Patience has run out, and I am presenting the word of truth regarding the absolute pressure sensor in a form accessible to the general public...
So, perhaps, from the very moment of the appearance of DAD 110308 in 2009 on ZAZ cars supplied to Russia, there has been a myth about its “defectiveness”. I mercilessly destroy this myth: this sensor is no better and no worse than its “predecessor” Siemens 5WK96930... however, why not
better? Better! At least because... cheaper: at the price of Siemens in
At 2000 rubles, the original (Elkar) domestic DBP costs significantly less, and its Nizhny Novgorod analogue can be purchased for 350 rubles. For some reason, it is customary to “treat” any artifacts in the operation of the injection system (of course, to no avail) by replacing the DBP... The roots of this misconception go back to the speculations of VAZ manufacturers, who treat everything and everyone by replacing the MAF and seriously believe that the DBP is some kind of similar... Another common one An error is the erroneous judgment of a pressure sensor when recording air pressure values in the receiver outside the tolerance limits. Trying to “treat” high idle air pressure by replacing the DBP is akin to trying to cure a flu patient by replacing the thermometer.
In terms of durability, there is absolutely no difference between Siemens and Elkar for the simple reason that they all essentially have an unlimited service life, because the technological “safety margin” in the language of mathematicians “tends to infinity.” And all because CONSTRUCTURALLY this DBP resembles an electret microphone, and in order to “kill” it, you need to apply a voltage obviously greater than 5 Volts...
And this, by the way, happens: if the voltage relay regulator fails, when 16-20 Volts instead of 12 go into the on-board network, up to 9 Volts (instead of five) can go to the sensors, accordingly. However, such cases are extremely rare: as a rule, the car catches fire (flashes) faster than the DBP can be damaged...
For comparison, the film DBP of Lanos (Nexia) is structurally reminiscent of a variable resistor, and the slightest pop (ignition) in the intake tract can “kill” IT.
So, DAD 110308 really has vulnerabilities
.
FIRST is the built-in air temperature sensor
, which is... an ordinary temperature sensor, perhaps exactly the same as in your computer (of course, Made in China)
Unlike the Czech Siemens, the temperature sensor of the domestic DBP is not protected from mechanical influences (just like the German sensor). Perhaps this is why failure of the temperature sensor is the most common and, in fact, the only (with the exception of short circuit) malfunction of this DBP.
If the built-in DTV fails, you can install a separate DTV under the hood (as on Lanos) without changing the DBP. And you can also... EXCLUDE DTV FROM THE PACKAGE (software): The M10.3 ECU does not take into account the engine air consumption (there is no mass air flow sensor or an algorithm for converting air pressure into air flow), for the measurement of which the presence of DTV is required.
The SECOND weak point of the Elkarovsky DBP is the o-ring
, which often does not ensure tightness, as a result of which air leaks into the receiver (bypassing the throttle valve). The problem is solved with the help of silicone sealant... but those who love everything “feng shui” can choose a replacement for this ring.
Both sensors (Siemens and Elkar) have one more common problem - this is the obsession of car owners to “splash something somewhere.” The seal in the 4-pin DBP block swells when in contact with aggressive “sprinklers”, as a result of which the contact ceases to be stable even after the block is put on until it clicks. In general, it is not worth disconnecting the block from the sensor again: the contact group can be destroyed if an unsuccessful attempt to reconnect, especially if the car is retrofitted with gas equipment with gas supplied directly to the throttle (the temperature of the receiver rises, the sensor body and the contact connector become fragile).
Error P0105
“Incorrect readings or an open circuit of the MAP SENSOR ERROR” (the interpretation of the error may vary depending on the diagnostic program used)
is not an unambiguous sign of a malfunction
, and usually occurs when there is a surge (dip) in the voltage of the on-board network (for example, when starting a cold engine with a weak battery).
The sensors (Siemens and Elkar) are interchangeable, although they have different characteristics (“slope”): when installing Siemens instead of 110308, instead of the real “lowered” 720 mmHg, we will have an “increased” 760 mmHg atmospheric pressure ( and vice versa when replacing it back)…
Regarding other extremely rare DBP malfunctions, we can name an open circuit of the sensor (the air pressure according to diagnostics is constantly 160 mm Hg) and a short circuit of the sensor (to +5 Volts), the air pressure in this case is constantly displayed at the level
780 mmHg (and does not decrease after starting the engine). Shift of the characteristic and violation of its linearity in the case of dual DBP+DTV 110308 (and its analogues) are excluded. And stop speculating about a DBP malfunction if its values change over time after starting the engine.
If you think that you can buy any (including Chinese) DBP that only fits the plug, you are mistaken. The other day a car came to me with a Chinese sensor... look how approximate
the calibration (which we managed to establish plus or minus at the regime points) differs from the calibration of the native DBP... however, it is often difficult for “our person” to explain how 5 Volts differs from 220...
Domestic DBP is usually called “GAZel”, BUT
If we pay attention to its marking (110308), it will become clear that it owes its catalog number to the ZAZ 110308 “Slavuta” car, so it is more correct to call such a DBP “Slavutovsky”. And yes, it is the “Zazovsky” DBP that is installed on the GAZelle (and not vice versa)
