Salut! Dupa cite se observa,pe forumul nostru si pe altele, mari si scumpe probleme cu FAP-ul asta.Ce nu am aflat (si caut de ceva timp) cum se poate renunta la el!
Am vazut ca e un presostat diferential acolo si nu se poate scoate filtrul ala pur si simplu.Dar si ala e facut de un om deci se poate pacali cumva. Sau nu?
Ce credeti?
FAP-ul asta!
Moderatori: mesersmith, Echipa Tehnica
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Tehnic se poate orice. Se scot niste piese, se pacalesc niste senzori, etc. Problema e ca masina nu va mai iesi la noxe (decit cu spaga, evident).
Nu ti-ai dat vechitura la Remat? Nu ai postit pentru a plati rata la noul Logan? Ai bagat banii in piese pentru vechitura ta? Daca si anul asta faci la fel, de la Zaraza numai respect!
M-am gindit si eu la faza cu noxele.Chestia ca nu trebuie suspendat catalizatorul,doar filtrul ala, ca sunt separate. Oricum,nu cred ca e o problema treaba cu noxele,daca ati vazut VW si Merturile noi,cind pleaca din semafor parca merg cu carbuni.Prima data am crezut ca sunt defecte, dar e normal la ei.
Particle filter (PF or FAP)
Shot at 2007-06-28
Particles have a diameter of around 0.09 microns and consist mainly of carbon and hydrocarbons. The PF traps these particles and periodically burns them off.
Particles burn naturally at approximately 550 °C, but the normal temperature of exhaust gases leaving the manifold is only 150 °C.
The particle filter system overcomes this problem in a number of ways :
* post-injection during the expansion phase, resulting in post-combustion in the cylinder and a 200 to 250 °C increase in exhaust gas temperature (i.e. to between 350 and 400 °C) ;
* additional post-combustion by means of an oxidising catalyst located upstream of the filter. The catalyst acts on any unburned hydrocarbons resulting from the post-injection and raises the temperature by a further 100 °C (to between 450 and 500 °C) ;
* use of Eolys, a cerine-based additive that reduces the particle combustion temperature to 450 °C.
The particle filter system consists of the following :
* a housing containing the pre-catalyst and filter. The filter is a porous block of silicon carbide that traps all particles in the exhaust gases. Sensors monitor clogging pressure across the filter and the gas temperatures at the inlet and outlet of
* the system ;
* a software programme in the engine control unit that controls regeneration of the filter by post-injection every 400 to 500 km depending on the clogging pressure across the filter. The software also provides diagnostic information on the system. During regeneration, the inlet air is no longer cooled by passing through the air-air intercooler but is instead heated to raise the temperature of the mixture in the combustion chamber with a consequent increase in the temperature of the exhaust gases ;
* a fuel additive system consisting of a probe tube, a system to inject Eolys into the main fuel tank and a dedicated electronic controller. The Eolys is stored in a tank adjacent to the main fuel tank and injected in proportion to the volume of fuel added during refuelling. For example, when filling up with 60 litres of fuel, the system will inject 37.5 ml of solution containing 1.9 g of cerine. The Eolys tank has a capacity of 5 litres, sufficient for 80,000 km.
The filter is cleaned and the Eolys tank refilled during dealer servicing every 80,000 km.
Shot at 2007-06-28
Particles have a diameter of around 0.09 microns and consist mainly of carbon and hydrocarbons. The PF traps these particles and periodically burns them off.
Particles burn naturally at approximately 550 °C, but the normal temperature of exhaust gases leaving the manifold is only 150 °C.
The particle filter system overcomes this problem in a number of ways :
* post-injection during the expansion phase, resulting in post-combustion in the cylinder and a 200 to 250 °C increase in exhaust gas temperature (i.e. to between 350 and 400 °C) ;
* additional post-combustion by means of an oxidising catalyst located upstream of the filter. The catalyst acts on any unburned hydrocarbons resulting from the post-injection and raises the temperature by a further 100 °C (to between 450 and 500 °C) ;
* use of Eolys, a cerine-based additive that reduces the particle combustion temperature to 450 °C.
The particle filter system consists of the following :
* a housing containing the pre-catalyst and filter. The filter is a porous block of silicon carbide that traps all particles in the exhaust gases. Sensors monitor clogging pressure across the filter and the gas temperatures at the inlet and outlet of
* the system ;
* a software programme in the engine control unit that controls regeneration of the filter by post-injection every 400 to 500 km depending on the clogging pressure across the filter. The software also provides diagnostic information on the system. During regeneration, the inlet air is no longer cooled by passing through the air-air intercooler but is instead heated to raise the temperature of the mixture in the combustion chamber with a consequent increase in the temperature of the exhaust gases ;
* a fuel additive system consisting of a probe tube, a system to inject Eolys into the main fuel tank and a dedicated electronic controller. The Eolys is stored in a tank adjacent to the main fuel tank and injected in proportion to the volume of fuel added during refuelling. For example, when filling up with 60 litres of fuel, the system will inject 37.5 ml of solution containing 1.9 g of cerine. The Eolys tank has a capacity of 5 litres, sufficient for 80,000 km.
The filter is cleaned and the Eolys tank refilled during dealer servicing every 80,000 km.
Multumim lui Bau Bau 
! Acum avem si imagini la ce ar fi de facut.Daca suspend filtrul, nu mai trebuie nici aditiv, plus ca se reduce si consumul de motorina.Eu vad numai avantaje, sunt sigur ca ar fi si dezavantaje,pe care sunt curios sa le aflu.
Concluzia,care e cea mai buna cale de pacalit presostatul ala diferential, sa nu dea erori la ECU?
! Acum avem si imagini la ce ar fi de facut.Daca suspend filtrul, nu mai trebuie nici aditiv, plus ca se reduce si consumul de motorina.Eu vad numai avantaje, sunt sigur ca ar fi si dezavantaje,pe care sunt curios sa le aflu.Concluzia,care e cea mai buna cale de pacalit presostatul ala diferential, sa nu dea erori la ECU?
Nici o problema! Si eu cautam pe net sa ma informez despre FAP pt ca am prins masina facand ceva ciudat: calcam aceleratia in podea si nu voia sa urce mai mult de 2000, 2,500 sau 3000rpm, nu totdeuna ci selectiv, in total de vreo 10 ori intr-o ora, cred, si pe o distanta de cam 60 km...aprox. Alt raspuns nu am gasit si nu am primit decat ca isi facea regenerarea FAP...
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