I really hope someone can help with. I’m screaming and pulling my hair out! I'm going to work backwards with this issue, so your point may be already referred to further down. Anyway, here starts!

2007 - Vogue TDV8 3.6

The Issue
Persistent fault code, "injector driver circuit performance bank B".
Engine cranks, but does not start.
If cleared, fault comes back up on turning ignition on without trying to crank the engine.
20 liters of fresh fuel.

What I have yet to try
As of writing this I have not done a [sola]noid light test on the ECU outputs / wiring / plug ends.
I have no access to an oscilloscope.
I have not done tests on the cam sensor or any other related sensors, however the fault reoccurs without needing to crank the engine as I've said above.
For "reasons" I am going to replace the low pressure injector leak back/off lines.
Have not done leak back/off tests.

What I HAVE done / tried
Replaced a 3rd party fuel filter with OEM.
Replaced 4 injectors.
Checked and passed: the wiring loom for continuity, resistance, shorting, etc. using multimeter and a megaohm / megga tester, including the sockets at either end.
Replaced the alternator.
Replaced the ECU and had it coded to the car, copied from the old ECU.
Checked common rail for flow.
Cleaned and checked all ground connections to body, then resistance of all ground lines in the ECU box to grounds.

Injector information
Moved injector #1 to cylinder #8.
Installed reconditioned injector in to cylinder #1. (No errors on Bank A.)
Replaced injectors #5 & #6 with 2nd hand injectors.

Injector tests - all 8 injectors
Ohms at 195-200 Kohms as per spec. across pins.
Capacitance at 3 microfarads or greater as per spec.
No short circuits to ground on any remaining/installed.
All read 0.2 megaohms across pins on megga test.

The full back story
April/May - Replaced water pump and thermostat housing, cooling module, power steering lines and fluid. EGR thermostats. Coolant.
Then had to replace thermostat housing again as i'd ripped the gasket on install. Ooops.

Once that sorted, took it for a drive. Drove 200 miles to Hartlepool from Stoke on Trent. No issues.
Drove back next afternoon, 200 miles and no issues.

Few days later, going up a hill - engine limp mode. Switched off. Waited. Restarted fine. No further issues.

Few days later, after a 30 min drive would crank but not start in car park. This time had my iCarsoft with me. Codes were:
- generator field
- injector driver circuit performance
Weird. But I reset the codes, and it started. Lumpy at first, under 500 rpm, then after a bit of revs it cleared and idled as normal. Drove 30 min, no issues.

Few days later, it started but was lumpy as a few days before. But cleared, drove well. But another carpark, would crank but not start. The same error codes, but this time added in injector #8 issue.
After repeated clearing and cranking, it restarted. Again lumpy but clearing. Drove a good 45 min with no issues. But few minutes from home, going up an incline it started limping and then fully in to limp mode.

I got it restarted, but this time it would not move. The lumpy idle would not clear this time. It was trailered home. Then it wouldn't start at all.

A few weeks went by as I tried figuring out what I should do. I had battery on charge in flat. One evening decided to have a look, somehow locked key in car as I connected battery. RAC came while I was in flat, and i got to it and somehow RAC had managed to start the car and it was running well! I was baffled. He said, it had taken some persuading.

So, I took it to the other end of the car park and back but as I pulled in to my space, it started to limp and fail just as I parked.

No more starts since.

Any help and ideas? Many thanks!

I saw this once, it was a corroded fuseholder - sorry but I can't remember which one, it was about six years ago. I'd start by checking all the +ve & -ve connections to the control module. Testing resistance won't show volt-drop, you need to be measuring with a volt meter at either end of each wire with the circuit under load. Resistance checks on an isolated circuit will only show the very worst of problems.

I doubt it's a sensor related issue as there are no DTC's set for correlation or input high/low, personally I'd get a copy of the relevant wiring diagram and work your way through all the power inputs & grounds (get some decent backprobe pins so you can test under load) then check the output harness to the affected bank for mutual shorts. Beware of unplugging Piezo injectors whilst they are being triggered, you can leave them in the 'open' state... Also be aware that the output voltage to the injectors can be classed as 'High Voltage'

Hi. Cheers. There are no fuses for injectors, come straight off a mosfet on the Ecu from what I can gather. Power in to Ecu, wouldn’t it affect both sides not just bank b?

I know there are no fuses for the injectors directly, I can't remember the exact details but I think there is more than one fuse for the 'power' (as opposed to sensor supply) input to the ECM. On the 3.6TDV8 there is one 25A fuse with a splice in the harness that splits the supply between three inputs. either way, IMO you need to check all pins that supply 12V or ground for volt drop between the source and the ECM connector, I'd also be checking pin grip on those terminals and the output terminals too. Too often I've seen tech's stumped by pin grip, particularly on control modules or sensors etc. as it's near-impossible to check without a breakout box or test pins.

Oh thanks. That’s interesting. I’ve plenty of back probes, will need to have a study of the pins and wiring diagram. You don’t happen to have a pin guide of the Ecu side?

Pin guide? do you mean wiring diagram? If so:-
https://www.fullfatrr.com/gallery/albums/u...ntrols.pdf

ETA - it might be implied with the 'etc.' but did you check the injector harness for short to ground (i.e. engine block)? with both ends disconnected, I'd be expecting >2MOhms at 500V test, given the high injector trigger voltage, you need to test at and apply mains voltage test procedures and values. On the off-chance it's an injector connector housing issue, have you tried a (non-Megger) resistance test between all eight injector output pins at the ECM and ground with the injectors connected?

My diagrams are labelled 07, those 08. But seem similar where it matters after close inspection.

Phoenix wrote:

ETA - it might be implied with the 'etc.' but did you check the injector harness for short to ground (i.e. engine block)? with both ends disconnected, I'd be expecting >2MOhms at 500V test, given the high injector trigger voltage, you need to test at and apply mains voltage test procedures and values.

Phoenix wrote:

On the off-chance it's an injector connector housing issue, have you tried a (non-Megger) resistance test between all eight injector output pins at the ECM and ground with the injectors connected?

Now I’ve just compared pins and interesting…

On my ECM these are the cylinders:

Click image to enlarge

peternicholls wrote:

Not connected injectors grounding to body only.

So back probe the ecm at the ground connector and the other probe to the bodywork ground? I did this without injectors connected and there was 0.00 resistance. Did not do with injectors connected nor at injector end. But connector to connector the loom showed 0.00 resistance.

Personally I'd go straight to a good ground point on the engine, as that's where it'd be shorting (or resistively connecting) to with the other probe on each injector connection at the ECM plug in turn - that way you're not 'losing' any lack of resistance through multiple connections.

As far as I'm aware, there was no change in pin-out during the life of the 3.6TDV8, the VIN & MY annotation simply shows it to be applicable to the selected vehicle.
The screenshot below indicates the part number for the ECM supercedes to the later one so the pinout must be the same.

To be clear, we’re not talking about the injectors shorting to ground? As I’ve tested all those throughly.

And I need to go back and test all 8 plugs to ECM to see what’s going on - may have found the smoking gun!

I was asking if you'd tested the harness to ground, with the harness connected at the injector end - to rule out any connector issues. I assume you've also tested the injector terminals for an internal short to the body. the pin-to-pin resistance and capacitance would show OK but you could still have one side shorting or resistively connecting to ground.

As I read it, the pin-out should be
Inj Pins Conn
0 L1 M1 C
1 L1 M1 B
2 L2 M2 C
3 L2 M2 B
4 L3 M3 C
5 L3 M3 B
6 L4 M4 C
7 L4 M4 B
If there is any anomalies, that wouldn't explain how the fault occurred though.

Phoenix wrote:

I was asking if you'd tested the harness to ground, with the harness connected at the injector end - to rule out any connector issues. I assume you've also tested the injector terminals for an internal short to the body. the pin-to-pin resistance and capacitance would show OK but you could still have one side shorting or resistively connecting to ground.