EGT and DPF Regen

[Pawesome_George]

Hello. I'm having issues with my 2015 mk8 transit.

I have 2 stored codes which are

P2463 DPF soot accumulation
P244c Exhaust temperature to low for regen.

I have viewed some live data using Forscan and looked at Exhaust gas temp where there is 4 to look at. On Forscan they are EGT 11.12,13,and 14 all are giving normal readings apart from EGT 14 which is giving a reading of -40 degrees. is this a concern ?

I've contacted various transit centres who tell me there are only 3 EGT sensors on my Transit.

I haven't tried a force regen yet. One garage has said I need a new DPF but I dont want to pay out all that money if it is just a dodgy sensor. Equally, two other garages have said fix the fault, force regen or have it cleaned and it'll be fine. I do have other fault codes for glow plugs 1 & 3 but am told this is not relevant to the DPF regen. any help greatly appreciated as I really need this van for my work.

[metalworker0]

only on the ecoblue 2.0 do the plugs play an active role

-40 is not used , not present or faulty, I think - forscan has all the pids for a v8 engine having twin exhausts and 2 dpfs

when regen takes place, a device called a vaporiser squirts neat diesel into the exhaust .. if this device gets blocked (common failure) then the exhaust will not reach temperature for regen to continue

has to be over 300c i think or it shuts off.

AI because i could not take the time to type it or to explain it as well

An active Diesel Particulate Filter (DPF) regeneration typically fails or aborts if the exhaust temperature drops below 550°C (1,022°F) during the cleaning cycle, and a vehicle generally runs an active regeneration every 200 to 400 miles (300 to 650 km) under normal mixed driving conditions.DPF Regeneration Temperatures and FailurePassive Regeneration: Occurs naturally during motorway driving when exhaust temperatures reach 350°C to 500°C.Active Regeneration: Initiated by the engine computer (ECU) by injecting extra fuel to raise temperatures to 550°C to 650°C.Failure Threshold: If exhaust or catalyst inlet temperatures drop too low (typically failing to sustain above 550°C), or if you idle or switch off the engine, the ECU aborts the regeneration because it cannot safely burn off the soot.Fuel Additives: If your car uses a fuel-borne catalyst additive (like Eolys), the required soot combustion temperature drops lower, down to around 350°C to 450°C.How Long and How Often Between RegensFrequency (How often it runs):Motorway/Long trips: Every 400 to 500 miles, as passive cleaning does most of the work.City/Short trips: Every 100 to 200 miles, because soot builds up much faster in stop-start traffic.Duration (How long it takes): A single active regeneration cycle takes about 10 to 25 minutes to complete. You should avoid turning off the engine or dropping below 40 mph until the cycle finishes.

So you have the explanation of temperature there ..and the conditions ..
other conditions are .
Engine temperature ..and engine not getting to over say 82c because of faulty thermostat

so if it cant regen or is blocked garages are working on hourly charge that may be over £100 an hour .. if so the option.is to charge you £300 £400 for cleaning it (a guess). and have you unsatisfied with the outcome or replace .. and blame then other factors .

Some DIYERs will take the vaporizer off .. clean
before you replace it may be savable
some will take the whole dpf off .. block one end off stand it up and fill it with cleaner, leave for over 24 hours then wash it out.

if you cant do that .. then the garages will go by the replace method .. like they do with the egr

all the best.mark

[dumper]

Is the outside temperature gauge on the dash reading correct as it has a effect on regen have a look on YouTube at O’Reilly autos everything you need to know is on there

[Pawesome_George]

Thanks for the replies. I've done a lot more testing today with FORScan. I ran two static regenerations. The second completed much further than the first. During regen the vaporiser was commanded at 4 to 7 Hz, EGTs reached 400°C+, and there was a large black cloud from the exhaust. However, the soot loading still remains at 146% (110% closed loop) and P2463 remains. Glow plug faults P0671 and P0673 are also present. Differential pressure at hot idle is around 2 kPa. Before I spend money on a new DPF, does this point more towards an ash-blocked DPF, a pressure sensor issue, or a PCM soot calculation issue? Has anyone seen this on a Mk8 Transit?

[metalworker0]

Other than watch lots or oreiley videos .. i'm mostly clueless .. as are most here

So rely on AI .. asking it the right question and getting the hopefully the right answer

The question put in relates to general results for all DPFs .. i did not enter the name transit into the question

The question was
What are the limits / ranges in kpa for dpf regen

DPF Differential Pressure Ranges
Clean DPF: 0.5 – 1.5 kPa (5 – 15 mbar) at idle.Moderate Soot / Saturation: 2.0 – 4.0 kPa (20 – 40 mbar) as load increases.High Saturation: 4.0 – 8.0 kPa (40 – 80 mbar).Clogged DPF (Needs Regeneration/Replacement): Greater than 8.0 – 10.0 kPa (80 – 100+ mbar) under load. Readings over 20–30 kPa at steady or idle states often signal a faulty sensor, blocked pressure pipes, or a severely restricted filter.
What the Numbers Mean
Differential pressure measures the difference in exhaust pressure before and after the DPF. As trapped soot restricts airflow, the pressure difference goes up.
Calculated vs. Measured: Your car's computer (ECU) estimates soot mass using driving habits and distance (calculated), but relies on the differential pressure sensor to track real-time restrictions (measured) and trigger regeneration.
........................................................................................................................................
So interpreting that says your pressure at tick over is only marginally over the limit at your 2 KPA

like i said .. you can take it off and attempt clean

You can also set it up in forscan so that it calls your marginally blocked DPF a new one .. and it
then sets its standard from that and calls 2 kpa clean.

You're obviously monitoring the whole situation .. you are not the person that just drives on without a care .. as many do ..
so i think you are safe person to reset DPF as new then monitor it from then on .

You may well wish to take it off and clean in the future at a more leisurely time .

All the best.mark

[Pawesome_George]

Thanks Mark. Really appreciate it. I might go for a new vaporiser and a DPF clean and see how we go. Thoughts?

Posting the below as an update and incase it helps anyone else:

Update after a full day of diagnostics on my 2015 Transit 2.2 TDCi (125 PS). Looking for opinions before I spend thousands on parts.

Fault codes:
P2463 (DPF soot accumulation)
P0671 (Glow plug cylinder 1)
P0673 (Glow plug cylinder 3)

Symptoms:
Van drives perfectly with full power.
No limp mode.
Engine management light is on.

What I've done with FORScan:
Ran 2 static DPF regenerations.
The first stopped relatively early.
The second got much further before ending.
Exhaust temperatures reached 400°C+.
Cooling fan came on as expected.
Large black cloud from the exhaust during the regen.
Vaporiser commanded frequency was 4 to 7 Hz, so the PCM is definitely commanding the vaporiser.
Vaporiser frequency later dropped to 0 Hz as the regen progressed.
Coolant temperature sat around 98 to 102°C.

Checks carried out:
Vaporiser resistance measured 0.7 Ω.
Cleaned several dirty electrical connectors.
Checked EGT sensors by unplugging them and monitoring FORScan.
Trust Ford confirmed my van has 3 EGT sensors, not 4.
Differential pressure at hot idle was around 2 kPa.

Current situation:
The regen definitely happens.
The PCM definitely commands the vaporiser.
EGT sensors appear to be reading correctly.
Despite this, the DPF soot value remains around 146% (110% closed loop) and P2463 stays present.

Opinions from garages so far:
One garage wanted to replace the DPF, vaporiser and other parts.
Two independent garages both immediately suggested the vaporiser, saying it's a common Transit fault, but also warned the DPF could be cracked.

Before I start replacing expensive parts:
Has anyone seen a vaporiser that measures OK electrically and is commanded correctly by the PCM, but still doesn't inject enough fuel?
Does this sound more like an ash-loaded DPF, a cracked DPF, a differential pressure issue, or something else?
Is there any FORScan live data I've missed that would help prove whether the DPF itself is faulty?
Any advice from people who've fixed this exact issue on a Mk8 Transit would be really appreciated.

[metalworker0]

fault code for dpf cracked is: Diesel Particulate Filter below Efficiency - P2002 i think

so not showing that .. its not cracked

it works that out by comparing the pressure differential .. if the same .. then its cracked

garages are guessing


but in future, too many forced regens can do just that .. crack it .
all the best.mark

[metalworker0]

cleaning the vaporiser - saving money

O'Reilly uses a blow torch here

he tests for blockage with a midivac

https://www.youtube.com/watch?v=gyFf-7Yta84

All the best.mark

[Jeanclaudedamnvan]

I have the exact same problem with my 2013 100/280 FWD 2.2 TDCi

I'm 99% certain that it is not the exhaust DPF since I myself replaced this about 1 year ago and I do not drive short stop/start distances, typically 15 to 30 miles each time. The evaporator (5th injector) was replaced at the same time (non-Ford).

Also, I have used the hand pump shown on YouTube (£10 on ebay) to verify both of the hoses going to and from the DPF up to the pressure sensor. These hoses are clear and not blocked or restricted. I also used the same pump to check the evaporator pipe feed (this feeds fuel to the evap.) and it was clear as was the device itself. I also measured the resistance of the unit and it was around 1 ohm which is fine and I checked all fuses and relays too.

So what's left or what's next? Well, I did buy a new icarsoft unit to see if it was simply the case that my other OBD scanner could not do P2463 resets (with amber engine light on). Alas not since I tried that yesterday.

I replaced the DPF pressure sensor with a non-Ford unit and that made no difference, I had no way to test the original Ford so for £20 I thought it was worth it. So next, I will try and trick the sensor by splitting the DPF hose in two to see if that helps... watch this space!

The odd thing is that the van runs great with no appreciable issues other than this warning light.

[metalworker0]

Jeanclaudedamnvan ---Good to have you here with your input hopefully helping this guy get over the problem

all the best.mark

[Jeanclaudedamnvan]

Well, I tried to fool the system into thinking there was no problem. Alas it did not work - I rigged up hoses to send just the rear DPF pipe to the DPF pressure sensor so that it would think it is not blocked, it did not work. So, back to the drawing board and so I decided to check the relays and fuses again (all under the bonnet on the right hand side) and R2 is the glow plug relay which I was able to test as I have a cheap relay tester, it powers up the relay and it clicks so that was fine, R7 is the vaporiser relay but this would not go on my tester so I just replaced it with a spare (I hope the spare is good) and then checked Fuse no 32 which is 20A but it was fine (I always use a meter to verify continuity as visual inspections can miss a break). Having done all of this, nothing changed sadly. So to recap, I replace the whole exhaust a year ago with new DPF and all new sensors incl. vape, it ran great until about 2 months ago when the engine light came on and P2463 was given as the error.

All the hoses have checked for splits and pressure tested with the hand pump, the vape hose was tested with the same pump to and the vape sensor reads 1 ohm (or so) and about 2 weeks ago I injected DPF foam style cleaner into the DPF let it sit and ran then engine to hopefully clean it if it is blocked, this made no difference. I even used the hand pump on the DPF itself and there are no restrictions at all.

Subsequently I have bought an icarsoft Vol. 4.0 (for my Volvo and with the added Ford extension s/w) and use it to clear the codes and to relearn the DPF values, still no change. So it may well be that the ECU has locked the code and will not allow it to be reset so I'll try with IDS if I can get running. The fault code even persists with the engine off even after reset so I am 99% sure this is not a genuine fault with the DPF.

I wish I had kept my smiley face Transit now!

Watch this space

[Jeanclaudedamnvan]

And yes, we are all here for each other to help and also to learn.

[Jeanclaudedamnvan]

OK some good news.. I think I have fixed it.

I tried the static regen with the icarsoft unit just to see if that would make any difference well it managed to do 20 minutes of the allotted 50 minutes! and then crapped out but it did leave a very nice scorch mark on the grass, oops. The grass is on the driveway so no big deal and I get a funny story to tell others.

Anyway, that made no difference at all. So today August 19th 2026 I tried again to troubleshoot this with the icarsoft scanner (tester). The Vol v4.0 unit can tell the ECU (or powertrain module I guess) that there is a new DPF in the van and you can also tell it that there is a new DPF pressure sensor too, so I did both of these and then reset the error codes again and this time, finally, the engine light went out, stayed out and the P2463 code has gone. So I think what has happened here is that the pressure sensor failed and the van should have been told that there is a new, different one, installed. I am not 100% sure of this and being an engineer I like to get to the root of the problem not just think I have fixed it without knowing exactly how.

All that remains to do is to drive it for a while to see if everything is happy and I'll be happy.

I'll let you know in due course..

Any questions, please ask and if I can help I will.

[metalworker0]

Yeah i told him he could call the dpf a new one with forscan up there in one of my answers


all the best.mark

[Jeanclaudedamnvan]

And I did measure the DPF pressure too..