New owner of a 2010 Freelander, bought with issues. Full story is here http://www.freel2.com/forum/topic33570.html

Would like your opinion on the problem. I think its an injector issue as I've heard similar sounding engines on Youtube.

https://www.youtube.com/watch?v=qtxUqWbBDvQ

I've started taking off the air inlet pipework and discover a fair bit of oil plastered over the backside of the engine cover however the engine below looks clean and no sign of any oil and/or diesel which is a bit of a puzzle. Injectors look clean...at least as far as I can see from the outside! The only engine fault codes I have relate to a failed throttle body, bad air sensor and a failed glow plug.

P0380 – Glow Plug Circuit A
P02E1 – Diesel Intake Air Valve Flow Control - Performance
P02EG – Diesel Intake Air Flow Sensor – Circuit High
P02E5 – Diesel Intake Air Control – Stuck Closed



Engine Cover

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That point of the air inlet pipe is a common source for oil drips, it gets there via the PCV pipework. A common quick fix is to replace the original spring clamp with a jubilee clip. 
Hung like Einstein, smart as a horse.

DEFINITELY get your second hand injectors properly tested...!!

I've just had to get two brand new (i.e. NOT re-conditioned) injectors swapped out following a complete engine transplant... Lexus RX450H - 500 mile a week commuter- I just couldn’t trust in a newer RRS or DS for that….
2009 Freelander 2 HSE... 155K miles, we’ve done 135k of those, has done brilliantly on the commute and staying firmly put as car two in the household
2002 Jaguar XK8 Coupe... fun, fast, ours for 12 years and owes us nothing - so staying with us too…

shiggsy wrote:

That point of the air inlet pipe is a common source for oil drips, it gets there via the PCV pipework. A common quick fix is to replace the original spring clamp with a jubilee clip.

Deafender wrote:

DEFINITELY get your second hand injectors properly tested...!!

I've just had to get two brand new (i.e. NOT re-conditioned) injectors swapped out following a complete engine transplant...

I will take all seven injectors to be properly tested at pressure and reported so I know what I'm working with.Hopefully will end up with at least four that are good to use.

On the point of re-conditioned injectors I had read somewhere that these type of common rail injectors...I think called piezoelectric cant be re-conditioned. Cleaned yes but when their faulty their done......I don't know how true that is as many being offered for sale  2010 FL2 TD4 GS

So today have removed three injectors with little issues. The fourth is stuck...just started to rock so I've left it soaking in carb cleaner overnight. Need to also figure out how to get to the EGR pipe flange bolt at the back of the engine. I'm hoping you can get access from underneath......either that or you need to be a contortionist

One question about these injectors. Both the Haynes manual and the LR workshop manual say that injectors should be stored upright to keep diesel inside......anyone know why that is? There is also a reference in manual I'm not following regarding injector removal "Note the position of the plastic alignment sleeve"? I don't see any alignment function on the injectors

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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.

AJ918 wrote:

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.

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.

AJ918 wrote:

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.

All injectors now out and sent for testing! 2010 FL2 TD4 GS

Well.......new injectors now fitted along with new timing belt/water pump and starter. Sadly this has made little difference to my noisy smoking engine. Maybe a bit less grey/white smoke which still smells like diesel but as noisy as ever. Its a as I had convinced myself that it was faulty injectors. The noise seems to be coming from top of engine Just what would cause this sort of noise? Car starts OK.
Now zero error codes being reported.

So what are the possibilities:

Injectors not coded to ECU?
Failed cylinder head (noise is escaping gasses?) Coolant is clean and no contamination obvious in the engine oil?
Failed EGR valve?
Knackered cam shafts/valves?
Bad piston/rod (have not checked cylinder compression)
Failed turbo?

Another engine video of the noise
 2010 FL2 TD4 GS

Last edited by GaryLaird on 15th Apr 2019 4:36 pm. Edited 1 time in total

Was just watching this video on Youtube which sounds exactly the same as mine....problem being reported as the injectors:



 2010 FL2 TD4 GS

Compression test first I reckon.......I wonder if there might have been a bit of water ingestion? Regards

David

Lovely i6 has now gone, but not me......

Please let me know if anything in my post offends you, as I may wish to offend you again......

It's obvious, from the engine vibrations and frequency of sound, that one of the four cylinder entities is not working properly.
I, for one, I would disconnect the electrical connection to each injector, one injector at the time, and see if it's the same.

Beware, if you will do it!!!!
Being piezo injectors, DO NOT disconnect them when the engine is running, because you can remain with an open injector and you don't want an injector to continuously inject fuel from the high pressure rail with the engine running...
Stop engine, disconnect injector, start engine, listen, stop engine..... etc.

Disclaimer: of course, if you will do it, you will do it at your own risk!

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