The Case of The Cool Custom
Diesel Particulate Filters have been with us now for a number of years now and to some they are still a dark art when it comes to diagnosis. It is all too easy to act upon a stored fault code and repair the symptom and not the cause.
In this particular example, a 2015 Ford Transit Custom 2.2, the vehicle arrived with the engine warning light on and a reduction in power. The customer uses the vehicle as a work vehicle and travels around 100 miles a day of mixed driving styles of motorway, A-roads and urban routes.
At this point, it would be all too easy to comment, "It's your driving style mate" and then proceed to attempt a forced re-generation and if successful, send the customer on his way. Only for him to return in no time with the same symptoms and more time away from his job!
Therefore, we have to tackle the root cause of the concern; after all, a blocked DPF is the symptom and not the cause.
Many engine management calculations and components are associated with the whole DPF process; however, basic engine functions and operations still apply.
Are there any mechanical issues present? Are there any other stored DTCs? Are the data values in spec'? Service history? Quality fuels and oils used? To name but a few.
An initial assessment of the above is always necessary along with questioning the customer regarding driving style and about the vehicle.
Armed with some answers to pertinent questions it is now time to assess the vehicle.
Scanning the vehicle for codes revealed.
P2463 : Particulate Restriction - Soot accumulation too high.
Thus confirming the customer concern. Vehicle history is up to date and the serviceable items all replaced in accordance with manufacturer’s intervals. The temperature gauge sitting nicely half way indicating approx. 90 degrees C
Live data values confirmed a DPF loading of 190% and a differential pressure reading of 43mBar at idle, rising to 175mBar at 2000rpm.
Once a DPF code is stored, Exhaust Gas Recirculation functions cease. All other values and components I check where within spec'.
Temperature gauge was sat nicely half way...........??
Half way on the gauge would indicate around 90 degrees C, however, at the time of test the data value was 54 degrees, theoretically the gauge should not even register. Raising the idle speed to 2000 rpm for a few minutes raised the temperature to 61 degrees and a quick road test cooled it straight down to 50 degrees. The engine is not hot enough to initialise its own regeneration process and the soot content will keep rising until an accumulation fault occurs.
Removing the thermostat revealed that it was "stuck open" and required replacing. Which, once authorised, I replaced.
The engine warmed up at fast idle until reaching a temperature of 84 degrees C, and then a road test carried out whilst monitoring selected values. The "active" re-generation process then started automatically and continued until the calculated and measured values dropped to the required levels.
Once back in the workshop, the data values are re-assessed to confirm functionality.
For more of my case studies, why not visit my YouTube channel www.youtube.com/carlton8571
In this particular example, a 2015 Ford Transit Custom 2.2, the vehicle arrived with the engine warning light on and a reduction in power. The customer uses the vehicle as a work vehicle and travels around 100 miles a day of mixed driving styles of motorway, A-roads and urban routes.
At this point, it would be all too easy to comment, "It's your driving style mate" and then proceed to attempt a forced re-generation and if successful, send the customer on his way. Only for him to return in no time with the same symptoms and more time away from his job!
Therefore, we have to tackle the root cause of the concern; after all, a blocked DPF is the symptom and not the cause.
Many engine management calculations and components are associated with the whole DPF process; however, basic engine functions and operations still apply.
Are there any mechanical issues present? Are there any other stored DTCs? Are the data values in spec'? Service history? Quality fuels and oils used? To name but a few.
An initial assessment of the above is always necessary along with questioning the customer regarding driving style and about the vehicle.
Armed with some answers to pertinent questions it is now time to assess the vehicle.
Scanning the vehicle for codes revealed.
P2463 : Particulate Restriction - Soot accumulation too high.
Thus confirming the customer concern. Vehicle history is up to date and the serviceable items all replaced in accordance with manufacturer’s intervals. The temperature gauge sitting nicely half way indicating approx. 90 degrees C
Live data values confirmed a DPF loading of 190% and a differential pressure reading of 43mBar at idle, rising to 175mBar at 2000rpm.
Once a DPF code is stored, Exhaust Gas Recirculation functions cease. All other values and components I check where within spec'.
Temperature gauge was sat nicely half way...........??
Half way on the gauge would indicate around 90 degrees C, however, at the time of test the data value was 54 degrees, theoretically the gauge should not even register. Raising the idle speed to 2000 rpm for a few minutes raised the temperature to 61 degrees and a quick road test cooled it straight down to 50 degrees. The engine is not hot enough to initialise its own regeneration process and the soot content will keep rising until an accumulation fault occurs.
Removing the thermostat revealed that it was "stuck open" and required replacing. Which, once authorised, I replaced.
The engine warmed up at fast idle until reaching a temperature of 84 degrees C, and then a road test carried out whilst monitoring selected values. The "active" re-generation process then started automatically and continued until the calculated and measured values dropped to the required levels.
Once back in the workshop, the data values are re-assessed to confirm functionality.
For more of my case studies, why not visit my YouTube channel www.youtube.com/carlton8571
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