It’s normal for your car to have a problem, or when you want to add features to your car that require soldering. Crimp terminals are effective, work well, and are sometimes necessary, but corrosion can set in and cause connection issues over time. Knowing how to solder wires properly is a useful skill to learn because it’s the best bet for a lasting repair. You might feel a bit intimidated if you’ve never done it before, fearing you’ll cause damage and mess everything up. Fear not, this article will solve your problem with tips and tricks and what you need to watch out for to solder like a pro.

1. Safety Measures

• Use safety glasses in case the solder splatters or splashes so it doesn’t get into your eyes
• Be careful around soldering irons; they get very hot
• Do not solder around flammable materials
• Before starting, make sure to disconnect the battery before soldering, and any carpet or plastic trim is protected from molten solder if you’re soldering inside the car. It’s best to place something non-flammable under the area where you’ll be working
• Work in a well-ventilated area to avoid breathing in solder fumes. Otherwise, use a fan to blow the smoke away from you
• Because we’ll be using lead in the solder, always clean the work area and your hands thoroughly, especially before handling food.

2. Choosing Materials

• Choose the right types of solder that are used for electrical soldering. Do not use silver solder as it’s for soldering pipes and sheet metal, and its acid core will damage plastic insulation over time.
• You can choose between lead and lead-free solders, but people generally prefer lead solder because it can penetrate wire strands better and has a lower melting point. If you’re unsure whether the solder you’re using is lead or lead-free, try melting it to see: leaded is shiny while lead-free is duller.
• Using rosin paste flux is a great way to prevent oxidation and make your soldering much easier and longer-lasting. Apply it to the joint and let it melt before adding solder. But remember not to use acid flux.

3. Getting to Work

• Be careful when stripping the wire so you don’t break the wire strands. This would make soldering harder and the wires could melt and cause a fire. If you do it by mistake, simply cut the wires and strip them again. Remember to strip the same length on both wires.
• Heat shrink tubing will shrink to about half its size when heated, so choose one that barely fits the size of your wires. Slide it over the wires BEFORE soldering and make sure it doesn’t stay too close when you’re working because the heat can shrink it before the job is done.
• You have two ways to connect the wires together. The first is to untwist the strands, spread them out a bit, then interlace the wires and twist them together. If you don’t have much space or length to do that, you have the second method, which is to firmly twist the strands of both wires first, make an X, and twist them around each other. Either way, don’t let the end of the strands stick out as they will pierce the heat shrink and cause a short circuit.
• You should use a helping hand or wire holder when working because it will be more stable and easier to solder. If the clip is too tight and sharp and might pierce the wire insulation, you can cover them with heat shrink sleeves.

• After heating the soldering gun, don’t solder right away and first wipe it on a damp sponge to remove oxidation. You should have the tip tinned, not bare, for better heat conduction to the wires and to prevent the iron from oxidizing. To tin it, simply heat the gun and add a bit of solder to the tip, then wipe it on the damp sponge, leaving only a thin layer of solder.
• When you start soldering, always place the tip of the gun UNDER the wires and add the solder from the TOP; solder is drawn to heat, so as the solder melts, it’s pulled toward the heat, through the wires, connecting each strand with solder. Adding a bit of solder between the tip and the wire is a good way to get better heat transfer.
• Let the wires heat up first for a few seconds, then start introducing the solder into the copper strands, let it penetrate through the strands. Add only just enough to cover the strands and avoid making blobs. A good soldering job should have the outline of the wires visible without any copper parts exposed. Avoid making a cold solder joint, which is when the wires aren’t heated enough, so the solder only covers the outside of the wires instead of flowing between them.
• Always clean the soldering gun tip by wiping it on the damp sponge while the tip is still hot. This is to ensure you have a clean tip every time you work with it and to make the tip last longer and perform better.
• Don’t touch the joint until it’s completely cooled; touching it while the solder is still in liquid form will move the wires and could create cracks or air voids in the solder.
• It’s recommended to apply silicone paste or dielectric grease to your joint before sealing everything up. This will make the solder last longer and be waterproof. After applying it, slide the heat shrink over and start heating from the middle outward to push out any excess silicone or grease.
• Electrical tape is OK, but most people don’t use good quality tape. If you must use electrical tape, and sometimes you can’t avoid it, there’s a specific brand and model you need – 3M Super 33 or Super 88. The $1 per roll tape is undesirable and should absolutely never be used on electrical wire connections unless it’s an emergency repair. Super 33 and Super 88 cost about $4 to $5 per roll, and it stays on, sticks, and seals connections without falling off four months later.

And that’s it, that’s how you solder wires together. It’ll be much easier for you now, won’t it? If you have other questions, check out the Maintenance Tips; we have all the answers you want to keep your car in perfect condition!

The RENAULT EN DF Fault Code List (manufacturer fault)

DF00 10115 Coolant temperature sensor circuit
DF002 0110 Air temperature sensor circuit
DF004 012A Boost pressure sensor circuit
DF007 0190 Rail pressure sensor circuit
DF011 0641 Voltage supply; one of the sensors
DF012 0651 Voltage Power; 2 sensors
DF013 0697 Voltage; 3 sensors
DF015 0657 Main relay control circuit
DF025 0380 Preheating unit diagnostic connection
DF026 0201 Cylinder 1 injector control circuit
DF027 0202 Injector control circuit cylinder 2
DF028 0203 Cylinder 3 injector control circuit

DF029 0204 Injector control circuit cylinder 4
DF032 1641 Relay control circuit heater 1
DF033 1642 Heater relay control circuit 2
DF034 1643 Heater relay control circuit 3
DF038 0606 Calculator
DF047 0560 Computer supply voltage
DF050 0571 Brake Switch Circuit
DF051 0564 Controller Function / speed limiter
DF052 0200 Injectors control circuit
DF053 0089 Rail pressure regulation function
DF054 0045 Turbocharging solenoid control circuit
DF056 0100 Air flow sensor circuit
DF090 0500 Vehicle speed sensor circuit
DF098 0180 Fuel temperature sensor circuit
DF101 C121 Multiplexed trajectory control Link
DF120 0335 Engine speed sensor signal
DF195 0016 Consistency cam shaft sensor / engine speed
DF200 2226 Atmospheric pressure sensor
DF201 0101 Information air flow sensor
DF209 0409 EGR valve position sensor circuit
DF272 0487 EGR valve control circuit
DF293 2264 Water in diesel fuel detector
DF297 2002 Particle filter
DF304 245A EGR bypass circuit
DF310 1544 Temperature Sensor upstream particle filter
DF319 0340 Cam shaft sensor circuit
DF323 2119 Air intake damper
DF342 0650 MIL control circuit
DF374 060B Calculator
DF394 0420 Functional Catalyst Failure
DF409 0461 Fuel level sensor circuit
DF532 2502 Alternator charging information
DF559 0480 Small speed fan control relay
DF567 160C Calculator
DF569 2263 Boost Circuit
DF619 0402 EGR valve open blocked
DF631 0703 Brake switch information
DF641 2100 Air intake flap circuit
DF644 0001 Fuel flow regulator circuit
DF645 0638 Air inlet flap position regulation
DF646 0120 Air damper position sensor on intake
DF647 0488 EGR valve position control
DF648 060A Calculator
DF651 0470 Turbine upstream pressure sensor circuit
DF652 0544 Turbine upstream temperature sensor circuit
DF653 0263 Cylinder fuel injection calibration; 1
DF654 0266 Cylinder fuel injection calibration; 2
DF655 0269 Cylinder fuel injection calibration; 3
DF656 0272 Cylinder fuel injection calibration; 4
DF721 0217 Motor over-temperature
DF771 0002 Adaptive flow control
DF778 2080 Turbine upstream temperature control
DF885 0087 Rail pressure
DF887 0226 Brake Pedal Position/accelerator
DF897 0090 Pump pressure regulator circuit
DF974 0225 Pedal potentiometer circuit track 1
DF975 2120 Pedal potentiometer circuit track 2
DF987 0575 Cruise control/speed limiter keys
DF991 1205 Particle filter injector control circuit
DF992 1644 Heater relay control 1
DF993 1645 Heater relay control 2
DF994 1646 Heater relay control 3
DF997 1650 Heaters control box connection
DF998 0471 Turbine inlet pressure
DF1001 1545 Upstream temperature control particle filter
DF1012 1525 Multiplexed information coherence for RV/LV
DF1013 0525 Cruise control inputs monitoring
DF1014 0574 Vehicle speed consistency
DF1015 0504 Brake contact information consistency
DF1016 0833 Clutch contact information consistency
DF1017 061A Calculator
DF1018 062B Calculator
DF1020 253F Engine oil dilution
DF1063 C415 Multiplexed trajectory control Link
DF1068 0530 Cooling fluid pressure sensor voltage
DF1089 012B Boost pressure consistency
DF1195 047A Relative pressure particle filter sensor circuit
DF1196 047B Relative pressure sensor particle filter
DF1237 0403 EGR valve control circuit
DF1252 1632 Particle filter solenoid injector circuit
DF1331 2503 System voltage – Low
DF1334 2031 Catalyst upstream temperature sensor circuit
DF1355 1656 TCU Multiplex connection
DF00 Injection – Coolant temperature sensor circuit
DF001 Injection – Water temperature sensor circuit

Selective Catalytic Reduction (SCR) is an advanced active emissions control system that reduces nitrogen oxide (NOx) emissions to near-zero levels in next-generation diesel vehicles and equipment. The SCR system includes several components grouped with other parts of the emissions control system. Each manufacturer has its own variations in the type and sequence of the different system components.

_{*The diagram is not representative of all manufacturers’ approaches to achieving near-zero emissions.}

SCR is an active emissions control system. Hot exhaust gases exit the engine and enter the SCR system where aqueous urea (known as Diesel Exhaust Fluid, or DEF) is sprayed onto a special catalyst. The DEF triggers a chemical reaction in the exhaust on a special catalyst that converts nitrogen oxides into nitrogen, water, and small amounts of carbon dioxide (CO2), which are natural components of the air we breathe. The exhaust also passes through a particulate filter somewhere in the system and is then expelled through the vehicle’s exhaust pipe.

SCR technology is designed to allow nitrogen oxide (NOx) reduction reactions to occur in an oxidizing atmosphere. It is called “selective” because it reduces NOx levels using ammonia as a reductant in a catalytic system. The chemical reaction is known as “reduction,” where DEF is the reducing agent that reacts with NOx to convert pollutants into nitrogen, water, and small amounts of CO2. The DEF is rapidly broken down to produce oxidizing ammonia in the exhaust stream.

What are the specific considerations for using SCR?

SCR systems are active systems. Compared to the passive catalytic converters in gasoline vehicles, SCR systems require periodic replenishment of Diesel Exhaust Fluid (DEF) to ensure emissions system performance. The need to refill DEF is directly related to the vehicle’s fuel consumption. Failure to refill DEF tanks can result in the vehicle or machine being immobilized and requiring service.

Diesel Exhaust Fluid (DEF) is a non-toxic liquid composed of 32% automotive-grade aqueous urea and purified water. DEF is available with a variety of storage and distribution methods. Storage options consist of containers of various sizes such as bulk containers, totes, and bottles or jugs. The American Petroleum Institute rigorously tests DEF to ensure it meets industry quality standards. DEF is sometimes called AdBlue in Europe and the United States.

A nationwide DEF distribution infrastructure is in place, making DEF readily available in bulk, at retail stores, online, and at almost all fuel stations that carry diesel fuel. Onboard tanks for storing DEF typically range in size from 5 to 22 gallons and are easily identifiable by a blue cap and/or “DEF ONLY” labeling. For vans and SUVs, the DEF fill port is usually located next to the fuel fill area. (SEE IMAGE) For heavy semi-trailers, the DEF tank is typically located next to the diesel fuel tank on the side of the vehicle near the driver’s door. Due to the diverse nature of off-road engines and equipment, the location of the DEF tank and fill port is variable.

The DEF tank fill opening is designed to accept only a DEF fill nozzle to ensure that only DEF is poured into the tank. Diesel fuel should never be poured into the DEF tank and vice versa. To prevent this type of refill error, a diesel fuel nozzle does not fit into the DEF tank opening. Additionally, the DEF tank has a blue cap to differentiate it from the diesel tank, which may have a yellow or green fuel cap.

For light-duty vehicles, DEF refill intervals typically occur at the recommended oil change time, while DEF refills for heavy-duty vehicles and off-road machinery and equipment vary based on operating conditions, hours of use, miles driven, load factors, and other considerations. Typically, DEF consumption is about 3% of fuel consumption (example: consuming 100 gallons of fuel would use about 3 gallons of DEF).

DEF is an integral part of the emissions control system and must be present in the tank at all times to ensure continuous operation of the vehicle or equipment. A low DEF level triggers a series of escalating visual and audible warnings to the driver or operator. If DEF is not replenished, the series of operator prompts progresses and may eventually lead to reduced engine power and vehicle speed limitation, and ultimately to a start system lockout.

Proper storage of DEF is necessary to prevent the fluid from freezing at temperatures below -12°F. Most vehicle DEF tanks and distribution systems are equipped with heating devices.

AdBlue has become essential for diesel vehicles equipped with SCR (Selective Catalytic Reduction) technology, which helps reduce NOx emissions. However, while this solution is beneficial for the environment, it can also cause certain issues for drivers. In this article, we will examine common problems related to AdBlue and effective solutions to resolve them.

1. Understanding the Role of AdBlue

AdBlue is a liquid composed of demineralized water and urea (32.5%), used in modern diesel vehicles to reduce polluting emissions. Injected into the exhaust system, it converts nitrogen oxides into nitrogen and water vapor, thereby helping to reduce the environmental impact of vehicles.

AdBlue is generally trouble-free when used correctly, but certain usage errors, as well as external conditions, can lead to malfunctions.

2. Common Problems Related to AdBlue

A. AdBlue Freezing in Cold Weather

AdBlue freezes at around -11°C, which can be problematic in winter. When AdBlue is frozen, the SCR system cannot function, which may result in reduced engine power or even prevent the vehicle from starting.

Solution:

• Integrated Heating Systems: Most modern vehicles are equipped with heating systems for AdBlue, but it is essential to ensure that this system is working properly.
• Proper Storage: Always store AdBlue away from freezing conditions when the vehicle is not in use, especially if you live in a cold region.

B. AdBlue Refilling Errors

It is common for drivers to mistakenly fill the AdBlue tank with diesel, or vice versa. These errors can cause serious damage to the engine.

Solution:

• Identify the Tanks: AdBlue tank caps are usually blue and located next to the fuel tank. Always take care to check the label.
• Immediate Intervention: If a mistake is made, do not start the engine and call a professional to clean the system. Starting the engine after a refilling error can damage the SCR system and require costly repairs.

C. AdBlue Quality and Contamination

Poor quality AdBlue or AdBlue contaminated with water or other substances can damage the SCR system.

Solution:

• Use Only Certified AdBlue: Purchase AdBlue from trusted suppliers to ensure its quality.
• Avoid Contamination: Never transfer AdBlue from one container to another. Ensure the tank is clean before refilling.

D. Level Sensors and Electronic Malfunctions

Modern vehicles equipped with SCR use sensors to monitor the level and quality of AdBlue. These sensors can sometimes send false alerts or deteriorate, leading to error messages or system malfunctions.

Solution:

• Electronic Diagnostics: In case of a sensor error, an electronic diagnostic at a dealership or with a mechanic can identify and correct the problem.
• Regular Maintenance: Regularly maintaining the SCR system can help prevent sensor failures.

3. Tips for Optimizing AdBlue Usage

A. Monitor AdBlue Levels

Most vehicles equipped with an SCR system will alert you when the AdBlue level is low. It is recommended to monitor these warnings and not wait until the last minute to refill. Driving without AdBlue can lead to reduced power or even vehicle shutdown to prevent excessive emissions.

B. Regularly Maintain the SCR System

Regular maintenance of the SCR system helps extend its lifespan and avoid costly breakdowns. Maintenance includes cleaning injectors, checking sensors, and refilling the tank with high-quality AdBlue.

C. Choose AdBlue Suitable for Your Vehicle

Some vehicles have specific requirements for AdBlue. Always check your vehicle’s manual or consult a professional to choose the most suitable product.

4. When to Consult a Professional?

While some AdBlue problems can be resolved by the driver, other situations require professional intervention:

• If the AdBlue warning light does not turn off after refilling.
• If the vehicle emits excessive smoke or has difficulty starting.
• If the SCR system requires cleaning or part replacement.

Conclusion

AdBlue plays a crucial role in reducing polluting emissions from diesel vehicles, but it can lead to some difficulties when misused. By following these tips, you can avoid problems related to AdBlue and extend the lifespan of your SCR system. If in doubt, do not hesitate to consult a professional to ensure your vehicle’s performance and safety.

OBD2 (On-Board Diagnostics 2) is a universal onboard diagnostic system that monitors vehicle performance and detects issues related to the engine, emission control, and other key systems. OBD2 codes play a crucial role in identifying failures and are divided into two main categories: generic codes and manufacturer-specific codes. Here is a detailed analysis of their differences.

1. Generic OBD2 Codes (P0xxx)

Generic codes are standardized by the SAE (Society of Automotive Engineers) and regulated by the EPA (Environmental Protection Agency) in the United States. They are common to all vehicles compliant with the OBD2 standard, regardless of the manufacturer.

Key Features:

• Universality: They work on all vehicles from 1996 onward (in the United States) and on newer vehicles in other regions compliant with OBD2.
• Standard Format: Generic codes start with “P0,” followed by three digits (e.g., P0300 for random misfire).
• Areas Covered: These codes generally address engine and emission issues, such as oxygen sensors, catalytic converters, or ignition misfires.
• Easy Documentation: Information about these codes is widely available in technical manuals and online.

Advantages:

• Simplify diagnostics for technicians and enthusiasts.
• Compatible with all OBD2 diagnostic tools.
• Useful for technical inspections and basic repairs.

2. Manufacturer-Specific OBD2 Codes (P1xxx)

Manufacturer-specific codes are defined by each automobile manufacturer to address issues unique to their models and technologies.

Key Features:

• Customization: These codes start with “P1,” followed by three digits (e.g., P1234 may indicate a problem with a manufacturer-specific sensor).
• Focus on Unique Technologies: They cover specific systems such as advanced transmission modes, turbo adjustments, or hybrid functionalities.
• Limited Documentation: These codes are often difficult to find outside of manufacturer technical databases or specialized software.

Advantages:

• Enable precise diagnostics of manufacturer-exclusive systems.
• Often require dedicated tools and software, such as Techstream for Toyota or IDS for Ford.

Disadvantages:

• May be inaccessible without specialized equipment.
• Less suitable for enthusiasts or unauthorized repair shops.

3. Key Differences in Comparison

Conclusion

Understanding the difference between generic and manufacturer-specific OBD2 codes is crucial for effective diagnostics. Generic codes offer a universal and accessible solution, while manufacturer-specific codes address complex issues unique to certain brands. For optimal repairs, it is often necessary to combine both, using both standard diagnostic tools and manufacturer-specific software.