Shop4Parts - UK's largest online superstore for FIAT and Alfa Romeo parts

Technical Ducato P0401 P0402 P0236 P0238 and limp mode its 2017 Euro 6, EGR changed, What do I check next

Currently reading:
Technical Ducato P0401 P0402 P0236 P0238 and limp mode its 2017 Euro 6, EGR changed, What do I check next

@Jiwawa
quick look at your data. Note my means are generally set to start when engine upto temp and not necissarilly at the end of the data stream so may differ from handraulic figures. These figures are higher than your december numbers and november carrick figures of 78 max mean 61 (recalculated due to rediculously low tems at beginning). Have you been using additives? I noticed with @Fredastaire figures (after new cooler) they improved for a while then dropped. The numbers and rapid valve opening /closing max to min still show a blocked cooler and not a normally functioning valve.
​
​
​
​
Engine JW LPEGR 250220 t4-test31.jpg
 
Jiwawa said:
With the motorhome in FP they were going down the route of assuming the HPEGR was stuck closed, even after I showed them the graph from MES that proved this isn't the case. The computer says.

I'm presently waiting for an estimate for work right thro to replacing the cracked DPF, if indeed that's what it turns out to be.
Click to expand...
@Fredastaire when will Fiat Pro wake up
 
theoneandonly said:
Have you been using additives? I noticed with @Fredastaire figures (after new cooler) they improved for a while then dropped.
Click to expand...
Yes, I've been using Millers Ecomax since last Feb. (Tho it may not have been used on the journey from Athens to Belfast when my son was repatriating the motorhome.)
theoneandonly said:
@Fredastaire when will Fiat Pro wake up
Click to expand...
Exactly!
 
If you sit on the opposite side of the table in the seat designated Fiat, it's surely their incentive to hide behind the parapet, maybe use a periscope to look over the top to see what's happening in reality.
If they would poke their head up to look they would risk being shot at.
If they accepted any responsibility it could cost them serious money, I guess more per van than they made on its initial sale.
.
Can I take a different look at the matter.
There are a number of possible ways out
1/. Modify the cooler intake to take fresh air only and block off the DPF exit.
2/. Modify the LP EGR intake for fresh air, block the cooler exit.
3/. Make a new cam for the internal of the LP EGR so it doesn't actuate the secondary device butterfly, (thus it cannot strangle the engine).
4/. Add a resistor in parallel to the LP temp sensor wiring to limit the actuator motor travel and prevent strangulation.
5/. Software delete.
6/. Remove the cooler mesh
.
In the UK idea 5 is illegal and may in future be able to be spotted at the MOT.
I'm suspect of idea 6 as it would allow soot and particles to reach the turbo vanes.
.
We need to be thinking outside the box......
.
If you have any other ways around do please voice them. @theoneandonly any comments?
.
 
@Fredastaire i understand fiat not wishing to put thier hands up and advertise the problem. I thi k we have moved on from that to why have they not instigated better training materials for the dealerships. Why are hpegr valves still being replaced for a p0401at the first instance? Why can I diagnose the problem within minutes of the correct data and some deaLer prevaracate for months and wont accept MES Data that the hpegr valve is actualy moving?
 
VW went down exactly the same route with their LP EGR engines; a blocked cooler (actually the filter before the cooler in VW's case) generated a P0401 error and lead many a workshop to replace the HP EGR. It took around 5 or 6 years before they put out a service bulletin advising workshops to check for soot post-DPF and investigate the LP circuit.

Managing a sooty tailpipe

Managing a sooty tailpipe Waiting for P0401 Updated several times in 2016 and 2017. 2009 to 2014 TDI Diesel Particulate Filters (DPF) have been identified as sometimes cracking, which allows soot to bypass the filter. When this happens and soot enters and fills up the low pressure exhaust gas...
forums.tdiclub.com forums.tdiclub.com
 
Or in German..."Haben Sie einen Kühlschrank?".."Do you have a Refrigerator" 😂 ..actually i have one in my van

Btw...my experience from the past 2 Days ..No more Errors Codes, Fiat is running like a Charm...done now about 300 Kilometers since Replacement.
Drives better than last year after cleaning the LPEGR Cooler...No more "holes" when accelerating
 
@theoneandonly I am quite fond of using time-series graphs to show how parameter values varies and have probably done thousands in my work (in entirely different contexts from what we are dealing with here). But they can sometimes be cumbersome to evaluate when there are several interrelations between the parameters. So I was wondering if one could supplement the time-series with some statistical analysis in e.g. Excel, and made a mock-up as a food for thoughts. It might make the data evaluation easier and would perhaps even add some value. I'm not at all sure, maybe I'm just "chasing ghosts", but anyway:

Step 1 was to group the EGR position values from my test drive as frequency distributions, using pivot table. This shows the percentage of time (above 79 Deg C engine temp) that the valves "spent" at different positions. (Removing the filter, it also showed me that the HPEGR valve reported values higher than 2,75 only when the engine temp was below 79). A similar grouping can of course be made for the LPEGR temp also.

1740679117782.png


Step 2 involved playing with the idea of showing how EGR positions, and later LPEGR temp, vary with two other supposedly influencing parameters. I assume engine load should be the first parameter. This could be represented by total fuel quantity, that was not logged in my data so I used randomly generated values instead. For the time being engine rpm was selected as the other parameter. So a grouped pivot table with (FAKE) engine load as rows and engine rpm as columns looks like this (cropped width):

1740680349312.png


I would appreciate any comments or ideas on whether something like this could be of value in evaluating this data. Once configured, the evaluation of new data files would be very fast. What parameters would be the most relevant to use in the step 2 example?
 
Bonsoir à tous.
I have a Ducato 2.3L 150hp and I have a code P0238-61 Which appeared a week ago on vacation. I have had MES for 1 year but I have never looked at the graphs. This weekend I will take screenshots to see how LPEGR works.My vehicle has been a V28 since the beginning I think. Tomorrow I'm changing the turbo solenoid.
I wanted to come back to the Map sensor reference that I changed this winter because according to Fiat I have the right one but according to the Bosch website no.I checked a model in stock at Fiat PRO and it is exactly the same one I have. My original number is 0 281 006 028 and on the Bosch website 0 281 006 076
But at Fiat Pro they have 0 281 006 028. It's weird but I don't think it's a big impact. We'll see on MES.
My vehicle is from July 2019 so One of the last.
 
You must log in or register to reply here.

Similar threads

A
Technical Anyone had luck deleting DPF and bypassing EGR? Fault Codes P0401, P0402, P0238 - 2016 Fiat Ducato 2.3L Twin EGR
2 3
Replies
51
Views
6K
Hank25
H
C
Technical 2018 2.3 Ducato Limp Mode - EML Various Fault Codes
Replies
1
Views
201
theoneandonly
T
R
Technical eLearn all Fiats including Ducato Euro 6
2 3 4
Replies
65
Views
3K
Medonix
Medonix
Lightning650
  • Question
Technical 2007 Ducato 3.0/throttle hesitation/limp mode
Replies
0
Views
386
Lightning650
Lightning650
B
Technical Euro 5 electronic egr noise
Replies
0
Views
111
Barrydna
B
Back
Top