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Chip tuning: how not to ruin a car?
Ecofilters are clogged over time with deposits that are not washable, and buying new ones costs a pretty penny. This is especially painful for the owners of budget cars. And neutralizers can suddenly die due to reflow of the filler. It occurs for various reasons, and often this is not the fault of the owner of the car. In both cases, further operation of the machine becomes difficult: the dynamics noticeably suffer, electronic errors appear, and the engine control unit can go into emergency mode with a significant limitation of power.
For some models, it is not uncommon for the neutralizer filler to fall apart and ceramic dust to be sucked into the engine cylinders. Usually the case ends with a major overhaul or even replacement of the motor. And then timely removal of the neutralizer is the only way to avoid very large expenses. After all, far from always the manufacturers recognize such cases as warranty, transferring blame to the car owner, who allegedly refueled the car with substandard fuel.
At first glance, the procedure for removing various types of neutralizers seems straightforward, but in fact it has a lot of pitfalls. In addition to the physical cutting of the ecofilter filler, it is necessary to correctly deceive the software so that the engine does not go into emergency conditions and the garland of errors does not burn on the instrument panel.
Sometimes locksmith cutting of the converter is very expensive. For example, if a car has two collectors, the price immediately doubles. And sometimes, to remove the nodes you have to lower the subframe or unscrew the motor mounts. Sometimes locksmith cutting of the converter is very expensive. For example, if a car has two collectors, the price immediately doubles. And sometimes, to remove the nodes you have to lower the subframe or unscrew the motor mounts.
Neutralization
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Physical removal of a gasoline engine neutralizer has no particular nuances. The main thing is to make sure that the control program does not complain about incorrect readings of the second oxygen sensor due to the lack of an environmental filter. The simplest solution is to install a so-called snag under a lambda probe. However, this option is extremely rare, in most cases, annoyed customers have to go to calibrate the program.
The process of flashing the control unit depends on two main factors - on the specific model of the machine and its environmental class. Manufacturers have long been puzzled by the software protection against chip tuning. This primarily concerns the environmental part of the issue. To remove the entire program from the block, fully calibrate it and record it back, expensive equipment is required. In addition, not all modules can be reflashed by connecting through the diagnostic connector. Sometimes the unit has to be removed from the car, disassembled and connected directly to the contacts on the board, which requires special qualifications and equipment. This usually applies to models of Euro 5 and above, as well as to cars from the American market, where environmental requirements are especially severe.
The scheme of direct connection to a specific board is registered in the software of professional equipment for chip tuning. The wizard archives the full-time management program after it is extracted. This is done in case of a possible board failure or incorrect operation of the corrected software. The scheme of direct connection to a specific board is registered in the software of professional equipment for chip tuning. The wizard archives the full-time management program after it is extracted. This is done in case of a possible board failure or incorrect operation of the corrected software. |
Soldering to the board of the engine control unit is an extremely responsible undertaking. Even experienced craftsmen during their careers kill more than one module in this way. The risk of the operation cannot be reduced to zero, so it is embedded in the cost of the work. Soldering to the board of the engine control unit is an extremely responsible undertaking. Even experienced craftsmen during their careers kill more than one module in this way. The risk of the operation cannot be reduced to zero, so it is embedded in the cost of the work. |
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The wizard adjusts the program on his own or sends it to the calibration partners. These are individual specialists or representatives of large companies involved in chip tuning. Free software from the Internet is an extremely dangerous thing. At least they do not work correctly, and often even turn the car into "real estate".
A complete program change is the editing of the error table with the removal of the corresponding codes related to the oxygen sensor and neutralizer, as well as map correction. If on the “operating table” there is a Euro 4 car, then the second lambda probe can be disconnected from the network and replaced with a plug. The card disconnects requests from the module to the sensor with the substitution of certain values, and the program ceases to take into account its signal.
On many Euro 5 vehicles, the second oxygen sensor must not be physically disabled. Its signal is also taken into account when correcting fuel supply. In addition, advanced broadband sensors are used. Therefore, the program requires more serious adjustments. In addition to overwriting the error tables, virtual emulation of the oxygen sensor signal is also made. Roughly speaking, a sinusoid of the front lambda probe is taken and flipped over. This is how the signals of both broadband sensors look with a working converter.
![Если нейтрализатор стоит очень близко к двигателю, то после его вырезания желательно поставить пламегаситель [2], чтобы оставшаяся пустотелая банка излишне не разогревалась. Это актуально только для бензиновых моторов. У дизелей после калибровки прошивки отключается регенерация сажевого фильтра, поэтому температура отработавших газов всегда остается относительно низкой. Стронгер [1] - проставка-резонатор вместо бензинового нейтрализатора. Иногда его ставят по желанию клиента, когда экофильтр, идущий под нож, расположен под днищем машины. Ведь пустая банка может слишком сильно резонировать](https://i.rotaautoservice.com/images/002/img-1175-j.webp "Если нейтрализатор стоит очень близко к двигателю, то после его вырезания желательно поставить пламегаситель [2], чтобы оставшаяся пустотелая банка излишне не разогревалась. Это актуально только для бензиновых моторов. У дизелей после калибровки прошивки отключается регенерация сажевого фильтра, поэтому температура отработавших газов всегда остается относительно низкой. Стронгер [1] - проставка-резонатор вместо бензинового нейтрализатора. Иногда его ставят по желанию клиента, когда экофильтр, идущий под нож, расположен под днищем машины. Ведь пустая банка может слишком сильно резонировать")
If the neutralizer is very close to the engine, then after cutting it, it is advisable to put a flame arrester [2] so that the remaining hollow jar does not unnecessarily heat up. This is relevant only for gasoline engines. For diesel engines, after calibrating the firmware, the particulate filter regeneration is turned off, so the temperature of the exhaust gases always remains relatively low. Stronger [1] - spacer-resonator instead of a gasoline converter. Sometimes it is placed at the request of the client, when the ecofilter, going under the knife, is located under the bottom of the machine. After all, an empty can can resonate too much. If the neutralizer is very close to the engine, then after cutting it, it is advisable to put a flame arrester [2] so that the remaining hollow jar does not unnecessarily heat up. This is relevant only for gasoline engines. For diesel engines, after calibrating the firmware, the particulate filter regeneration is turned off, so the temperature of the exhaust gases always remains relatively low. Stronger [1] - spacer-resonator instead of a gasoline converter. Sometimes it is placed at the request of the client, when the ecofilter, going under the knife, is located under the bottom of the machine. After all, an empty can can resonate too much.
Soot department
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The main condition when removing the particulate filter, which they began to install on diesel cars with the introduction of Euro 4 class, is not to touch the oxidizing converter, which is often located in a single filter housing. The oxidizing agent does not accumulate deposits and is not prone to clogging. Without it, the car smells like an old truck and frankly smokes black smoke.
The program is adjusted according to the same scenario as in the case of a converter for gasoline engines. On older machines, it is usually possible to physically remove the scattering of sensors on the particulate filter by analogy with the second lambda probe of the spark motor: differential pressure, temperature sensors and the rear lambda probe. On more recent cars (Euro 5 class) they again resort to virtual emulation of their signals, since the sensor readings are used by several systems and cannot be turned off. Therefore, the correct calibration of the "brains" of a diesel engine is a very complex and painstaking process.
The rear side of the converter. The melting areas of honeycombs are clearly visible. After knocking out the filler, more severe damage to the frontal part is manifested - and this is only a small fragment of the ceramic cylinder. The rear side of the converter. The melting areas of honeycombs are clearly visible. After knocking out the filler, more severe damage to the frontal part is manifested - and this is only a small fragment of the ceramic cylinder.
One of the nuances of calibration is the installation of obviously unattainable parameters. For example, to prevent the automatic regeneration of the particulate filter from starting, a very high numerical threshold is set on the differential pressure and temperature sensors. Indeed, during regeneration, the temperature of the exhaust gases rises significantly, and for this the fuel supply increases. Excess diesel fuel actively enters the engine sump, significantly diluting the oil.
Hell Reports
Servicemen are also able to turn off the catalytic converter system for diesel engines with AdBlue injection (this is a liquid urea-based reagent used to reduce the content of nitrogen oxides in diesel exhaust gases). Sooner or later, its individual elements fail, and repairs are very expensive. Often the AdBlue converter is not gutted. Structurally, it is similar to oxidative, that is, it does not clog. But at the insistence of the client, who still wants to play it safe, they remove him. There are no pitfalls in the operation.
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Software shutdown is complicated. The second nitric oxide sensor is connected to the “brains” of the engine, and the first to the AdBlue control unit. Therefore, in addition to overwriting the error table, additional operations are needed. In the engine control unit, the monitoring of the rear nitrogen sensor and the request to the AdBlue module, which controls the nozzle for reagent injection, are disabled. After that, the AdBlue “brain”, sensors and nozzle can be physically disconnected from the network.
However, many cars need to dig deeper. The AdBlue module is connected to the CAN bus, and data from it can be transmitted directly to the instrument panel or, for example, through the body electrics unit to monitor its condition (errors and urea reserve in the tank). Using the diagnostic equipment, you need to reconfigure these items as if the machine was not originally equipped with AdBlue. Otherwise, errors will appear on the dashboard due to the disabled AdBlue module, and the mileage or engine starts counters will turn on (depending on the car) - and when they are reset, the engine will go into emergency mode with a start prohibition.
It is not always possible to select the correct size of the arrester for the body of the cut out converter. In this case, find the most suitable option for a smaller diameter and height. The flame arrester rests on the front wall of the housing, centers it and is welded at several points. It is not always possible to select the correct size of the arrester for the body of the cut out converter. In this case, find the most suitable option for a smaller diameter and height. The flame arrester rests on the front wall of the housing, centers it and is welded at several points. |
The final welding of the emptied converter housing also requires experience, especially if it is a collector. If the "geometry" is severely disturbed in the process, the assembly cannot be put on the car. The final welding of the emptied converter housing also requires experience, especially if it is a collector. If the "geometry" is severely disturbed in the process, the assembly cannot be put on the car. |
Conditions of a contract
When choosing a service station, always pay attention to the range of its work. Before deciding to remove the neutralizer, it is imperative to make a preliminary diagnosis. Very often environmental errors or loss of dynamics are associated with completely different reasons. Therefore, it is important to take both steps in one service in order to have guarantees.
The cost of work varies from car to car. The design of the exhaust system (the complexity of removing its elements) and the performance of the engine control unit (the type of connection to it and the calibration price) contribute to it.
A fresh seam on the collector will not be evident for long. After a short time, the color of the repair area will merge with the overall color of the assembly. A fresh seam on the collector will not be evident for long. After a short time, the color of the repair area will merge with the overall color of the assembly.
The average price tag for cutting a "gas" converter for middle-class cars is from 12, 000 to 20, 000 rubles. The removal of the particulate filter is estimated at 14, 000–40, 000 rubles. This variation is associated with different calibration costs. It will cost the most to eliminate the AdBlue system: from 30, 000 to 70, 000 rubles. In this case, work on the program is the most expensive. Most often, the master has to order calibrations on the side.
As a specific example, consider the cost and nature of cutting a converter on a BMW E60 with a 2.5 petrol engine. This is a car from the American market, so you need to directly solder to the board of the "brain" of the engine for flashing. In addition, two collectors are installed on the car, which are quite difficult to remove. Therefore, the work costs 26, 000 rubles, of which 12 thousand are flashing.
The master sent the extracted program for calibration to partners, since he does not have the best practices for this car. After manipulating the software, the environmental class changed from Euro 4 to Euro 2. Flame arresters were installed in the cases of the neutralizers. The second oxygen sensors were completely turned off and plugs were installed instead.
A 2005 car with a mileage of 200, 000 km originally arrived with a bunch of errors not directly related to the converter. At the same time, the car lost a lot of dynamics. Cutting out of neutralizers began only after confirmation of the diagnosis made in a third-party service. In the process, it turned out that the ecofilter cells were significantly melted.
Self-deception
Oxygen sensor trick is a spacer for the sensor, which has its own small converter. It is screwed into the body of the gutted converter, and the lambda probe gives an acceptable signal for the engine’s “brains”. This is in theory.
Alas, such tricks are made mainly from second-rate raw materials. Therefore, you should not rely on the fact that the precious metals contained in them will be enough for the normal operation of the crumb neutralizer. This is most relevant for modern cars of Euro 5 and higher: the error on the converter most often lights up on them immediately after gutting the filter and installing a snag for the second oxygen sensor. Although Euro 4 cars are no better.
Moidodyr
A clogged particulate filter can be washed. However, this helps when soot is deposited in the combs.
The filter is removed and washed several times with water using a high-pressure apparatus. Next, a washing agent is poured into it (active foam or even a dishwashing detergent will do) and left to soak for half a day. After repeated washing with water, the unit is again mounted on the car. At the end, the filter regeneration process (soot burning) is forcibly started. Such a comprehensive flushing in most cases saves an expensive unit.
