Q: hello, Teacher Xiong! 2014 Porsche 3.0 L, V6 double turbo charged engine, traveling 53 097km, now no matter the fault code query, or data flow analysis, can not check the problem. The failure phenomenon of the vehicle is that the power is insufficient. The inspection found that 30% of the three-way catalyst is blocked, which is still the case after replacement. Regular no problem was found in the inspection, and the ignition coil, spark plug, fuel injector and oil pump of the ignition system were replaced. I don't know what to change next? Is there a problem with the turbocharger?
Zhejiang readers: Xianghui
A: in the Panamera S and 4S mass production vehicles in 2014, Porsche used turbo boost type 3. 0L V 6 double turbo charged engine as a small-sized unit for the first time. These engines have two variants, namely V 6 twin-turbo high boost (H P) and low boost (LP), the former power is 3 0 9 kW or 42 0 h p, the torque is 5 2 0 N m; The latter power is 2 3 5 kW or 3 2 0 h p (1h p = 0 .7 3 5 kW), torque is 420Nm. The new small-size engine concept replaces the previous 4.8-liter V8 Panamera engine in the natural aspiration S. Optimization of DFI, air flow direction into combustion chamber, Camshaft adjustment on intake and exhaust camshafts, combustion process, ignition system and exhaust turbocharging, always follow the goal of maintaining or even improving Porsche's typical driving characteristics in terms of performance and fuel consumption. In terms of displacement, the concept of small size can reduce it by 37.5%. Compared with the previous 4.8-liter V8 natural aspiration engine, the engine power and torque increased by 20hp and 20Nm respectively.
If the Power described is insufficient and the fault code and data flow cannot be seen any problems, my analysis may be caused by poor intake. Therefore, the turbocharger failure is not ruled out, but based on experience, it is only necessary to hold exhaust driven supercharger of the intake tube at idle speed and accelerate the test. If there is no feeling of bulging, it indicates that the turbocharger failure is actually. If the test is not exhaust driven supercharger, it is recommended to disassemble intake manifold and clean the inlet thoroughly, which should be able to return to normal. Several cases I encountered were caused by the pollution of Carbon deposit gel that was tempered within intake manifold.
Q: the 2013 fast-speed 1.8T Mingshi new car, 6-speed AMT, is used in Harbin. When the temperature drops to-10 ℃, the first problem occurs when the vehicle is used: step on the foot brake and hang the R Block, the engine speed pointer jitters violently, ranging from 400 to 1 200r/min, and will put out fire. There is no release of the foot brake here. At that time, the vehicle was running about 2,000km, and there was no fault code after testing. The maintenance measures adopted included cleaning throttle. The transmission and computer were replaced. From November 2015 to March 2016, this fault existed all the time, about 30 or more times, the temperature below-15 ℃ will basically put out the fire, and the temperature-8 ℃ vehicle also has problems. After March 2016, the temperature rose and the fault disappeared. Later, the local temperature was-17℃, the car mileage was more than 13,000 kilometers, and the fault appeared again. Where is the problem? I hope you can give me advice!
(WeChat public account fans)
A: according to the "three guarantees method" of the car, the engine or transmission will be replaced twice in 2 years or 50000km, or the same part will be replaced twice in total, which still cannot work normally. You can choose to replace or return it. Due to product quality problems, the same product has been repaired for more than 5 times and the accumulated maintenance time has exceeded 35 days. The same model car can be replaced. It seems that this car has met the conditions for replacing the new car.
However, according to the fault description, it is obviously related to temperature, and the fault mainly occurs at low temperature. Low temperature first affects automatic transmission fluid materials. Once low temperature causes automatic transmission fluid solidification, the described failure will actually occur. However, it should be a mass problem. It is impossible to do this for a car. It is recommended to detect automatic transmission fluid. The method is very simple. After parking the car outdoors overnight, check the oil condition. Or take out a little oil and put it in the freezer of the refrigerator, and freeze it at-18℃ overnight before testing the fluidity. Once it is found that the oil pressure cannot be released or cannot flow, it can be confirmed that the oil is not resistant to cold.
In addition, according to the maintenance experience, if the power supply of the system is abnormal, the module is abnormal, and the wiring harness is abnormal, similar faults will occur. It is better to carefully check from these aspects. In addition, the engine is stored for too long. This car is a product in 2013. Once the fuel is burnt and deteriorated, it is easy to produce colloidal carbon deposit after use. The lower the temperature, the more impact it has on the engine performance, insufficient power will also cause related failure phenomena. If the failure phenomenon disappears or occasionally appears after the hot car, we may as well conduct endoscopic inspection on the engine, or make a carbon remover maintenance first, focusing on detachable intake manifold, manually remove the carbon gel on the valve stem pieces. If there is no change, then do the above-mentioned power supply and grounding inspection or replace the wiring harness as appropriate.
Q: hello, Teacher Xiong! A 2011 lacrosse SIDI comfortable edition car, equipped with 6-gear automated manual transmission (AMT) and RJ45 LAF engine, 4-cylinder front wheel drive structure, occasional flameout at idle speed, occasional acceleration is poor. The engine trouble light lights up, and the error code air flow meter is displayed. After replacement, the trouble light still lights up. Later, I applied for a remote consultation from the headquarters to check the data flow. I thought there was a problem with the wiring harness or the computer itself. After replacing the wiring harness and the computer, the fault still remained. What should I do?
Hubei readers: Sun Haibo
A: automobile Maintenance involves mechanical, hydraulic, electromechanical, electronic control and other systems. For engine faults, the first step is to obtain the fault code simply, but the fault code can only be qualitative and not quantitative. From the point of view of the fault code, it belongs to the problem of air metering, that is, the problem of mixing ratio imbalance. The data stream is transmitted to the chain headquarters for remote consultation. Even if the data stream is read remotely, only hidden dangers can be found. For example, oxygen sensor has been changing within the range of too thin or too thick mixing ratio. Maybe the mixing ratio is really out of balance, or maybe oxygen sensor is broken. However, the computer detects that oxygen sensor is working within the normal working range. It is impossible to judge that oxygen sensor is broken, but only oxygen sensor or the intake pressure sensor is broken. This wrong judgment is the difference between computer and human brain. There are also problems in engine machinery, such as cylinder gasket burning through, different burning through presents different data streams. There are also mixing ratio imbalance caused by carbon deposit in the cylinder, occasional data flow and changing data flow. Many doctors majoring in automobiles judge that the computer is broken, and some of them are washed with two bottles of fuel additive. You should know that computers should not only be upgraded, but also the human brain should keep learning. Experience diagnosis, from the three main aspects that affect the engine performance (ignition timing, mixing ratio, compression ratio) check, must not be saved. To sum up, I judge that the car is not oxygen sensor fault, it must be Carbon deposit and gum failure.
