-24 alphanumeric characters dependent upon vehicle marquee. Code typically found on Injector head. You can also use the QR code found on the injector for this information. 

VDO/Siemens Common Rail Injectors Injector’s – Only VW applications at this moment require coding. Typical length is 6 digits and found on the injector head. 

BOSCH Common Rail Injectors – As a rule all require coding, although some earlier releases may not, in simple terms if an IMA code is present then the injector will need coding. Typical length of code is 6-10 digits and found on Injector head.

N.B. – The coding information above is related to new diesel  Injectors. A remanufactured injector if purchased from an Authorized Field Repairer will also have a new calibration code, which is typically affixed to the injector as a sticker or label.

Greinin er tekin af https://www.hartridge.com/

Posted by Becca Knight on February 11, 2019Find me on: LinkedIn

Diesel injector coding is essential to get right with modern common rail diesel systems. Today’s euro 6 injectors are capable of operating at 2000 plus bar and this performance is not just the reserve of high end vehicle tuning any more.

Understanding coding & understanding the right way to code is critical for reducing vehicle running issues and customer complaints.

What is coding?

Coding an injector is a vital part of the testing and repairing of injectors, and provides an essential connection between the physical injector firing events and the digital Electronic Control Unit (ECU) of the vehicle’s engine.

Coding generation identifies the numerous operating tolerances of that injector and generates a string of digits containing this information which can be understood by the vehicle’s ECU. The ECU will then deliver fuel to that injector with better precision and timing to improve running and efficiency.

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Why do we code?

Coding injectors is a factor of modern technology, notably diesel common rail technology. Although common rail is still young in the grand scheme of the diesel fuel world, common rail injector technology has developed at an astoundingly fast pace.

Coding has been instrumental in pushing high performance injectors forward. Coding is also a factor of modern emissions regulations.

The progress of injector coding has gone hand in hand with developments of the ECU. Electronic vehicle controls such as the ECU and the EGR have been mandated as part of the euro emissions legislation to be able to measure & report on the efficiency of a vehicle.

Is it possible to code incorrectly?

It is imperative that coding is done with accuracy because fuel delivery and injector timing will be tailored exactly according to the properties of the injector that the ECU will think exist from the code it has been given.

Using general, broad codes or repeated codes could inform the ECU of the wrong set of properties for that injector such as incorrect nozzle opening time, nozzle opening pressure, and injector timing.

The resulting engine performance will be poor including high fuel consumption, lumpy running, and poor high NOx emissions. It is advisable to perform coding after testing an injector to know that all its measurements are within tolerances and that the resulting code will contain that established information.

Coding is the next logical step for workshops to do as part of injector testing & repairs that they carry out improving their overall repair quality and success rates.

Þessi grein er tekin af https://dieseleasy.com/

     Modern diesel injection systems, designed using the mutual fuel grid principle – a fuel rail, has a number of serious advantages over the mechanical injection engines. These advantages of course includes a higher efficiency, a more uniform fuel combustion (and more uniform and quiet engine operation as a result) and enviromental friendliness up to EURO-7 level.

     Such benefits have become avaliable thanks to:

   A. Extremely high fuel pressure in the line (up to 3000 bar in the most modern versions);

   B. Optimization of the flare pattern and injection cycle. Optionally the injection cycle is divided into three main stages:

       1. Pre-injection 

       2. Main injection

       3. Subsequent injection.

      More information about them can be found in the table below.

№	Stage name	Purposeе
1.	Pre-injection	Preparation and heating of the combustion chamber
2.	Main injection	Main fuel injection which is required for initial piston movement
3.	Subsequent injection	A small dose of fuel (roughly equal to the pre-injection) for normalization of the combustion process and extinguishing of excessive detonation.

     The data given in the table only aproximietly reflects the speed of the injector. On operational fuel systems there can be multiple pre-injections and subsequent injections. On the most advanced versions of fuel systems the working cycle of the injector can include up to 9 injections (the Deplhi DFI-3 system).

     The managment of such an phenominal speed is taken over by the electronic engine control unit ECU. It recieves the data from a number of sensors: mass air flow sensor, intake manifold pressure sensor, fuel pressure sensor, engine shaft position sensors, knock sensors and many others. Based on this data the ECU makes a conclusion about the engine working order, its load, as well as the condition of all the auxiliary components and assemblies.

     In order to adequately respond to the comands of the control unit the fuel injector must be in perfect electro-hydralic balance. In the course every day operation inevitably deviation arise due to natural wearing out of the injector components, as well as various damage caused by low fuel quality and insufficient filtration rate. But let us not talk about such damage and it repair in this article. Here we’ll talk about the natural wear.

     To compensate for it the ECU have a special mechanism – the long-term correction. The mechanism allows ECU to detect actual participation of each piston in the rotation of the shaft by processing the data from knock and engine shaft position sensors and makes corresponding changes and the “injection time” parameter of each injector. The process of long-term correction is gradual and time-consuming. When to stabilize the engine operation large corrections are requaired (outside of the range provided by manufacturer) the ECU will detect the error as the injector faliure and let the owner know by activating the Check Engine indicator. In this case the next action of the car owner would be a visit to car service to repair or replace the injector.

     Now a couple of words about inaccuracies in the injector assembly. Such inaccuracies are hard and economically inefficient to avoid if we speaking about factory assembly. Paying to each injector more attenchion than provided by the production flow chart is merely a loss of money. So anyway each individual injector would more or less differ from the other. To compensate for these differences another mechanism was developed – the short-term correction (also called the “coding”). This solution collects the data about actual hydralic parameteres of the injector (bench testing), analyses them, compares it to the same parameteres of the ideal standart injector and assign to them the correction code. 

     The code is an alphanumeric designation generated according to a special algorithm, which reflects the difference between the actual data and the standart. The code saves in the ECU memory. From the moment the code is written inside it the control unit can “see” which adjustments required for each individual injector. This mechanism starts to work instantly after the code is written the ECU memory, this is why it’s called the “short-term correction”.

     If a minor deviations of the injector appeared after repair, theoretically, it is possible not to use the coding procedure and stabilize the engine only by the means of the long-term correction mechanism.

     When the adaptation process is running the car’s engine can produce unpleasant noize, work unevenly and smoking a lot. Why you don’t want to forget about the injectors coding? Let us show you three simple answers to the question.

     First off, the engine starting procedure without coding is highly incorrect and can itself take the engine out of order.

     Secondly, you can’t adapt your injectors often enough without coding. You will waste your time on disassembly, diagnosis, regulations or will give your client an unfinished work.

     And finally, even if the engine operation stabilized, without the use of the short-term correction, you can only normalize it inside the range of the long-term correction mechanism, which, as we said before, will activate the Check Engine indicator. The client would hardly be pleased if this indicator will appear in a short period of time after the repair.

     Let us summarize. Coding of a fuel injector – is a mandatory step in injector repairs. By coding the injector you make a correction, perfectly balancing hydralic parametres of the electromagnetic injector, as well as the piezoelectric injector in case of the Piezo Bosch.

     The testing equipment for injectors testing by Diesel Easy, for example the BlueBench or Modern test benches, allows you to set correction codes:

– for electromagnetic and piezoelectric Bosch injectors (IMA / ISA);

– for electromagnetic injectors Delphi Euro3/4/5 (C2I, C3I)

– for Denso electromagnetic injectors (QR)

– for Siemens piezoelectric injectors (IIC)

     The algorythm of injectors coding of above mentioned manufactorers is exactly the same as the original ones. The coding procedure on BlueBench and Modern test benches is easy enough and kakes place in an automated mode. The development of manufacturers in matters of coding technology modernization is closely monitored by our specialists.

     All innovations are added to the capabilities of Diesel Easy test benches to make sure you will achieve a stable and high-quality result.