European Exhaust and Catalyst
European Exhaust and Catalyst
Fuel Vaporiser Causing Fault Codes – A Case Study
Published on: 23/01/2020

 

We love hearing from a satisfied customer, but even more so when a problem has been resolved through the knowledge and expertise of our technical team, in this case our Technical Trainer and Co-ordinator, Stuart Still.

“An export customer contacted me asking for assistance as he was having some DPF fault code problems, causing regeneration issues. I was able to identify the problem via an email exchange and suggest ways to resolve the issue.

It’s possible that this fault code could be the result of other component issues upstream of the DPF, so we thought this information could be useful for more of our customers. Here is a case study identifying the possible causes for the re-occurring fault codes and how the problem was resolved.

The customer initially made contact following the purchase of a Ford DPF with our part number FR6119T, which was fitted as a replacement for the original DPF that had become blocked.

The car had covered 235,417km.

It was found that the old DPF was blocked due to a faulty pressure sensor. The pressure sensor was exchanged, and pipes were checked and clear.

The two fault codes for soot and ash were deleted, but unfortunately after a short period of time they returned resulting in the engine going into limp mode.

Problem: Fault Codes Preventing DPF Regeneration

It is very important that the initial cause be repaired. The below information looks at the issues which may affect DPF issues. The vehicle may have a combustion/ compression issue, which could be an Exhaust Gas Recirculation (EGR) system problem, injector over fuelling, glow plugs, air intake issues, or even a turbocharger problem. Regeneration will not take place if there are any faults associated with the DPF pressure sensor, exhaust temperature sensor.

Below are some of the fault codes associated with DPF issues:

  • P1471 Diesel particulate filter (bank 1) regeneration not completed
  • P2002 Diesel particulate filter (bank 1) efficiency below threshold
  • P2003 Diesel particulate filter (bank 1) particulate mass too high
  • P242F Diesel particulate filter (bank 1) regeneration not active
  • P244A Particulate filter differential pressure too low
  • P224B Particulate filter differential pressure too high
  • P2452 Particulate filter differential pressure sensor malfunction
  • P2453 Diesel particulate filter differential pressure – sensor malfunction
  • P2454 Diesel particulate filter differential pressure – sensor voltage too low
  • P2455 Diesel particulate filter differential pressure – sensor malfunction
  • P2458 Particulate filter regeneration maximum regeneration time exceeded
  • P2459 Particulate filter regeneration, regeneration frequency implausible
  • P246C Excessively high pressures on the inlet side indicate a restriction on the DPF.
  • P2463 is a generic codethat is defined as “Diesel Particulate Filter Restriction.

When fitting a new DPF it is recommended that a forced regeneration is carried out directly after resetting the ECU. This is to ensure that all of the systems are working correctly.

The failure to complete a successful forced regeneration is usually highlighting another issue.

I suggested that the following components were checked first to resolve the issue:

  • Check the EGR valve is working correctly and free of carbon
  • Check that the turbo is working and clear of carbon
  • Check if there is a fuel vaporiser on the particular model. If so, it needs to be checked that it is working and free of carbon

 

Resolution: The issue was a faulty fuel vaporiser*, which is a fuel injector on the exhaust system up stream of the DPF, with fault codes P246C and P2463. The customer fitted a new vaporizer and the problem was solved.”

*Fuel vaporizer: Rather than fuel being injected directly into the combustion chamber, fuel is directed to the Fuel Vaporizer. The Vaporizer then uses an integrated, electrically heated glow plug to evaporate the fuel before injecting it into the exhaust gas stream ahead of the catalytic converter/ diesel oxidation catalyst. The fuel vaporizer is in the direct flow of the exhaust gasses and is prone to carbon deposits, which in turn will stop regeneration taking place, resulting in a blocked DPF.

 

You can keep all emissions / exhaust components free of carbon by using EEC 6in1 DPF solution.

EEC-DPF-6in1-web

Stuart Still – EEC Technical Co-ordinator: sstill@eurocats.co.uk