theoneandonly
Established member
dont worry ive missed so many of mine, but it will fill in part of the jigsaw
Technical Ducato P0401 P0402 P0236 P0238 and limp mode its 2017 Euro 6, EGR changed, What do I check next
- Thread starter Fredastaire
- Start date
Currently reading:
Technical Ducato P0401 P0402 P0236 P0238 and limp mode its 2017 Euro 6, EGR changed, What do I check next
theoneandonly
Established member
Thank you @theoneandonly . With so many Bosch part numbers, and vehicle manufacturer part numbers all overlapping with cross referencing for just one simple little part, it is no wonder that the entire industry is confused. That is why I asked for the actual transfer functions of each device - and just for the hell of it tested mine in vehicle to post calculate the impedance/temperature correlation. To answer your questions - I have so far had no issues with my vehicle and no evidence or symptoms of blocked cooler or cracked DPF - I periodically check with MES and exhaust wipes. I refer you to pages 51 through to 55 regarding the c of c and regen data as it has been covered off there when I first came across this thread. Cheers.
theoneandonly
Established member
Thanks we are all here to help each other either sort a problem or prevent one, I did have a little search through your posts but missed what I needed it wasn't just a lazy ask.
No problem - we are all on the same page here I reckon.... cheers.
theoneandonly
Established member
And then some....same 78 pages?
MarcoWuerttemberger
Member
Driven a good amount kilometers so far, no problems.Last temperature of regeneration with my modified version 28 was 592 degrees, if that helps
theoneandonly
Established member
Thanks , did the remapper modify the regen process or just the idle low load injection
MarcoWuerttemberger
Member
i don't think he modified the Regen process...he didn't tell me anything about this. He was lookin for the differences and remapped that.
Last edited:
theoneandonly
Established member
Thanks again from that i'll infer there is no difference tween regen on V28 and V32, Probably allready modified in earlier versions
There is a new topic about the DPF problem. The author has pasted photos from MES. It has version V032. I am curious about the diagnosis.
www.fiatforum.com
problems with EGR system (error codes P0657-17, P1304-62, P24A4-68) | FIAT Ducato
Fiat Ducato 2.3 Multijet 130 Year: 2018 Motortype: F1AGL411D Version: 250C7AFC Mileage: 93000 Exhaust system: probably TWIN EGR (know for having several problems) We recently bought a Roadcar camper van based on a Fiat Ducato. Now a problem came up and I am looking for some advice. Last week...
www.fiatforum.com
theoneandonly
Established member
When I have confirmation of his run with template 4 i will advise the OP of the confirmed diagnosis and may advise him of the importance of this threadThere is a new topic about the DPF problem. The author has pasted photos from MES. It has version V032. I am curious about the diagnosis.
problems with EGR system (error codes P0657-17, P1304-62, P24A4-68) | FIAT Ducato
Fiat Ducato 2.3 Multijet 130 Year: 2018 Motortype: F1AGL411D Version: 250C7AFC Mileage: 93000 Exhaust system: probably TWIN EGR (know for having several problems) We recently bought a Roadcar camper van based on a Fiat Ducato. Now a problem came up and I am looking for some advice. Last week...
Greetings learned peoples,
I have been following along and using your methods to test my 2016 Euro6 burstner (B1) which has a clear exhaust and no faults against my friend's identical vehicle (B2) bought at the same time in UK and exported to NZ after travelling in Europe for a few months.
B2 has a reproducible fault (P0401 and P0238) on warmup about 3 km down the road which if cleared once warm, the vehicle runs well with good acceleration and good MPG but a sooty exhaust. So far B2 has has the MAP sensor replaced like for like with the 028 part and is about to make a decision on a next expensive step.
My question is why does the fault occur only on warmup and what should I look for in the OBD readings to show what triggers the fault?
One thought I had was that when cold the LPEGR cooler blocks up quickly with wet soot but as it warms more gases get through to allow the engine to run without fault.
Cheers Bevin
I have been following along and using your methods to test my 2016 Euro6 burstner (B1) which has a clear exhaust and no faults against my friend's identical vehicle (B2) bought at the same time in UK and exported to NZ after travelling in Europe for a few months.
B2 has a reproducible fault (P0401 and P0238) on warmup about 3 km down the road which if cleared once warm, the vehicle runs well with good acceleration and good MPG but a sooty exhaust. So far B2 has has the MAP sensor replaced like for like with the 028 part and is about to make a decision on a next expensive step.
My question is why does the fault occur only on warmup and what should I look for in the OBD readings to show what triggers the fault?
One thought I had was that when cold the LPEGR cooler blocks up quickly with wet soot but as it warms more gases get through to allow the engine to run without fault.
Cheers Bevin
Hi @Bevin , sounds like the beginnings of a blocked LPEGR cooler. From what I have observed, the LPEGR valve does not start opening until a few k's (warm-up) down the road. So what is likely happening is that when the LPEGR valve starts opening, and the cooler is already restricted, it will try and open so far that it will begin to strangle the incoming air via the air filter. This would result in reduced inlet manifold pressure and also the HPEGR will be forced to open fully. The result is as @Fredastaire has documented - a strangled engine. A quick first MES test would be to just graph the live data for the LPEGR desired and actual position, LPEGR temperature, and Engine temperature. I suspect that the fault will occur when the LPEGR valve is first opened.
Hi @MarcoWuerttemberger @theoneandonly That regen of 592C seems low from what I have observed. What have you observed from the engine records you have @theoneandonly ? I have observed under V24 and V32 an average of 615C to 620C. Perhaps the regen has been remapped just slightly lower.
As far as I can tell the LPEGR and the HPEGR are opening and closing as expected from the run I have but I did not record the temps. The van is not with me now to do further testing. The LPEGR values jump up and down as expected for a blocked cooler- I am just trying to work out what is causing the faultcode in this instance.
MarcoWuerttemberger
Member
Maybe V32 is just to optimize the fuel injection for
or it's because my DPF IS new and additional i fill Miller's in every fuel refill. So no need for higher temperatures to burn this **** Out of the DPF....Just guessing
You mentioned that you wanted to know what triggered the fault after a small period of warm up. That is why I suggest to look at the actual opening of the LPEGR as the first time it opens will likely coincide with the fault code being triggered - if it does coincide it will confirm for you what is causing the trigger.
The burn temp of the DPF is sensed by the DPF Temperature Sensor and that signal is monitored by the ECU and the ECU will control the Post Injection to control the burn temp - so it is controlled by the ECU software. I don't think I'd stress too much - lower temp is probably good, so long as it is high enough to do the job. You will know that by observing the DPF Differential Pressure. It would be interesting to log the burn duration to see if it any longer than a documented higher burn temp For example, my average last burn temp and duration was 616.5 C and 381.8 S. The burn would be terminated in normal circumstances by the Differential Pressure of the DPF.
