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

@Redeagle thanks for spotting our long running post. You need to read through all pages from start to finish to follow the entire story. Together we know pretty exactly what's going on. It's caused by certainly errors in the factory software which caused high temperatures to burn the insides of the DPF on regen, further damage can wreck injectors, the passage of soot through a damaged/ cracked DPF then passes through the LP EGR cooler until it blocks it's internal filter.
.
Do you have a twin EGR non adblue Ducato? They were made late 2016 thro late 2018. Our problem in this 69 page post only applies to this model. It's like no model made before or after.
 
@BoultsG take note that the part numbers for the 130 DPF is different to a 150/180 DPF, I believe it's to do with the turbo having variable vane geometry on the 150/180.
 
@theoneandonly
Here are my Data from MES...i used the Wide Monitoring Template from your Guide!
I can't thank you enough and i would really appreciate If you can check my provided Data from MES
Software Version ist 28
131HP Fiat Ducato Twin EGR

Best Wishes and Greetings
Marco
 

Attachments

  • MarcoDucato.csv
    399.4 KB · Views: 5
@theoneandonly
Here are my Data from MES...i used the Wide Monitoring Template from your Guide!
I can't thank you enough and i would really appreciate If you can check my provided Data from MES
Software Version ist 28
131HP Fiat Ducato Twin EGR

Best Wishes and Greetings
Marco
The engine got upto temp.The LPEGR cooler has awefully low results this would concern me that engine wasnt upto temp, but not the case. The valve is mostly closed. the cooler is blocked, the LPEGR valve is certainly not doing its job.
Next observation the precat temp has 2 high spikes which coincide with a spell of HPEGR closed. The hpegr graph is not typical of good engine. Initialy it shows movements so not totaly stuck, its worth taking off and cleaning with everything else that needs doing.


Engine MW LPEGR 250104-1.jpg

Engine MW CAT DPF temps 250104-1.jpg

Engine MW HPEGR 250104-1.jpg
 
The engine got upto temp.The LPEGR cooler has awefully low results this would concern me that engine wasnt upto temp, but not the case. The valve is mostly closed. the cooler is blocked, the LPEGR valve is certainly not doing its job.
Next observation the precat temp has 2 high spikes which coincide with a spell of HPEGR closed. The hpegr graph is not typical of good engine. Initialy it shows movements so not totaly stuck, its worth taking off and cleaning with everything else that needs doing.


View attachment 460101
View attachment 460100
View attachment 460099
Thank you so much for your time, lookin at the data and analysing it.
Then it's Time to change anything. Was hopin i can do this in Summer because in March i have to take my daughter to Rotterdam...but live choose the way...
thanks again

Best Wishes
Marco
 
@BoultsG I'll take a photo. My thoughts are to undo the harness wrapping for a length to reach the actual wires. For initial testing I've got some 100% brass dressmakers pins. I'm thinking to bend the wire a little so I can push in the pin lengthways through the pvc insulation and into the conductor strands. Then solder my extension wire to a pinhead. This way I won't be either cutting through a wire or major stripping.
Adding the resistor for trial purposes in the van cab should be a comfortable job whilst watching the laptop screen MES EGR opening values.
Then we can try different resistor values.
.
In the event that my idea works then we work out how to install permanently, tidily and reliable.
 
@BoultsG I'll take a photo. My thoughts are to undo the harness wrapping for a length to reach the actual wires. For initial testing I've got some 100% brass dressmakers pins. I'm thinking to bend the wire a little so I can push in the pin lengthways through the pvc insulation and into the conductor strands. Then solder my extension wire to a pinhead. This way I won't be either cutting through a wire or major stripping.
Adding the resistor for trial purposes in the van cab should be a comfortable job whilst watching the laptop screen MES EGR opening values.
Then we can try different resistor values.
.
In the event that my idea works then we work out how to install permanently, tidily and reliable.
Hi @Fredastaire May I throw in my 2 cents worth (maybe 2 pennórth for some)? I would think to begin with, not un-tape and tap into the wiring loom, but to identify precisely the two pins on the correct connector on the ECU (also confirm the colour code matches that specified). Then if you wish to proceed, back-probe the connector pins to carry out your test process. I would be guessing here, but it is likely that pin 32 would have something like a 1k 0hm pull-up resistor to +5V. Also, keeping any unshielded wiring as short as possible to prevent any possibility of induced stray pickup.
 
Last edited:
Back
Top