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

[Sillystu84]

@Fredastaire, theres two ways u can access the temp gauge you are talking about, if only I knew the head gasket needed doing I would have done all the work this way instead of dropping sub frame and working from underneath, After doing head gasket I realized how much access you have to turbo and hpegr just from removing the cam cover you get good access but if you remove intake section with valves u have accesss to all of it really easy, I for one will be doing any work on the rest of engine this way

 

[Fredastaire]

@theoneandonly I have a new EGR temp probe, did the resistance checks at 0 and boiling and emailed you some weeks back.
I've been occupied on a mega project for my son which has and will be taking my spare time for a while.
I can't reach the temp probe plug/ socket because I've the comfortmatic.
I'm wondering about buying an engine wiring loom so I can trace the wiring from the sensor. I'm thinking about unwrapping my harness as it passes to the ECU to enable tapping in to the two wires. From memory it needs a resistance in parallel to mimic a high temp.
It's all theory which needs proving in practice.
.
Harnesses typical £150 on ebay.
.
Can one of you beat me to it?

 

[theoneandonly]

@Fredastaire Looks like dement sht forgotten the word, but its set in

 

[jackwhoo]

@Fredastaire Looks like dement sht forgotten the word, but its set in

Are you ok?
Do you have someone with you?

 

[Fredastaire]

@Sillystu84 please can you clarify, do you mean removing the camshafts etc?
.
Any job I want to do at home is tricky / impossible for access. My drive is so narrow that I cannot open my cab doors. (My l2 h2 camper layout has a central walkway. At home our way in to the van is through the rear doors then I walk to the cab seat).
.
So I can't remove road wheels to reach driveshafts etc
.
So if it's cams out I can't diy it

 

[athoirs]

Went out for a test run this afternoon.
Van seems to be running smoother. LPEGR temp range 109 to 65. Desired and actual tracking almost the same.
When I had the DPF out I sent it away to get checked. They inspected and could see no cracks or damage. They cleaned it and improved the flow by 50%. Sooo I'll just keep an eye on it now and see how it goes.

 

[athoirs]

@theoneandonly - I sent you my files for information

 

[theoneandonly]

@theoneandonly - I sent you my files for information

I haven't seen an email yet.

 

[athoirs]

I'll post them here

 

[weefish]

I’ve been working on my 2013 van because of an engine management light. The code I was getting was for the egv. That solenoid looks very similar and when I took the top off I found that one of the armatures was not making any contact. There are tabs on the solenoid body which fit in to contacts in the cap. If those tabs are misaligned they can break the contact of the armature, in particular the one opposite the main loom connection.

 

[theoneandonly]

I’ve been working on my 2013 van because of an engine management light. The code I was getting was for the egv. That solenoid looks very similar and when I took the top off I found that one of the armatures was not making any contact. There are tabs on the solenoid body which fit in to contacts in the cap. If those tabs are misaligned they can break the contact of the armature, in particular the one opposite the main loom connection.

Witch code? was it a P0401 if so it probably is for the EGR at that year. I believe it is also vacuum operated with no feedback loop unlike the later x290 twin egr model that this thread is more specificaly about. You may get better attention if you post a new thread as many looking here are more interested in the twin egr model. One guy that knows a bit more ( a lot) about this generation egr issues is @LandyAndy . Have you got Multiecuscan that is normal a good start for any Ducato problem.

 

[weefish]

Witch code? was it a P0401 if so it probably is for the EGR at that year. I believe it is also vacuum operated with no feedback loop unlike the later x290 twin egr model that this thread is more specificaly about. You may get better attention if you post a new thread as many looking here are more interested in the twin egr model. One guy that knows a bit more ( a lot) about this generation egr issues is @LandyAndy . Have you got Multiecuscan that is normal a good start for any Ducato problem.

No, solenoid operated egv h2 fpt and codes are 0406 0407. Using alfa OBD.

 

[theoneandonly]

The codes indicate circuit high and low, so probably sticking solenoid or more likely supply issues like chaffing wires or favourite is water issues due to the leaking windscreen skuttle and localised flooding then corrosion. This is not uncommon. I think with this issue more soot can end up in the egr valve exaserbating the situation by then cloging and sticking.

 

[Fredastaire]

@Piotr129 please can you provide a translation in English so we can read and reply.

 

[deejays]

kangexpress said:
Hello everyone,

I'm back after a long break.

Those who know my story know that I invested a significant amount of money, which ultimately led to installing four new engines in my four Fiat Ducatos with the same engine model.

Now, after 300,000 km on the new engines, we're back to square one - the same problems start all over again.

We now know that we can monitor the LP EGR cooler temperature and airflow values.

I recently discovered a simple way to check if the problem is indeed the LP EGR cooler.

The temperature sensor is located between the LP EGR cooler and the LP EGR valve.

If the temperature sensor is removed from the pipe, the necessary airflow can be directed through the hole where the sensor is mounted.

During the test drive before removing the temperature sensor, the LP EGR temperature values were between 40 and 50°C, and the actual airflow was constantly higher than the desired one.

After removing the temperature sensor, the result was clear: no more limp mode, and the performance at low revs improved significantly. Live data values now show that the desired and actual airflow are the same.

Well, it's confirmed - my exhaust gas recirculation (LP EGR) valve is clogged again.

I'll install a new one soon.

And if it gets clogged again, I came up with a solution: replace the temperature sensor with a pipe hose and install a pipe that leads to the air filter housing. This will create a bypass for the LP EGR cooler, which may remain clogged.

 

[Piotr129]

Hi everyone,

I'm back after some time away.

For those familiar with my story, you know that I've invested a significant amount of money, which eventually led to four new engines for my four Fiat Ducatos of this engine model.

Now, after 300,000 km on the new engines, we're back to square one—the same problems are starting again.

We already know that we can monitor the LP EGR Cooler temperature and the airflow values.

I've recently discovered an easy way to test whether the LP EGR Cooler is indeed the cause of the problem.

There’s a temperature sensor located between the LP EGR Cooler and the LP EGR.

If this temperature sensor is removed from the pipe, the necessary airflow can pass through the opening where the sensor was installed.

During my test drive before removing the temperature sensor, the LP EGR temperature values were between 40-50°C, and the actual airflow was consistently above the desired airflow.

After removing the temperature sensor, the result was clear: no more limp mode, and the low RPM performance has significantly improved. The live data values now show that the desired and actual air flow are the same.

So, it's confirmed—my LP EGR is clogged again.

I'll be installing a new one soon.

And if this one clogs up again, I’ve thought of a solution: replacing the temperature sensor with a pipe hose and installing a pipe that leads into the air filter housing. This way, there will be a bypass for the LP EGR Cooler, which than can remain clogged.

Maybe this is some kind of solution, and move the temperature sensor to another place so that the temperature is around 100 degrees. What do you think about it ?

 

[Fredastaire]

@Piotr129 how about a combination with my idea? Move the temp sensor to the water coolant AND add a resistor in parallel so that with the coolant at its running temperature that the EGR temp probe give the false reading of say 130. At this temperature the LP EGR flap should either be closed or only just open. By using the coolant it should give a varying temperature on its way to 130 so the software can't spot and think there is a faulty component.

 

[Piotr129]

I don't have a problem with EGR, but it might be worth preventing the cooler from clogging. I hope the ECU will not detect a static temperature. I'll look for a new sensor and do some tests.

 

[theoneandonly]

Maybe this is some kind of solution, and move the temperature sensor to another place so that the temperature is around 100 degrees. What do you think about it ?

just read @Fredastaire

 

[Sillystu84]

Hi guys back again with another truck 2.3 multijet 69 plate, so this time my client has been told possible head gasket or turbo, I’ve been out and test drove the truck myself and I can honestly say I think there’s nothing wrong with it,, I’ve compression tested all come back same reading also done a block test that’s fine, so I’ve got some live data from my reader but I’m rubbish at live data so was hoping someone might help and let me know if these readings are right, also there no error codes coming up so not sure if they was having there leg pulled over there eyes