The Dispatch | Expert | Scudo Hub

Totally impractical of course, just a bit of fun.
I've bought a few smart home bits - mostly working with the Tuya Smartlife app. Once you tell google home the login details for the app, you can control the devices with voice commands.
So this board has 2 single pole double throw relays and can be controlled by the app, and by google home. The other key thing is that the board supports momentary switching (inching as they call it), which is needed to simulate a button press on the remote.

The old van had a few issues, broken gear linkage in Spain, broken front spring on the drive the day before the ferry to Ireland, front brake pads in France (twice), broken aux belt in Ireland, noisy aux belt in France (never got to the bottom of it) and a stuck stop solenoid in Greece. Sound a lot now that I list it out, but this was over 5 year and 50,000 miles. However with some rust starting on the sills, I decided to change for a newer model.
So I looked for a van with A/C and more than the meagre 70bhp and since the old van worked out cheaply for me, I'd spend a bit more on something a bit newer than the 2002 model.

Bought a 2015 ATV 130bhp and set about converting it. Nice to drive, loads of power, and because of the boxy shape a bit more room inside.
Downsides is the stupid battery control system, that turns the radio off and won't let you wind down the windows without restarting the engine.

Anyway story short, it broke down on the first trip to France, and then took 1.5 years and £5k to fix.
Seems like nobody really wants to touch modern common rail diesels, other than change the oil and polish the filter. It's also my opinion that Peugeots part supply chain in the UK is broken  - I've had several parts go on back order, no forecast.

So I've spent more on this van after one 6 week trip than the whole cost of the old van, including all the maintenance over the previous 5 years.
As @JohnDragonMan says the old van could go round the world, this van I would not trust.

I think that one was to switch the displays on/off, and the other to activate the relay that connected the leisure battery to to the alternator, when the engine was running.
These were in the old van, these are the displays in the new one.

Fuel pressure is enormous, up to 1800bar, and injector opening measured in fractions of milliseconds. In addition there are small pre and post injections. The manufacturing process is not precise enough to meet these requirements, with typical fuel delivery tolerance of 10%. So each injector is profiled to get a timing offset to bring that tolerance down to 1%. This is the code that is passed to the ECU.
I had already checked the variance across the injector timing, and they were within 2% across the 4 cylinders. The ECU is able to measure RPM as each cylinder fires, so I expected that an overfueling injector would be detected. So if all 4 injectors are overfueling nothing would be picked up. Though I'm surprised that that the O2 sensor  does not seem to monitor during regular driving.
Anyway this would lead me to speculate as to why the jets have worn so badly and prematurely. When I asked the Delphi agent, he suggested fuel contamination.
I suspect that the the previous owner had easy access to red diesel - and recently there were reports coming out from farmers with fuel filters being blocked by high  particle levels in bio diesel.

Next I tried to do a forced regen. I cleared the faults, and started the process. Straight away the "dpf blocked" code P1477 came back, the process would stop and the message was "replace the exhaust". With Peugeot offering no assistance, and with the DPF effectively broken, I had no choice but to go back the same dealer again.

The dealer agreed to take the van back, mid June, and I waited for the verdict. Six weeks later, I contacted them asking for an update, to be told that the fault was because the DPF was not a Peugeot part - and needed to be replaced. They thought is was not genuine because it did not have Peugeot stamped all over it.  I managed to pull the invoice that detailed the part number that was fitted, and if it was faulty then it should still be under Peugeot warranty.
I also pointed out that

The original DPF failed in less than 50k miles with a cracked core
The after market DPF failed after 100 miles
The new "OEM" DPF regens every 50 miles is blocked after 500 miles.
I also suggested it might be an idea to take the exhaust off, to see what was coming out of the engine.

So they changed their mind, and actually did some work.
Along with doing a forced regen (I really don't know how they did this) they had a look at the additive tank. This confused me a bit because you could see that regens were completing OK, because the exhaust differential pressure would drop as expected after the regen. So even though the level of the tank was right for the mileage, they managed to squeeze a litre of fluid into the tank! But at least they were doing something.
The next step was to drive the van to see what was happening.

Again it was 6 weeks before I got an update that confirmed that the DPF was not faulty, and the Peugeot thought that it might be the injectors, without any data to support such a theory. So the next step would be to check the air circuit, run with the exhaust off to see how ‘sooty’ it is and then run tests on the injectors.
A week later they confirmed that the air circuit was OK, but could not give me a forecast for the rest of the work. After complaining to senior management, they agreed to test the injectors in one weeks time.
So they pulled the injectors and proceeded to photograph them with a mobile phone, and then put them back in. They thought that the jets looked enlarged and suggested I come to garage to look at the photos! You could not make it up, the jets are 0.12mm.
I requested that they get them properly tested to see if they were within spec. Two weeks later I got the results.
It was very clear that all 4 injectors were over fueling by at least 10-20% - funny enough it was tested by the Delphi agent that I had visited a year before, who told me that there was nothing wrong with the injectors, and that I would be wasting my money getting them tested.

At this point the van has been with the dealer for 18 weeks.

Never mind forcing a regen, I've seen temperature readings of over 600 during an normal active regen. Beats the hell out of me why the manufacturers didn't think that customers might want to know that this is going on. Seems like it would have been sensible to alert the customer that a regen is scheduled, and allow them to actually kick it off.
To help, I've wired an led up to the mirror heating wire, so that I can see when the regen is starting (the ECU cuts in a bunch of electrical loads, to get the engine working harder, to help raise the temperatures)

yes you are right the original eolys was replaced with eolys powerflex, which needs a lot less fluid, about 4ml per 80L fill. This means that the fluid should last 150k+ miles instead of 75k, not that anyone will actually confirm this.

At the moment I need to watch what's happening with the DPF - and will post on separate thread shortly.

So I'm monitoring
Exhaust temperature, which is normally 150 to 250, rising to 450+ when regenerating.   
Differential pressure across the the DPF, which is 1 or 2 when idle and 100+ under load, when clean.
Calculated soot g/litre
Last time the regen was run

I got them from eBay
One from someone breaking a 2003 Citroen C5 (£25) and the other listed as CITROEN C5 MK I & II ARMREST (£40)

The part numbers I had searched on were 8969, 8830 and C5, C6, C8 - but check that its the single bayonet type

Note how to remove the armrest
Move it to the upright position, push the armrest into the seat frame, then you should be able to push the armrest past the upright position, to the rear of the car, for another 25deg, and the armrest should pop out.

When I searched for the socket, the only part that I came up with was 8957JL, however this may be just for combi middle seats, with a different part for the front seats. Hence having to cut the frame to fit. So maybe this is why people will say that it will not fit (since it's not actually the right part)

Probably not, if the MAF measures the intake air temperature as well.

Thanks, heres the detail
http://blue-van.blogspot.com/2015/02/le … y.html?m=1

Just make sure you have a wiring route into the interior