Revised Multiecuscan (MES) Parameter lists for Euro 6 non-AdBlue engines for blocking LPEGR cooler diagnosis:
The aim of the following information is to provide a basis for diagnosing the overall health of the FIAT Ducato Dual EGR 2.3L diesel engine, but with MES parameter lists specifically designed for diagnosing the possibility of a blocked/blocking LPEGR cooler.
It is only applicable to the Ducato 2.3L Euro 6 engine (non-AdBlue) vehicle which was produced between 2016 and 2019 approximately. If you own one of these vehicles and it is exhibiting limp mode symptoms with various fault codes such as P0236, P0238, P0401, P0402 then the following should provide a way of correctly diagnosing the issue.
The information contained here is based on the original work of “theoneandonly” and “fredastaire”, so credit for their input is duly acknowledged. The Parameter lists provided here are a revision/refinement of the original and provides a more targeted set of parameters.
A clear indication is to check for sooty deposits in the exhaust. Simply wipe out the inside of the exhaust tip with a piece of white kitchen paper towel. It should have no soot particles. Any soot indicates that the DPF is damaged and allowing soot particles to pass. The LPEGR path is supplied with exhaust gases downstream of the DPF and if soot is present, then eventually the LPEGR cooler will block with this soot and cause the issue.
To enable the diagnosis the operator will require a licenced version of MES software with an applicable OBD2 interface and be proficient in its application.
There are three parameter templates in all.
Template No. 4 is for the driving test, of which there are two variants – one for the 130HP engine, and another for the 150HP/180HP engines due to the 130HP variant having a Waste Gate Turbo whereas the other two variants have a VGT Turbo.
Template No.5 is primarily for a test at idle (vehicle stationary) but can also be included as a driving test.
Template No. 0 is not part of the specific test but is included for analysis of an active DPF Regeneration if required.
The first test uses Template No.4 and should be started recording in the Graph Tab immediately after the cold engine is started. Drive the vehicle normally for at least half an hour. During part of the test, it is desirable to include a constant open highway speed of around 100kph for a short period of time and a couple of maximum acceleration bursts from say 2,000 RPM to 3,500 RPM whilst held manually in 4th gear. If a fault is triggered during part of the drive, then continue driving for a few seconds and then pull over, stop the recording (which saves the file) and clear the fault and begin the test again to record a 2nd file.
At the end of the drive, park up and keep the engine idling. Stop the recording (which saves the file) and then select Template No. 5 and begin recording. This is primarily to capture the Injection Correction Values, and this must be captured on a warm engine at idle. There are several other parameters being recorded as well – mainly concerning the exhaust health. If you like, after a period of 30 seconds or so idling you can either go for a short drive or just stop the recording (which saves the file).
If assistance in the diagnosis is required, just post the resultant CSV files on this forum for remote analysis and keep your fingers crossed.
Template No. 4 for the 130HP Engine:
Template No. 4 for the 150/180HP Engines:
Template No. 5
Template No. 0
The aim of the following information is to provide a basis for diagnosing the overall health of the FIAT Ducato Dual EGR 2.3L diesel engine, but with MES parameter lists specifically designed for diagnosing the possibility of a blocked/blocking LPEGR cooler.
It is only applicable to the Ducato 2.3L Euro 6 engine (non-AdBlue) vehicle which was produced between 2016 and 2019 approximately. If you own one of these vehicles and it is exhibiting limp mode symptoms with various fault codes such as P0236, P0238, P0401, P0402 then the following should provide a way of correctly diagnosing the issue.
The information contained here is based on the original work of “theoneandonly” and “fredastaire”, so credit for their input is duly acknowledged. The Parameter lists provided here are a revision/refinement of the original and provides a more targeted set of parameters.
A clear indication is to check for sooty deposits in the exhaust. Simply wipe out the inside of the exhaust tip with a piece of white kitchen paper towel. It should have no soot particles. Any soot indicates that the DPF is damaged and allowing soot particles to pass. The LPEGR path is supplied with exhaust gases downstream of the DPF and if soot is present, then eventually the LPEGR cooler will block with this soot and cause the issue.
To enable the diagnosis the operator will require a licenced version of MES software with an applicable OBD2 interface and be proficient in its application.
There are three parameter templates in all.
Template No. 4 is for the driving test, of which there are two variants – one for the 130HP engine, and another for the 150HP/180HP engines due to the 130HP variant having a Waste Gate Turbo whereas the other two variants have a VGT Turbo.
Template No.5 is primarily for a test at idle (vehicle stationary) but can also be included as a driving test.
Template No. 0 is not part of the specific test but is included for analysis of an active DPF Regeneration if required.
The first test uses Template No.4 and should be started recording in the Graph Tab immediately after the cold engine is started. Drive the vehicle normally for at least half an hour. During part of the test, it is desirable to include a constant open highway speed of around 100kph for a short period of time and a couple of maximum acceleration bursts from say 2,000 RPM to 3,500 RPM whilst held manually in 4th gear. If a fault is triggered during part of the drive, then continue driving for a few seconds and then pull over, stop the recording (which saves the file) and clear the fault and begin the test again to record a 2nd file.
At the end of the drive, park up and keep the engine idling. Stop the recording (which saves the file) and then select Template No. 5 and begin recording. This is primarily to capture the Injection Correction Values, and this must be captured on a warm engine at idle. There are several other parameters being recorded as well – mainly concerning the exhaust health. If you like, after a period of 30 seconds or so idling you can either go for a short drive or just stop the recording (which saves the file).
If assistance in the diagnosis is required, just post the resultant CSV files on this forum for remote analysis and keep your fingers crossed.
Template No. 4 for the 130HP Engine:
Template No. 4 for the 150/180HP Engines:
Template No. 5
Template No. 0
