March 2021

MARCH 2021 AFTERMARKET 27 www.aftermarketonline.net bespoke OE-quality Lambda sensor and steer well clear of universal sensors, designed to cover as many applications as possible by splicing in the connector from the unit being replaced. In theory, this sounds like a good idea. In practice the potential for a mismatch with the vehicle's system or subsequent premature failure is very high. “Garages should also ensure they fit a new NTK Lambda sensor whenever they replace a vehicle’s catalytic convertor. A worn or failed sensor can result in drastically reduced control of the fuelling system which could result in increased fuel consumption, uneven running, generally poor performance or failure of a MOT emission test. “The function of the sensor should be checked every 20,000 miles or annually. The emissions check as part of the current MOT test samples the exhaust gases to monitor the efficiency of the engine, exhaust system and engine control systems. The Lambda sensor is a vital part of this system and its function is therefore influenced by many other components. A malfunction of an associated part may directly affect the performance of a sensor. An oscilloscope and gas analyser is a much more accurate way of assessing sensor performance than relying on fault codes alone. Garages need to look for slow response times, output range and heater function.” Mark added: “Contaminants from poor quality oils and fuel which remain in the exhaust gases can become deposited on the sensor element affecting its operation. Even coolant from a leaking head gasket can reach the element.” For more information, visit www.ngkntk.com Critical service When the problem is the ECU itself, they need to be able to identify this issue and provide a replacement unit where necessary. Adam White, Workshop Solutions Director at LKQ Euro Car Parts observed: “While their official lifespan is between eight and 10 years, ECUs often need replacing far sooner due to their location within a vehicle. Damage can be caused by engine heat, water or dirt. If not addressed quickly enough, this damage can lead to full system failure, making ECU repairs a critical service for independent garages to offer customers. “That said, ECU repairs are notoriously challenging. And as a result, very few garages have provision to service them in-house, meaning they often have no choice but to return vehicles to dealers for repair or replacement. This is a significant missed opportunity for garages – and doesn’t deliver the best results for drivers. The cost of a new ECU from a dealer can be upwards of £1,200, while garages could profitably deliver a repair for a third of this price. To help with this, LKQ Euro Car Parts offers an end-to-end ECU repair service to independent garages, helping them to tap into this key revenue stream without having to bring highly-specialised expertise in- house. Technicians can remove the ECU from the vehicle in question, and deliver it to their nearest LKQ Euro Car Parts branch. From there, we perform a complete diagnostic check to assess whether the system is repairable, or if a replacement is necessary. If we can perform a repair, we’ll return the unit to the garage, fully re-coded and ready to be reinstalled.” For more information visit: omnipart.eurocarparts.com Common rail diesel technology Commenting on ongoing developments in common rail systems in relation to vehicle electronics, Fatiha Laauich, Pan European Strategic Marketing Manager at DENSO, said: “In order to operate successfully at such high pressures, the common rail system (CRS) relies on three vital elements: the fuel pump, injectors and electronics. Alongside the HP5 pump used for passenger cars and smaller capacity commercial vehicles, the HP6 is for six to eight-litre engines and the HP7 for capacities above that. “To achieve the latest emission standards, injector control has become ever more precise. This has led to Piezo injectors, containing piezo crystals. When exposed to an electrical current, they expand, only returning to their original size as they discharge. Management of the injection process is traditionally measured with the use of a pressure sensor to indicate pressure in the fuel rail feed to the ECU. However, despite developing technology, fuel pressure sensors can still fail, causing error codes and, in extreme cases, complete ignition shutdown. As a result, DENSO pioneered Intelligent– Accuracy Refinement Technology (i-ART). “This a self-learning injector fitted with its own microprocessor, enabling it to autonomously adjust the fuel injection quantity and timing to their optimal levels and communicating this information to the ECU. This makes it possible to continuously monitor and adapt fuel injection per combustion in each of the cylinders and means that it also self- compensates over its service life. i-ART is a development that DENSO has not only incorporated into its fourth-generation Piezo injectors, but also selected solenoid activated versions of the same generation.” Left: HELLA Lambda Sensor Below: Denso components