As a Ford technician from Australia, I have not seen many DPF failures on these 2 litre Bi turbo Engines. I have However seen massive issues with the injectors on these engines. The injectors on these engines are prone for developing corrosion within the injectors causing them to dribble and develop a poor spray paten (even at low KLMS) This will result in DPF's not being able to carry out regens correctly and will set a spanner light on the dash setting DTC P253F - Engine Oil Deteriorated prematurely. This fault may show up on the scan tool while monitoring the injector contributions when first the vehicle is first started but it may not. nor will show up on a injector leak back test and wire integrity will not verify this issue. The main symptom will be a running rough concern on cold start with DTC P253F set in the system and Engine oil level being over full (due to multiple failed regens/oil dilution) (note your scan tool should be able to show you 10 listings when the last regen was carried out to verify this, if your are seeing very low numbers between regens eg 15,40 ext). However we haven't seen DPFS destroyed because of this, but with Ford anything is possible :). There have been Multiple PCM update changes to the engine management system over the past few years, I would make sure that the latest software is installed. It might also be worth a check too see if the Turbo is leaking excessive oil into the DPF as I have seen this issue with 2 litre ecoblue Transit van which is a similar engine with a different turbo. This can cause damage to the DPF also. It could be worth asking SY Diagnostics on UA-cam as he is a very experienced UK Ford diagnostic technician.
Did you guys get the Isuzu 2.5 diesel in 2012-2017 Dmax? With oil dilution issues? We are currently having to change the oil on ours every 3 months as it dilutes the oil with about 2 litres of diesel, and just went out of warranty. Isuzu know about the common issue, and their fix is a dipstick with an X on it about an inch above max oil line, saying when it gets to that level you must change the oil.. smh
Could be a faulty evap diaphragm leaking oil into the turbo, glow plug module stuck on the on position , but for the p2002 it’s usually a box that hasn’t been ticked in the monitoring of the DPF going in to a danger zone, rad fan, temp sensor, differential pressure sensor, EGR cooler etc. Myself, I would get it remaped and chopped out and sell it to we buy any car and get them back for their irritating adverts.
Toyota Hilux had similar issues when released here in New Zealand part of the problem was the materials used in the manufacture of the DPF's and the 5th injector location , knowing Ford software seems to be a big part of there failures of late. Squeezing every drop of power out of a 2.0lt engine is probably part of it as well tbh.
Is the vaporizer leaking? Overfueling would cause an increase in speed or power as that is how diesels work. Bad injectors might be causing excess smoke or poor combustion which is being caught by the DPF. Be interesting to see the exhaust before the after treatment. Using basic physics. To have an increase in temperature it has to be an increase in unburnt fuel or high compression before the DPF, A pressure increase of this level is virtually impossible to be enough but possible in theory. Also look at the exhaust gas temperatures from the engine and along the exhaust tract. Find where the temperature increase is occurring. How hot are the turbos? If cooler than the rest of the system then excess fuel or some hydrocarbon like oil is being burnt in the DPF. What about a leaking turbo center bearing, is it loosing oil? A 5 gas analyzer might help in diagnosing this problem. Interesting; I used to manufacture oil engines which is in effect a diesel engine. Your videos of modern diesels are fascinating to me.
This engine does not use a Vaporizer, It uses a software strategy which injects additional fuel into the combustion chamber when the exhaust valves are open to increases the DPF temperatures in order to carry out a regen.
@@1primacron we had an issue with cam position learning on a development engine at a Warwickshire based car company and it resulted in melted cats. Are there any adaptions to run on cam sensor learn?
Hi jimmy I have a transit 2.0 350 it’s on 84000 mile . On its third dpf second egr second adblue injector. nox sensor New injectors . And still Failed mot soot emissions good job all these part are carbon neutral . I thick I will die Of debt before the c02 kills me
I'd say it's DPF being made out of bad materials. 500c is too high BUT it's a relatively small engine for a very heavy vehicle (2.4 tonnes) that has aerodynamics like a house meaning for a 2.0 to produce enough power, it is highly stressed, as it needs more air/fuel, causing EGT to rise.. and 500c would be "normal" in this application. So whilst 500c is too high, it's nowhere near what would cause failure with a decent silicon carbide DPF... and instead it should actually help it regen much easier.
This engine ( as do nearly all ) uses data from the exhaust temp sensors to control running strategy, specifically the post turbo temp sensor to curtain fuelling if it starts getting too hot. In this case it appears that, not only is there a cause for the excess egts under non severe conditions, but more concerningly- the ecu isnt acting on the high egts at all. Has it had a cheap nasty remap of any sort, or are the injectors all hosing ??? IF ford has replaced the dpf twice already, i would expect them to have flashed the latest calibration as a matter of course, but as we all know in this trade, never ever assume anything.
incredibly annoying when dealerships simply change the broken/offending part without doing any investigation. A new DPF every 4000 miles says that something is not right elsewhere. Also, because these are being replaced under warranty, are Ford going to keep replacing them once the warranty has expired? After all, this is now a known issue/problem with this vehicle.
We've a couple of these on fleet and touch wood they've been ok so far. Same as transit ecoblue 2.0. With an extra turbo. Gonna have to change the wetbelt on one soon. There must be an underlying problem
Replacing the back pressure sensor. The P2002 code indicates that there's an issue with the emissions system in your diesel engine. It means that the backpressure of the emissions system is incorrect, indicating that there may be more or fewer emissions passing through your engine than it's expecting ?????????????????????????????????? thats after a google search. Very intreasting case study, i like it. and we did not see any pressure so..........And you did not check pressure..........my noney are on pressure sensor...........keep in touch with him please we want Updates.........Very intresting. Take care mate
Would be interesting to know from Ford what are the conditions that need to be met for the DPF to regen on this engine. On the test drive the engine temp was hot enough (presumably above 90 degrees), the DPF was also getting mega hot. If no blockage from the vapouriser I wonder if there is a signal somewhere not telling the ecu to start the regen.
Just because it's been to the ford dealer doesn't mean its fixed properly...are the new injectors properly installed and coded? Do we have oil or fuel going in to the exhaust for some reason also think about what a partially blocked cat will do on on of these...is there an engine mechanical issue? This has a complex system of pipes going to and from the turbos, what if there is an issue with these? Just a few suggestions...
If the injectors were over fueling it would be knocking... Poor materials for 4 dpfs unlikely else there be an epidemic of dpfs all over the country if not the world with this particular Ranger. If stuck in Regen then it would be reported to be guzzling fuel and oil diluted?.... How close is the DPF to the manifold by the way
I currently have a 2019 Custom 2.0 which is flagging P2002, I suspect the injectors are worn on it and have killed the DPF as tailpipe is very sooty (Ablue functioning fine etc)
He's had it from new and swears it's not mapped. He's good friend is the manager at Ford but they can't give him a reason why it kills a dpf every 4,000 miles
there's not a DPF on earth that will survive those continuous temperatures. I feel that diagnostics is about what is isn't... disconnect vapouriser and see how that goes---
This engine does not use a Vaporizer, It uses a software strategy which injects additional fuel into the combustion chamber when the exhaust valves are open to increases the DPF temperatures in order to carry out a regen.
@@CitarNosis317 Perhaps it is a way to force us into EVs! Last time I drove into London, I got a letter for £80 from the right mare. Wish I'd left my car idling all day and poured a gallon of diesel on the ground as I left to get my monies worth.
@@oldbloke100 It's a 4 cylinder TDI (Euro 6) and I'm in Europe (Spain). The Tourneo Connect and Grand Tourneo Connect (Mine) are actually VW Caddies made in the VW factory in Poland. Ford now make the VW Transporter in their Transit factory in Turkey.
As a Ford technician from Australia, I have not seen many DPF failures on these 2 litre Bi turbo Engines. I have However seen massive issues with the injectors on these engines. The injectors on these engines are prone for developing corrosion within the injectors causing them to dribble and develop a poor spray paten (even at low KLMS) This will result in DPF's not being able to carry out regens correctly and will set a spanner light on the dash setting DTC P253F - Engine Oil Deteriorated prematurely. This fault may show up on the scan tool while monitoring the injector contributions when first the vehicle is first started but it may not. nor will show up on a injector leak back test and wire integrity will not verify this issue. The main symptom will be a running rough concern on cold start with DTC P253F set in the system and Engine oil level being over full (due to multiple failed regens/oil dilution) (note your scan tool should be able to show you 10 listings when the last regen was carried out to verify this, if your are seeing very low numbers between regens eg 15,40 ext). However we haven't seen DPFS destroyed because of this, but with Ford anything is possible :). There have been Multiple PCM update changes to the engine management system over the past few years, I would make sure that the latest software is installed.
It might also be worth a check too see if the Turbo is leaking excessive oil into the DPF as I have seen this issue with 2 litre ecoblue Transit van which is a similar engine with a different turbo. This can cause damage to the DPF also.
It could be worth asking SY Diagnostics on UA-cam as he is a very experienced UK Ford diagnostic technician.
Did you guys get the Isuzu 2.5 diesel in 2012-2017 Dmax? With oil dilution issues? We are currently having to change the oil on ours every 3 months as it dilutes the oil with about 2 litres of diesel, and just went out of warranty. Isuzu know about the common issue, and their fix is a dipstick with an X on it about an inch above max oil line, saying when it gets to that level you must change the oil.. smh
Seems like youve hit the nail on the head here
If the vehicle has no DPF fitted , should this obviously eliminate the possibility of issues ?
Disculpa la pregunta quiero adquirir una de esas en mi país Latinoamérica la recomendarías para este tipo de clima ?
Running 30000 ks.per year for past 10 year with no issues whatsover on 2.2 ranger. Higway driven is the answer to burnt the dirt off.
Could be a faulty evap diaphragm leaking oil into the turbo, glow plug module stuck on the on position , but for the p2002 it’s usually a box that hasn’t been ticked in the monitoring of the DPF going in to a danger zone, rad fan, temp sensor, differential pressure sensor, EGR cooler etc.
Myself, I would get it remaped and chopped out and sell it to we buy any car and get them back for their irritating adverts.
Toyota Hilux had similar issues when released here in New Zealand part of the problem was the materials used in the manufacture of the DPF's and the 5th injector location , knowing Ford software seems to be a big part of there failures of late. Squeezing every drop of power out of a 2.0lt engine is probably part of it as well tbh.
Is the vaporizer leaking? Overfueling would cause an increase in speed or power as that is how diesels work. Bad injectors might be causing excess smoke or poor combustion which is being caught by the DPF. Be interesting to see the exhaust before the after treatment. Using basic physics. To have an increase in temperature it has to be an increase in unburnt fuel or high compression before the DPF, A pressure increase of this level is virtually impossible to be enough but possible in theory. Also look at the exhaust gas temperatures from the engine and along the exhaust tract. Find where the temperature increase is occurring. How hot are the turbos? If cooler than the rest of the system then excess fuel or some hydrocarbon like oil is being burnt in the DPF. What about a leaking turbo center bearing, is it loosing oil? A 5 gas analyzer might help in diagnosing this problem. Interesting; I used to manufacture oil engines which is in effect a diesel engine. Your videos of modern diesels are fascinating to me.
That was my guess too.
This engine does not use a Vaporizer, It uses a software strategy which injects additional fuel into the combustion chamber when the exhaust valves are open to increases the DPF temperatures in order to carry out a regen.
@@1primacron we had an issue with cam position learning on a development engine at a Warwickshire based car company and it resulted in melted cats. Are there any adaptions to run on cam sensor learn?
You were certainly using 'basic' physics there! So basic I'm not sure there was any physics present.
Glad you had a possible theory too.
Id go with your verdict. A software update. Next time i get one in. I will try to get out in it and report the driving EGT temps for you
Hi jimmy
I have a transit 2.0 350 it’s on 84000 mile . On its third dpf second egr second adblue injector. nox sensor
New injectors . And still Failed mot soot emissions good job all these part are carbon neutral . I thick I will die
Of debt before the c02 kills me
Probably be up for sale very soon.
Ford should have carried on with PSA making engine's.
I'd say it's DPF being made out of bad materials. 500c is too high BUT it's a relatively small engine for a very heavy vehicle (2.4 tonnes) that has aerodynamics like a house meaning for a 2.0 to produce enough power, it is highly stressed, as it needs more air/fuel, causing EGT to rise.. and 500c would be "normal" in this application. So whilst 500c is too high, it's nowhere near what would cause failure with a decent silicon carbide DPF... and instead it should actually help it regen much easier.
This engine ( as do nearly all ) uses data from the exhaust temp sensors to control running strategy, specifically the post turbo temp sensor to curtain fuelling if it starts getting too hot. In this case it appears that, not only is there a cause for the excess egts under non severe conditions, but more concerningly- the ecu isnt acting on the high egts at all. Has it had a cheap nasty remap of any sort, or are the injectors all hosing ??? IF ford has replaced the dpf twice already, i would expect them to have flashed the latest calibration as a matter of course, but as we all know in this trade, never ever assume anything.
incredibly annoying when dealerships simply change the broken/offending part without doing any investigation. A new DPF every 4000 miles says that something is not right elsewhere. Also, because these are being replaced under warranty, are Ford going to keep replacing them once the warranty has expired? After all, this is now a known issue/problem with this vehicle.
Apparently they have given him a free extended warranty
@@ORileysAutos as they should. But the question still remains ?
We've a couple of these on fleet and touch wood they've been ok so far. Same as transit ecoblue 2.0. With an extra turbo. Gonna have to change the wetbelt on one soon. There must be an underlying problem
Replacing the back pressure sensor. The P2002 code indicates that there's an issue with the emissions system in your diesel engine. It means that the backpressure of the emissions system is incorrect, indicating that there may be more or fewer emissions passing through your engine than it's expecting ?????????????????????????????????? thats after a google search. Very intreasting case study, i like it. and we did not see any pressure so..........And you did not check pressure..........my noney are on pressure sensor...........keep in touch with him please we want Updates.........Very intresting. Take care mate
Would be interesting to know from Ford what are the conditions that need to be met for the DPF to regen on this engine. On the test drive the engine temp was hot enough (presumably above 90 degrees), the DPF was also getting mega hot. If no blockage from the vapouriser I wonder if there is a signal somewhere not telling the ecu to start the regen.
Just because it's been to the ford dealer doesn't mean its fixed properly...are the new injectors properly installed and coded? Do we have oil or fuel going in to the exhaust for some reason also think about what a partially blocked cat will do on on of these...is there an engine mechanical issue? This has a complex system of pipes going to and from the turbos, what if there is an issue with these? Just a few suggestions...
Ussually wity a p2002 i check if there are tsb regarding a software update (for instance peugeot boxer have a software update for the 2002 issue)
Did you actually, check, with man meter, or mitivac,
For pressures readings, bit confused.
Could the fuel have had a trace of petrol in it? Although unlikely if it’s been doing it from new
Try a software update, I’m sure when you scanned it if there had of been a problem you would have spotted it.
If the injectors were over fueling it would be knocking... Poor materials for 4 dpfs unlikely else there be an epidemic of dpfs all over the country if not the world with this particular Ranger. If stuck in Regen then it would be reported to be guzzling fuel and oil diluted?.... How close is the DPF to the manifold by the way
How about some logger that can store the readings while driving? And then look for weird things when the problem occurs again?
On the right of the screen there is a chart function for all of the parameters. Cheaper to use that!
I currently have a 2019 Custom 2.0 which is flagging P2002, I suspect the injectors are worn on it and have killed the DPF as tailpipe is very sooty (Ablue functioning fine etc)
I would check the dpf itself (especially pressures)
2 turbos into 1 dpf . Is it too much heat for the dpf to handle? Is it a bad design?
Turbo's don't make heat :) If anything, exhaust temps are slightly cooler AFTER a turbo, than before.
Thanks for the info.
Disconnect fuel supply to vaporiser then test drive
Is there an exhaust flap after the dpf can get stuck?
Wonder if its been re mapped badly?
This. I think Bosch scanners work by scanning signatures, so it could tell if the ECU is stock or not. I'd 100% check.
He's had it from new and swears it's not mapped. He's good friend is the manager at Ford but they can't give him a reason why it kills a dpf every 4,000 miles
SID212, you aren't going to be remapping that with any tool!
there's not a DPF on earth that will survive those continuous temperatures. I feel that diagnostics is about what is isn't... disconnect vapouriser and see how that goes---
It doesn't have a Vaporiser! Euro 6 sid212 ecu doesn't use one
Dpf need temp over 500 to initial regen and run about 600 to complete regen
Disconnect the vapouriser. Could be leaking
This engine does not use a Vaporizer, It uses a software strategy which injects additional fuel into the combustion chamber when the exhaust valves are open to increases the DPF temperatures in order to carry out a regen.
Not worth putting a manometer on it to see if the dpf is blocked?
Its not blocked. Brand new dpf it just had fitted a few days ago
It's a ford that's the problem 😂😂😂😂😂
My new Ford has got a VW engine 😁
Ad-Blue, DPF, tighter and tighter emissions. Almost all AdBlue and direct injection petrol engines are swarming with issues and failures.
@@CitarNosis317 Perhaps it is a way to force us into EVs! Last time I drove into London, I got a letter for £80 from the right mare. Wish I'd left my car idling all day and poured a gallon of diesel on the ground as I left to get my monies worth.
@@glennryan4889 no it hasn't, if it's a v6, its a ford engine, same as in land rover/range rover. VW use ford platform with the new model's.
@@oldbloke100 It's a 4 cylinder TDI (Euro 6) and I'm in Europe (Spain). The Tourneo Connect and Grand Tourneo Connect (Mine) are actually VW Caddies made in the VW factory in Poland. Ford now make the VW Transporter in their Transit factory in Turkey.
DPF delete required here
Gonna struggle with the ECUs fitted to these
Yeah he said nobody can map it