Technology facing the real world:

Common rail diesel injection

Education program: Automotive Technology

Guidance teachers: Svend Villadsen, Mikael Lngaard Nielsen, Marianne Grubak, Niels Bruun

Writer: Marek Matus

Total number of characters: 32.962 (~14.98 normalized pages]

In Viborg, 8. 6. 2016

Marek Matus

Preface
You are looking at the Project B a thesis trying to deal with first two semesters of international
automotive technology AP degree program. Topic, which has been chosen, tends to reflect curriculum
vitae of our program, current trends in the automotive area and last but not least also personal interests
of the writer. In accordance with abovementioned, following text is a cross-disciplinary mix
containing elements of following courses: Quality and Safety, Service and sales management, IT
diagnostics and analysis and Diesel technology as a part of Innovation, optimization, technology
and design course.
The main subjects of the problem area are used cars powered by common rail diesel engine. Project
aims to see it from various points of view and bring knowledge from different fields together in order
to develop new ideas applicable to the problematics. Does it work? If you are wondering about it,
please keep reading.

Table of contents
1.

Introduction ............................................................................................................................ 1

2.

Problem Area.......................................................................................................................... 2

3.

Problem Statement ................................................................................................................. 3

4.

Supportive demarcation ........................................................................................................ 3

5.

Methodology presentation ..................................................................................................... 3

6.

Theory & Technique presentation........................................................................................ 5

6.1.

Brief introduction to the common rail system ....................................................................... 5

6.2.

CR injection what can go wrong ........................................................................................ 5

6.3.

Diagnostics and repairs of common rail ................................................................................ 8

7.

Data collection and analyse ................................................................................................. 11

7.1.

Practical part ........................................................................................................................ 11

7.2.

Service plan assessment ...................................................................................................... 15

7.3.

Application in practice ........................................................................................................ 17

7.4.

Quality & Safety standards for work with the common rail system ................................... 19

8.

Conclusion............................................................................................................................. 21

9.

List of used abbreviations.................................................................................................... 22

10.

Bibliography ......................................................................................................................... 23

11.

Appendixes............................................................................................................................ 24

1.

Introduction

Rudolf Christian Karl Diesel (18 March 1858 29 September 1913)

would be proud if he saw a transformation of his most famous invention
from a first fully functional prototype1 (figure 1.) presented in 1897 into
modern aggregates of 21st century, controlled by computers. Internal selfcombustion engine did not seem interesting for an early automotive
industry because his high operating pressures required construction,
which was too heavy. However, technological progress expanded motor
from stationary use into ships, locomotive, than to heavy-duty commercial
vehicles and in 1930s for the first time to a passenger car. The biggest advantages of this engine is
naturally high torque output and mainly, superior efficiency compared to other internal combustion
conceptions. The first prototype already managed to use 26.2% of energy from fuel to generate kinetic
energy. Despite of this fact, poor engine run culture and performance, characteristics of exhaust gases
together with complicated injection still kept the diesel out of global success in passenger cars during
the second half of 20th century. Things started to change in 1980s when application of turbochargers
significantly improved the performance. Premiere of Audis/Volkswagens TDI engine in 1990 meant
a real turning point. Optimised TDI technology became a hit. As other manufactures did not want to
stay back, technological progress speeded up rapidly. Competitors showed their trumps in 1997.
Common rail diesel technology entered the European passenger cars market dressed up in an outfit
by Walter de Silva2 (figure 2.) followed by Mercedes Benz. Task of the new system3was to keep
up with decreasing emission limits and increasing demands of customers. It has been doing well.
Actually, after VW left "Pumpe-Dse-Einspritzung" technology in 2009, it has remained as the only
mainstream diesel fuel delivery system within an automotive
industry. Even though things are changing recently, popularity
of diesel fuel was enormously high in the beginning of 21th
century also due to government incentives. Consequently is the
European used cars market full of objects potentially interesting
for this project.

www.dieselnet.com/tech/diesel_history.php
Walter de Silva designed appearance of the Alfa Romeo 156 firs ever production car with common rail engine
3
Common rail was originally invented in Swizz institute of Robert Huber during 1960
www.enginebuildermag.com/2012/08/common-rail-injection-history-less-conspiracy-more-efficiency/
2

2.

Problem Area

One million, two hundred sixty-one thousand, six hundred and eight. How does this cipher help us to
outline the problem area of this project? It is a number of results you will get from Autoscout4, after
performing just two simple steps, concretely setting a search filter to: 1) Used passenger cars 2)
Fuel type: Diesel. As we want to stay objective, we have to admit that not all of those used cars are
relevant for our research due to a presence of different fuel delivery systems than the one we are
interested in. So, let me make some corrections. First, change the scope to vehicles manufactured
from 2004 to 2015. In accordance with the introduction chapter, we can expect that majority of this
selection would be powered by the rail. Of course, there has been considerable market share of VW
group, which was, as we know partly stuck to different technology at this time so we have to exclude
their products. The number of used cars for sale right now on Autoscout.eu with the CR technology
under the hood is then approximately 786.7005, which makes it the total server share of 37%. Now,
let me move to the Danish websites to bring the problem closer to us. We are on the DBA6 now. Same
parameters, same rules. 8.896. Each fourth (28,2 %) used passenger car for sale on DBA.dk is CR
Diesel. Maybe not that astonishing number, but still just a top of an iceberg.
Yes, but how do these statistics affect our problem area? Actually, they are literally a part of it! The
problem area aims at people who are willing to buy, drive and maintain those vehicles and those
vehicles are not easy neither cheap to maintain. At least not always. Let me present some concrete
questions and perspectives standing behind a following problem statement.
Technical counselling perspective: Can we explain to customers pros and cons of CR technology in
used cars? What exactly we should check and what to be aware of before buying a common rail car?
Service perspective: Can we take the technical documentation of specific CR system, combine it with
user experience, measurements, test results and apply it in practices to create a customized service
plan considering the fact we are talking about vehicles, which are no more brand new? The goal is to
make more customers happy by protecting them from unnecessary and expensive repairs while
making even bigger profit by selling supplemental goods and services to them. Project aims to see
the problem area from a point of view of small and medium size, generally oriented workshops.

www.autoscout24.com the biggest European used cars portal

Please see appendix number 1 for the origin of referred number page 27
6
Den Bl Avis - Danmarks strste formidler af kb og salg mellem private
5

Problem area does not cover only people who

wants to buy the CR car, but as well those who
already drive them. As the main point of the
projects interest is the injection system itself, we
are talking about huge problem area in the speech
of numbers (figure 3)7, however well outlined
and demarcated.

3.

Problem Statement

Could it be possible to design a specific plan, including service checks and a maintenance
schedule, in order to help customers avoid expensive repairs of highly stressed common rail
system while keep generating a profit by selling them supplementary products and services?

4.

Supportive demarcation

Todays diesel engine is of course not only the common rail injection itself. It consists of various
important parts, such as mechanical layout or electronic equipment. All those elements have to
cooperate properly. In a modern CR engine, there is a special focus on the electronic sensors and
actuators as they are critical for overall system performance. These elements have their own
specifications. This project reflects their existence however there are not included directly in its scope.
The main object is the Common rail system itself.

5.

Methodology presentation

Answering the problem statement requires performing various tasks using the right tools and
approaches. Task number one is to choose the right weapons and put them in a context. The most
challenging attribute of the problem statement question is its complexity, which requires delicate
attitude. Choosing and full understanding of the right theory is also crucial. The procedure is split to
four rounds consisting of using IT systems, diagnostic equipment and data analyse. Mercantile part
aims at technical counselling, quality / safety and strategic sales planning.
7

Figure 3.: share of newly registered diesel cars in 2013 source: http://ec.europa.eu/eurostat/statisticsexplained/index.php/Passenger_cars_in_the_EU

Round 1: Identification and classification.

First round starts after final specification of the problem area obtaining a concrete car model for the
case study. After round one, we should be certain about what system are we dealing with and what
we can do in relation to the problem statement.
-

Bosch [ESI]tronic (figure 5.), Tolerance data (figure 4.)

A) Aggregate classification based on hard data (VIN, engine code, etc.)

B) Identification of engine management and injection system (injection generation / type etc.)
C) Examining specific background of concrete car (mileage, current condition, service history)
Round 2: Measurements, diagnostic and testing
-

Bosch [ESI]tronic tester + software, multi meter, oscilloscope, available test equipment

A) Logging engine management control unit, reading out and interpreting error memory
B) Complex diagnostic with special focus on common rail system elements
-

Measuring and recording values from sensors

Actuators testing

C) Electronics testing (control signals, oscilloscope measurements, etc.)

D) Additional procedures (emission testing, leakage test, etc.)
Round 3: Result Analyse & Service plan designing
A) Analyse measurement results together with the service plan set by the manufacture.
Highlighting its peak points. Taking consideration based on relevant theories and gathered
data.
B) Designing customized diesel service plan reflecting previous consideration and a fact that we
are examining an already used piece of machinery.
-

Reflect general principles of the diesel service and try to incorporate strategic sales
planning perspective

Round 4: Technical counselling, Strategic planning, Quality & Safety perspective

A) Think about ways how to use results in practice in practice partly answering the problem
statement.
B) Consider all practical experiences gained during the project and combine them with general
principals of quality and safety in order to create a basic general manual for CR system
service.
4

Theory & Technique presentation

6.
6.1.

Brief introduction to the common rail system problematics

As a first step of setting relevant theoretical basis for the project, I worked out general overview
describing structure of high-pressure circuit, purpose of its elements and explaining inter-generation
differences. Unfortunately, it turned out very soon that scope of the project8 does not enable to
incorporate this part directly into the project. Even though this chapter is not critically important, it
is valuable for overall understanding of following chapters content. Thus, I have decided to attach
this part to the project as appendix number 2 starting at page number 27 and ends at number 31.
6.2.

CR injection what can go wrong

Simultaneously with a premiere of the common rail system on a market, manufactures claimed that a
service life of the system components is equal to a life of a whole car. This proclamation turned out
to be questionable very soon. There are several reasons for that. The first one is a high level of
demands put on the system. I will start the explanation from a last part of delivery train the injectors.
One of the key benefits of CR system is a perfect atomization of fuel. This is achieved with a help of
high pressures and extremely small holes in the injectors nozzles. Technology requirements against
cost optimisation from the other side created
new challenges on the drawing boards almost
immediately.

Figure

6.

is

good

demonstration of machining preciseness9.

Next important feature providing us with
reduced NOx emissions and smoother engine
run is the ability of multiple injection per one
cycle and variable timing of it. Other injection systems cannot compete in this field with CR. On the
other hand, multiple firing means that CR injector has to perform 3-4 times more work cycles during
his life than the older ones. Components are also obligated to resist extreme temperature, compression
and vibration. There are also two important external factors. First one is the quality of fuel.

8
9

Maximum 15 normalised pages

Common-Rail Emission - Jan Katballe Feb. 2015, version 01, Fronter

Due to the precise design with small clearances (see the figure 7.)10,
injectors are sensitive to a lubricity of fuel. Water contained in diesel
is unwanted as well as any particles, which can seriously damage the
nozzle or cause abrasion. Human factor also plays his role. Improper
shutdown of a hot engine may result into carbonisation of nozzles.
Take these facts mentioned above plus a public secret, that the most
of the car manufactures now consider the life time of an ordinary
passenger car no longer than 250.000 km and you will understand
why we see injectors failing in the real world.
Products from different manufactures have their own specific
issues11; however, ways of failure are generally the same. We
distinguish between:
-

Material fatigue (excessive clearances, leakage, collapse of

operating elements)

Mechanical wear (abrasion, blockage, damage caused by

wrong manipulation)

Failure of control electronics (oxidation, wire interruption,

shortage)

Resulting in these typical problems:

-

Wrong / Weak / No electronical signal - worn cable, EDC or shorted solenoid valve / piezo
element. Engine is not able to start or it is running on less cylinders than it should.

Slow reactions of the injection element - mechanical wear inside the injector. Bad
acceleration, excessive smoke emissions

Irregular spraying of the diesel damaged or blocked nozzles. Enormous smoking, bad fuel
economy, sometimes strong acoustic knocking.

Excessive return of the fuel leaking to the return line worn valve controlling amount of
injected fuel or blocked jet

10

www.tolerancedata.com/
This project does not aim at making a complex compilation of different systems typical failures, as the scope is not
large enough. However, some of them could be mention for illustration purposes.
11

It is important to realize, that wear of injection might be (and usually is) a continuous process.
External and internal forces acting at an injector are changing its characteristics over its life.
Manufactures reflected this by adding re-calibration function to the EDC. Control unit uses relevant
sensors to measure injectors activity and applies the results in order to keep the system function
within norms. This method is similar to taking painkillers it cures the symptoms, not the cause.
However, it works for some time. Several early piezoelectric systems were missing this program and
re-calibration values had to be uploaded to the EDC memory manually via diagnostics interface.12
After refitting injector with a new one, codding has to be performed always.

Appendix number 3 (page 31) shows mechanical wear of the injector, number 4 (page 32) compares
correct to incorrect injection shape and explaining the cause.

We are moving on to the problematics of fuel lines and the rail itself now. Quality requirements of
these are no lower since it has to resist high pressures and vibration from the inside and oxidative
effects from the outside. Choice of the right materials and precise assembly is essential. Potential
problems would result into leaks and loss of a system pressure.
Electronical elements of the rail
can fail as well. Malfunction (or
loss of the signal) of rail
pressure regulator would result
in engine shutdown. Engine is
usually able to keep running with worn rail pressure sensor, however often it enters the safe mode
with limited performance, which is meant just for moving the car to a workshop. Those problems are
likely to be recorded to an error memory of a diesel control unit. Figure 8. shows sensor in the middle
of the accumulator and regulator in the right side of it.

12

www.auto.cz/dr-diesel-opravy-vstrikovacu-common-railu-od-tri-do-ctrnacti-tisic-67684 - fixing the common rail (the

source is in Czech language)

Last remaining element is the high-pressure pump. Failure of this key element would stop the car.
Pump problems should not be underestimated. CR pumps are driven by combustion engine itself via
connection to timing mechanism. Unlike in distributor-pump-injected systems or EDC in-line pump
systems, there is no need for advanced actuators and settings within the pump. Quantity and timing
of injection are fully controlled by a computer within the injectors. Boschs CP series is a decent
example of typical pump construction radial design with 3 pistons. Desired fuel pressure is reached
by cooperation of valves inside the pump and other rail actuators depends on concrete system. Figure
9. illustrates elements of the Bosch CP1
high pressure pump.13 Requirements for
construction at the highest level in case of
the

pump.

Many real-world

pumps

problems result from the fact that its

concept does not usually enable presence of
any extra lubricating circuit. Diesel fuel
itself is responsible for this task. When
wrong choice of pump assembly materials
meets poor quality of fuel, abrading of inner
parts may occurs. This problem is familiar especially to Delphi diesel services, but can happen also
to any other system in case of e.g. filling a tank with a wrong type of fuel.
6.3.

Diagnostics and repairs of common rail

Capable diagnostic scanner is an essential tool whenever it comes to the CR system diagnostics.
Reading out the data from EDC gives us an opportunity to quickly recognize the manufacture and the
version of a concrete system whereas a content of the error memory can tell us a lot about the overall
engine condition. Further steps, that are more advanced, consist in testing chosen actuators and
analysing life-data taken from sensors.
Voltmeter and oscilloscope help us to diagnose and localize origin of electronic related errors. It is
also possible to measure electricity flow on sensors signal wire and then translate it into physical
quantities. This can help us to check correct function of EDC. If there is a difference between signal
and actual values in diagnostic interface, EDC unit is probably faulty or wiring could is disrupt. Next
picture illustrates calculation of fuel pressure based on voltage from rail sensor.

13

www.balin-group.com/Pressure-Control-Of-Common-Rail-Injection-Systems-b95.html

Figure 10. demonstrate possibility of translating voltage signal into rail pressure value (bar).
Appendix Number 5 (page 32) illustrates voltage measurement at this sensor.
For a complex testing of injectors, we usually need special equipment. Procedures typically consist
in removing the injector and mounting it on specialized testing bench or examining it with other
professional testing equipment (microscope). However, there exists at least one easy way to check
injectors condition without a need to dismount them from the engine. It is called a leakage or returnflow test14. Test equipment is not expensive to buy and in case of urgency, it can be prepared DIY,
even though it is not recommendable. Test starts with connecting return lines to containers and
continues with performing running cycle. Procedure usually consists of one minute of engine idle and
one minute of raised RPM or similar. Fuel, which leaked into the containers, is measured. We are
interested in differences between single injectors. Usual maximum acceptable tolerance is about
300% between the smallest and largest amount of leaked fuel. Everything out of this range signalise
problem of particular injector. More fuel in the container might point at clogged nozzle or malfunction
of regulation valve whereas less fuel is a sign of injector leaking to the combustion chamber. We can
compare results also to data from manufacture.
Measuring injection signal with the oscilloscope is another method. Skilled technician can read out
from the signal the length of injection, number of pilot-pre-injections and other parameters. Injection
signal is relevant layout for diagnostics.15
Common rail should be visually checked for any perforation or leakage, which would result in
increased safety risks and engine not being able to start. Rail pressure regulators solenoid valve can
be measured with Ohmmeter (regulator could be mounted on pump). Correct value of resistance is
approximately 3.6 ohm depending on manufacture. When EDC recognises defect of the regulator, it
switches of the engine and does not allow starting it until the problem remains. Some systems has
also electro mechanical pressure limiter.

14

Appendix number 6 (page 33): Schematic of return-flow test, 7(page 33): example of authentic results
Example of injection signal appendix number 8 (page 33)
https://personel.omu.edu.tr/docs/ders_dokumanlari/894_52413_1913.pdf
15

A simple elegant way to check function of the high-pressure pump and ability of system to hold
pressure is to use rail pressure sensor again. Idling engine usually means that constant pressure of
approximately 300 600 bar should be present within the system. Pressure could be measured also
in an analogue way by using a special gauge connected to rail. Pump should be observed for any fuel
leakage. We can also check the mechanical drivetrain of the pump visually (after dismounting it).
Diagnostic of common rail diesel engine is a complex process and we have to be aware of it. Even
system in best condition will not be working when low-pressure circuit is massively leaking or feed
pump is not working at all. Poor cylinder compression or malfunction of any engine management
systems (such as sensors like MAF or inductive crankshaft sensor) and emission control systems
(EGR, DPF, SCR) may cause poor performance of the whole aggregate.
When it comes to any repairs of common rail system, possibilities of small, un-authorized workshops
are limited. Of course, they can replace parts diagnosed as faulty, but those has to been purchased
from reliable source (best directly from original distribution network). Sometimes we can fix nozzles
by bathing them in special cleaning solutions, which removes carbon deposits. Flushing whole
injectors with this kind of solution is also alternative, but it already requires special equipment (in
this case a bench). Refurbishing injectors or high-pressure pumps lying in refitting their elements is
the same story. Special know-how, technology, equipment and materials are essential. Thus are most
of these solutions provided by manufactures themselves through authorised service networks.
Experimenting with used car parts e.g. from crashed vehicles is not recommendable at all as those
had already to face a same kind of wear as those we are willing to replace.

Figure 11. Bosch KTS570 module

multifunctional diagnostic tool

10

7.

Data collection and analyse

What is the best way to avoid expensive repairs of the common rail in a used car? Not to buy a vehicle
with unknown, potentially critical error neither one, which is likely to break down soon. As I
explained before, purpose of this project is not to organise exhibition of specific systems defect.
Instead of that, with a help of the guidance teacher we arranged a real case to be solved.
Customer came to the workshop and asked for a consultation and an inspection regarding a used car
he wanted to purchase. The car was Opel Corsa M.Y. 2009 powered by 1.3 CDTI engine (figure 12.).
A good example of a super-mini class hatchback with the diesel engine promising an interesting fuel
economy desired by many drivers. Price of the car
was significantly lower than the average one on the
market. After starting the engine, it was a kind of
clear why. Engine had unhealthy sound; strange
knocking and vibration were present continuously.
Was this an easy to fix bargain or a trap for greedy
driver? I had to find out.

7.1.

Practical part

First step was complete identification of the vehicle16. Highlights were clear. Engine was 1250 ccm
common rail injected four cylinder, originally designed by FIAT. Electronic diesel management by
Magneti Marelli and second generation of CR represented by Bosch CP1K3 high-pressure pump
accompanied by ZEREK10S injector from the same manufacture.
Generally there were no objective reasons why recommend not to buy this model. This generation of
common rail with solenoid injectors was already time-tested piece of technology in 2009. Consumers
and services report no major failures related to CR. Rumours say something about mechanical defects
over 100.000 km due to long-life service intervals and failing DPFs in case of continuous city driving,
but this was not relevant at the moment as well as a mileage, because in this case, car was purchased
exclusively for educational purposes. Let me consider the total mileage around 120.000 km.

16

Appendix number 9 (starting at page 34 and ends 35) full technical specification of examined car

11

Back to our problem. Engine had been running uneven with significant knocking. This was not any
better after engine warmed up. Video evidence had been taken together with measurement
demonstrating the irregularity of engine run. I chose 2 values representing the problem. Blue stands
for target idle speed a constant set approximately from 800 to 950 RPM depending on coolant
temperature (in this case bellow 50C). Red (actual engine speed) shows us how EDC failed trying
to maintain the target speed.

It was obvious from the graph that engine was struggling to run regularly, but why?
Redding-out error memory showed no stored errors within the engine management system.

I wanted to exclude troubles connected to rail pressure (e.g. pump problem), so I recorded real time
values of the actual fuel pressure compared to the nominal one desired by EDC (similar type of
measurement to previous one).

Testing procedure consisted in 2 times depressing the accelerator and then letting engine to idle.
Result (figure 15) indicated that in this case the actual value managed to keep up with the nominal
one. I that learned there was no problem within the pump nor the rail.
12

If there was problem with CR, it must had been the injectors.
There were four of them. In order to localize the problem, I
performed shutdown of single cylinders. This function is
available in Bosch [ESI]tronic interface concretely in
function test menu (figure 16.). It turned out that when
cylinder number 2 was switched off, knocking disappeared
and engine was running nearly smoother than even though
odd number of cylinders were firing at that moment.
From that point, injector number two
was the main suspect. I chose returnflow test as the next step. Unfortunately,
it did not prove the suspicion because all
values were within tolerance (figure
17).
Then came the time for a secret weapon I have not
mentioned before. I decided to perform emission structure
test. MGT-5 (figure 18.) was chosen for that purpose.
Procedure consisted in one main measurement and then in
the second, control one17.
Measurements (figure 19 results
in percentage and ppm) revealed four times increased emission of toxic NOx
substations18 than in normal conditions. Result indicated excessive
combustion temperature19, which might had been caused by lean mixture
pointing at the defective nozzle and so insufficient proportions of injected
fuel cone. I decided to replace potentially defective injector as the final
diagnostic step and a potential solution to the problem at the same time.

17

Appendix number 10 (page 35): conditions of the emission tests. PLEASE note that settings of device were made
properly and consulted with guidance teacher (fuel: gasoline)
18
Now famous due to scandal as known as Dieselgate
https://dieselgate.juliareda.eu/dieselgate/
19
www.crypton.co.za/Tto%20know/Emissions/rich_mixture.html

13

Firstly, I gathered list of relevant safety rules, essential tools and approved procedure. As a resource
I used [ESI]tronics database. Selection from the procedure is attached to this paragraph as figure 20..

After the successful replacement20of possibly worn injector, next important step had to be proceeded.
Inserting calibration code of the new injector into EDC memory.21 Coding procedure is illustrated on
figure 21. Without performing this, service process had not be complete and next results affected.

First start, not surprisingly, required longer cranking due to presence of air bubbles in the system, but
after few seconds, it started running smoothly without any obvious toxic symptoms. I did the same
measurement as in the beginning, in order to make sure about my feelings. Result bellow tells to us
that actual engine speed this time managed to follow target idle speed within tolerances. (Figure 22.)

20
21

Appendix number 11 (page 36): Documentation from the replacement procedure

EDC was calibrated for behaviour of old injector - please see theory related appendixes (number 2, page 26)

14

As tested injectors signal seemed to be correct

(oscilloscope

picture22

figure

23),

high

expectation before the second round of emission

testing arrived.

Test performed within the identic external

conditions as before resulted in toxic NOxes
decreased by more than 4 times. (Figure 24.)
If we would like to know exactly the reason of the injectors failure, it would be necessary to use
advanced testing equipment for further measurements, which stand beside the scope of this project.
Based on results of emission test (NOx value decreased whereas the others
slightly increased) and the previous return-flow test (within norms), I came
out with following theory. Defective injector still managed to deliver approx.
correct amount of fuel, but not in the right way, resulting into poor quality of
atomization / lean mixture, which corresponds with the knocking sound. This
could had been caused by nozzle damage due to carbon deposits, small
particles or bad manipulation during previous service operations.
As a service advisor considering these results, I would recommend buying a car under similar
circumstances and having the injector refurbished afterwards. This can make the sense if rest of the
car is in a good condition and price is decent. Authorised Bosch service centres moreover provides
warrantee for serviced injectors, so it is a long lasting solution.
7.2.

Service plan assessment

If customer would really buy such a car, should he maintain it in a special way? I examined original
manufactures maintenance schedule23 to find the answer. Quick analyse reveals that Opel chose
concept recognized as a long-life service plan. This means that periods between regular service checks
were extended. When this trend became popular in 2000s, fleet managers were enthusiastic about it,
because on paper, it should cut service costs. Expert community was enthusiastic significantly less

22
23

Y axis voltage in Volts, X axis time in s

Appendix 12 (page 36) selection from maintenance schedule

15

about it, and people who have bought a car after end of a leasing or from anyone who practiced those
extended intervals, are quite often not enthusiastic about it at all. The most controversial point of all
similar programs is the interval of an engine oil replacement. Degradation of the engine oil is related
to the CR injection problematic only marginally through additional diesel injection during DPF
regeneration, which can sometimes dilute the oil. Possible decreased quality of engine oil would not
affect CR directly, however even the most perfect injection system will not run seized engine.
Moreover, as a service manager, I would like to see (happy) customer in a workshop as often as
possible. Both sides can profit from this. Therefore, my first suggestion would be:
1) Cancelation of long-life interval.
-

Engine in a used car already enjoyed enough stress. Oil capacity of 1.3 CDTI is only 3,2 l,
which is insufficient for 30.000 km interval. New plan would start with flushing the engine
and cleaning of the oil sump. Viscosity of oil would be modified from 5W30 to 5W40, still
within the officially required (general) ACAE A3B424 specification. Selenia WR 5W40
should work fine in case of our Corsa, since the engine is originally Italian and this oil has the
factory specification Fiat 9.55535 N2. New interval would be 10.000 15.000 depending on
a way of use (cold starts) but no longer than one year (of course together with the oil filter).

Now it is time to focus at the fuel system. What is the high-pressure circuit mostly sensitive to?
Humidity and particles. Which device has to remove them? Fuel filter. This part is not life lasting.
According to Opel, it should be replaced each 24 months regardless of mileage. My suggestion is:
2) Early change of filters
-

I would recommend changing the fuel filter together with the engine oil, because mileage is
important parameter for the fuel filter degradation too. Amount of filtrated diesel is directly
proportional to driven distance. Early replacement would help to maintain proper function of
this element. Best time to refit the diesel filter is before winter. Decreased temperature might
cause a clot of paraffin clogging the used filter and disabling the car. I would recommend
using only original part or reputable alternative. Air filtering element should accompany his
colleague. Its popper function helps to protect turbocharger from premature failure. Elements
of CR injection and other actuator are not meant as consumer goods; nevertheless, taking
care about them might be a good idea. From perspective of driver, it means to fill the tank
from reliable sources and taking the car to a workshop in case of its strange behaviour.

24

www.oilspecifications.org/acea.php

16

Following basic rules25 of driving a diesel also helps.

From the perspective of a small to a medium size auto services, let me develop these ideas:
3) Prevention of unnecessary common rail wear
-

Performing regular service checks together with previously mentioned procedures. The check
would consist of error memory readout, testing sensors and actuators functions, possibly
emission testing and then assessment of measured values.

Customer would be provided with suggestions based on the check.

Preventive service action may be performed if sign of a problem occurs. This include for
instance cleaning fuel lines and a tank, cleaning injectors with special solutions or ultrasound
depending on concrete conditions and available equipment.

Offer a customer with some protective fuel additives. Before entering a partnership with any
brand or supplier and starting selling their products, it is recommendable to arrange
independent test of their product, to make sure about their consistence and features.

7.3.

Application in practice

(Technical counselling and strategic sales planning perspective)

Any person coming to a workshop for consultation should be welcomed. How to transform him from
a random client seeking just a one-time consultation into a loyal customer? Let me think about persona
of customer who is willing to buy a used CR car. Actually, it is very likely that he is in fact not willing
to buy specifically the common rail. Maybe he is not so much into technology, and features such as
reduced vibration or improved ecology offered by CR technology do not attract him. Maybe he just
desires 5-10 years old economical car. Would a potential expensive rebuild of the common rail system
meet his expectations? Probably not. What is even worse, customer might accuse his car service as
the reason of his unexpected expenses. Thus, it is good idea to start with adequate counselling in time.
1) Consider customers level of knowledge and carefully learn him about what is the Diesel
engine good at (long distance traveling in optimal conditions) and what is not that good at
(short distance or sport driving). Always be polite, ask him about details, why he considers
concrete engine. Try to find the best solution for him. Always respect his final choice.

25

E.g. do not operate the engine outside his optimal RPM spectre or do not switch engine immediately after putting
load on it, which may cause carbonisation of nozzle and serious damage of turbocharger

17

2) Make customer listening and trusting. Then it is the right time to introduce him specific
service products (service plan based on principals presented in previous section). Explain
difficulties related to the CR problematic in an understandable language. Translate features of
the service program into the benefits such as improved reliability and durability of an engine.
Customer probably does not want to get stacked with his family in a holyday destination,
because it tuned out there, that strange knocking from the engine was a leaking injector, which
suddenly burned the piston through. Similar stories make ideas about advanced service plan
looking more reasonable.
3) When participating before-buy car check, always keep clear mind and try to calm down
potential customers emotion too. Staying objective is the only right way of doing it. Gather
all relevant evidence related to the car and let customer to decide.
4) Whenever performing maintenance or diagnostics on customers car, always do the best and
keep customer informed about service procedures and condition of his vehicle.
5) Keep customer updated with any extensions of product portfolio. Always try to realize
additional sale of supplementary products such as certified fuel additives or car accessories.
6) Ensure that all communication from the service is friendly do not push customer into a
purchase. Try to recognize and fulfil customers needs.
7) Stay professional in every situation. Failures may occur despite top-tier maintenance. Calm
the customer, figure out what is going on and try to get him back on your side. This should be
easier if previous steps were proceeded.
The idea of this project - convince used cars drivers to rather invest money continuously into
advanced maintenance than into expensive disposable repairs is not just to safe customers money.
It is also about taking the initiative. Remanufacturing of common rail system is usually privilege of
large service centres with the professional equipment and connections to OEM parts suppliers. Small
and medium size workshops cannot compete in this field. For example, just the CR708 BOSCH EPS
708 CR injector test bench used for enhanced injector testing (in case that cleaning solution just does
not work) costs around 5.200 USD from doubtful source.26 Performing regular service operations
keeps customers in our workshop without need to invest into expensive tools or ask participation from
specialized diesel centres.

26

www.alibaba.com/showroom/bosch-injector-test-bench.html

18

7.4.

Quality & Safety standards for work with the common rail system

Following summary builds on theoretical knowledge from Quality and Safety subject and authentic
experience gained during the practical part of this project. The goal of this compilation is to reach
minimisation of safety risks and environmental impacts as well maximisation of customer satisfaction
in connection to Common rail systems diagnostics, troubleshooting and service.27
1) Safety first! Always respect regulations and protect peoples health in the first place. Concretely:
-

NEVER repair the common rail on a running engine! Fuel spraying under the high pressure
may cause serious injuries.

Every mechanical work should start with disconnecting a negative pole of the battery

Avoid any source of heat or open flames to get close to the fuel systems. Danger of open fire!

Always were protection equipment glasses are essential, gloves and safety-shoes highly
recommendable

2) Keep the working area clean!

- Dust-free environment during work on open fuel system
- Clean, lint-free cloth, latex gloves without any powder
Small particles may devalue the service done
3) Obtain all relevant evidence before start any diagnostic or service procedure different systems =
different attitudes (e.g.: piezo injectors)

4) Always follow standardized work procedures

-

Use reliable sources for obtaining those

Example Boshs maintenance info

27

Used sources for pictures: www.tolerancedata.com and Bosch [ESI]tronic database pictires in this sub-chapter have
only supporting function

19

5) Apply rules for recommended manipulation and storage of parts

-

Avoid chemical pollution of environment by using appropriate containers

Prevent damaging of components e.g. injectors due to wrong manipulation or storing

Example of storing injector during the project

6) Complex CR diagnostic procedure should include:
-

System scanning

Testing of sigle components, sensors and actuators

Special focus at injectors electronical testing, return-flow,

exhaust smoke analyze

7)

Do not forget do finish every injector replacement procedure with

programing new codes

8)

Use only parts from OEM suppliers or remanufactured OE parts.28

9)

Keep evidence of performed services and trouble-shootings. Even the

best databases cannot compete with years of practical experience. Try to reach
a constant improvement by learning from own mistakes.

10) Set a system, monitoring customers happiness. It is a good idea to have some other kind of
evidence in this field than just personal impressions.
11) Consider setting regular quality management and environmental management systems and
later also an implementation of ISO9001:2015 and ISO14001:2015 standards in order to
increase the credibility of services.

28

www.boschautoparts.com/documents/101512/0/0/15f57a41-ff70-4c2a-bf3e-2a887b53510a

20

8.

Conclusion

I am of a strong opinion that answer for the problem statement question is a clear Yes. Common
rail high-pressure injection is a specific system, which requires specific approach from each angle of
view. This technology brought many innovations to its field, but it was not for free. Hitech features
were accompanied by threat of various failures. This project tried to deal with this issue by
concentrating knowledge, combining theories from multiple subjects and testing them in real world
conditions. This testing has proven that any functional, custom-tailored procedure has to be based on
deep knowledge of problematics and ability to use the right equipment. Even simple task such as
helping a friend to check the common rail system of a car he would like to buy cannot be effectively
performed without that. Second part of a success is to keep all customers satisfied by providing them
with services mentioned earlier. This could not be possible without having a basic idea about quality
and sales management, which I tried to demonstrate in the project.
In my eyes, project has been successful. I enjoyed especially practical part in the workshop. Now, I
feel more confident about solving problems I met in my personal life before this assignment and at
that time, I did not manage to deal with them. I consider this thesis valuable for my personal growth.

21

9.

List of used abbreviations

CDTI

Common rail diesel turbo injection

CR

Common rail

DIY

Do it yourself

DPF

Diesel practical filter

ECU

Electronic control unit, refer also to EDC

EDC

Electronic diesel control, refer also to ECU

EGR

Exhaust gas recirculation

ISO

International standard organization

MAF

Mass airflow meter

M. Y.

Made year

OEM

Original Equipment Manufacturer

NOx

Nitrogen oxides

PPM

Parts per million

RPM

Revolutions per minute

SCR

Selective catalysed reduction

TDI

Turbo direct injection

SCR

Selective catalysed reduction

VW Group

Audi, Seat, Skoda, Volkswagen (Porsche,

Bentley, Lamborghini not relevant for this
project)

22

10. Bibliography
Automotive Technology - Prins, Diag. and Svc 4th ed - J. Halderman (Pearson, 2012) BBS chapter
19 Diesel engine operation and diagnostics - general basis for the project
www.auto.cz/dr-diesel-opravy-vstrikovacu-common-railu-od-tri-do-ctrnacti-tisic-67684 - fixing the
common rail (the source is in Czech language)
http://ec.europa.eu/eurostat/statisticsexplained/index.php/Passenger_cars_in_the_EU
www.balin-group.com/Pressure-Control-Of-Common-Rail-Injection-Systems-b95.html
www.boschautoparts.com/documents/101512/0/0/15f57a41-ff70-4c2a-bf3e-2a887b53510a
Common-Rail Emission - Jan Katballe Feb. 2015, version 01, Fronter

www.crypton.co.za/Tto%20know/Emissions/rich_mixture.htm
https://dieselgate.juliareda.eu/dieselgate/
www.dieselnet.com/tech/diesel_history.php
www.enginebuildermag.com/2012/08/common-rail-injection-history-less-conspiracy-moreefficiency/
www.oilspecifications.org/acea.php
https://personel.omu.edu.tr/docs/ders_dokumanlari/894_52413_1913.pdf
Possibilities of Common-rail Injection, Institute of Automotive Engineering, BRNO UNIVERSITY OF
TECHNOLOGY 2008,
https://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=5718 (source is in Czech
language)
www.tolerancedata.com

23

11. Appendixes
Appendix number 1: Common rails on Autoscout.eu Appendix number 1: A simple formula defining
the number of used cars for sale. It is just general one. The result will never be 100% right as the first
CR cars were introduced earlier and also because some VW cars from measured period were already
equipped with the CR, for example, V6 and V8 engine in Audis. However, it is good enough for a
general outlining.
% ~

2004 2016 2004 2010

100

Appendix number 2: The high-pressure circuit, Different generations of common rail injection
and Parts of the system how it works together by Marek Matus

24

25

26

27

Appendix number 3: example of mechanical wear of an injector nozzle.

28

Appendix number 4: Picture mix showing regular multi-point injection within norms and then an
irregular, wrong one. The cause might be the cracked nozzle hole, showed on microscope picture
bellow. This damage might have happened during the injector assembly (bad manipulation). Nozzle,
without further testing would probably still look normal to the naked eye.
http://www.trucktrend.com/how-to/expert-advice/1211dp-why-diesel-fuel-injectors-fail/ )

Appendix number 5: Voltage signal measured at rail pressure sensor.

29

(Source:

Appendix number 6: Schematic of return flow test

Appendix number 7: Results of leakage test performed in the course of 2nd semester, which diagnosed
worn injector number 4 and number 2 just on the edge (reversed cylinder order French engine
2.0 HDI)

Appendix number 8: example of injectors triggering signal

Appendix number 9: Full technical specification of examined vehicle (starting on the next site)
30

31

Appendix number 10: Authentic conditions of emission testing

32

Appendix number 11: Photo documentation of changing the injector

Appendix number 12: selection from service plan

33