GENERAL SERVICE BULLETIN 23-7072

Diesel Particulate Filter (DPF) – Diagnostic Information 05 June 2023

Model:
Ford Engine: 2.0L EcoBlue
2019-2020 Mondeo
2021-2022 Ranger Engine: 2.0L EcoBlue

Summary
This communication provides technical information to aid understanding of the DPF system, operation and diagnostic
on vehicles with 2.0L EcoBlue engine. All vehicles have Symptom Based Diagnosis (SBD) that utilize the same
logic as this guide and SBD should be used for DPF diagnostic whenever possible.
DPF SBDs will be offered if DTCs P2463 , P246C, P2002, P2453, P2454, P2455 and P2456 are stored in the
Powertrain Control Module (PCM).
Using symptoms: Driver Aids and Information -> Warning Indicators/Messages/Chimes -> Indicators /Warning
Indicators -> Engine

Service Instruction
Content:

• General Information

• Diagnosing DPF issues

• DPF Errors

• Diagnostic Trouble Codes (DTCs) and DTC Status byte

• Replacement of DPF components

General Information
Symptom Based Diagnosis (SBD) will give guidance and a possible RVC-A for DPF component or regeneration. If
the SBD does not indict the DPF it does not require replacement, or the diagnostic has not been able to establish all
required conditions, e.g. previously cleared DTCs.
If the SBD indicts DPF regeneration, do NOT replace the DPF.
DPF replacement claims instead of DPF regeneration Repair Validation Code RVC-A and RVC-T claims for wrongly
indicted components may be returned.
Diesel engines produce soot when fuel is burned, the DPF has the job of storing the soot and when vehicle
conditions are correct, a process called DPF regeneration is performed, this process is autonomous and happens
when soot loading in the DPF is above a calibrated threshold, engine temperature and vehicle speed thresholds are
met. The process of a DPF regeneration involves very high temperatures across the DPF to ensure the soot is fully
burned off.
On early vehicle program applications (DV6/DW10B/DW10C and Puma engines) there were three DTCs that could
have been triggered that indicated the health of the DPF, these were:

• P246B - Vehicle Conditions Incorrect for Particulate Filter Regeneration. This DTC gives a warning in
the instrument cluster advising drive to clean.

• P246C - Particulate Filter Restriction - Forced Limited Power (Bank 1) This DTC means that the DPF
regeneration can only be performed by the service tool.

• P24A4 - Particulate Filter Restriction - Soot Accumulation Too High (Bank 1). This indicated the DPF
needed to be replaced.
Advancements in DPF technology on later vehicle programs no longer requires the Replace DPF DTC P24A4. This
DTC is no longer used as the DPF can be regenerated at much higher soot loads.
The current DTC strategy used is:

• P2463 - Vehicle Conditions Incorrect for Particulate Filter Regeneration. This DTC gives a warning in
the instrument cluster advising drive to clean.

• P246C - Particulate Filter Restriction - Forced Limited Power (Bank 1). This DTC means that the DPF
regeneration can only be performed by the service tool.

Current DTC strategy - Example

The static regeneration can be performed even when soot loads are above 300%. This negates the need to replace
the DPF.
Many things can contribute to the soot generation, these being:

• Quality of fuel used

• Blocked cold end exhaust or collapsed Baffles in the exhaust silencer

• Damaged/restricted exhaust pipe

• Customer drive cycle – meaning long idle times/short journeys -conditions are not correct for passive
regeneration

• Exhaust Gas Temperature (EGT) sensors swapped, meaning EGT1 in EGT2 location, EGT2 in EGT1
location

• Blocked/damaged DPF Hose

• In range DPF pressure sensor failure

• Inhibiting DTCs

Soot levels are calculated from many engine inputs and is also inferred from the DPF pressure sensor.

• Open loop soot utilizes the PCM calculated model

• Closed loop soot uses the DPF pressure sensor

Depending on the type of drive cycles performed there can be slight differences in open and closed loop soot
percentages.
Diagnosing DPF issues
To correctly diagnose DPF issues an understanding of the issue is needed.

• Is the fault attributed to driving style?

 • Are there any other DTCs that could impact the DPF soot loadings and Soot loading calculations?

• Are there any DTCs relating to airpath actuators, EGTs etc Is there any physical damage to the DPF
or exhaust system?

• Is Open loop soot significantly greater than Closed loop soot, this could be indicative of an air leak or
a hose adrift/split off the DPF pressure sensor?

• Is the Closed loop soot significantly greater than the Open loop soot?

The PCM stores the last ten distances when the DPF was regenerated as well as indicating any failed regenerations,
if the vehicle had attempted many regenerations this will also severely impact oil quality as the oil will degrade
quicker if the DPF is continually attempting to regenerate and failing to complete. Oil quality is also impacted if the
vehicle is equipped with the Operator Commanded Regeneration (OCR) (“Disable/Enable Diesel Particulate Filter
Manual Regeneration”) function.
The following list of DID = Data Identifiers (DIDS) will assist in correctly diagnosing DPF issues:
DIDS - Table 1
FDRS Datalogger
Text
Name
DIST_LST_REGEN1 Buffer Of 10 Last Distances Traveled By Vehicle Between Diesel Particulate Filter (DPF)
Regeneration Events
DIST_LST_REGEN2
DIST_LST_REGEN3
DIST_LST_REGEN4
DIST_LST_REGEN5
DIST_LST_REGEN6
DIST_LST_REGEN7
DIST_LST_REGEN8
DIST_LST_REGEN9
DIST_LST_REGEN10
PF_SOOT_PCT_CL Diesel Particulate Filter (DPF) System Percentage of the Maximum Soot Loading -
Inferred Closed Loop
PF_SOOT_PCT_OL Diesel Particulate Filter (DPF) System Percentage of the Maximum Soot Loading -
Inferred Open Loop
PF_OUTP Diesel Particulate Filter (DPF) Bank 1
DPF_DP
DPF_INP

DIDS - Table 2
FDRS Datalogger
Text
Name
DPF_INP_V Diesel Particulate Filter Bank 1 Inlet Pressure Sensor Voltage
EGT11 Exhaust Gas Temperature (EGT) Bank 1
EGT12
DPF_FAILD_DESOX Number Of Consecutive Failed Exhaust System Regeneration Events Since Last
Successful Regeneration Event
DPF_FAILD_REGEN
DPF_FAILD_DENOX
DIST_LAST_DESOX Distance Traveled Since Last Attempted Or Successful Exhaust Gas
Regeneration/Purge Event
DIST_LAST_REGEN
DIST_LAST_DENOX
 FDRS Datalogger
Text
Name
RUNTM_LAST_DESOX Time Engine Running Since Last Exhaust System Regeneration/Purge Event
RUNTM_LAST_REGEN
RUNTM_LAST_DENOX
RUNTM_AVG_DESOX Average Time Engine Running Between Exhaust System Regeneration/Purge Event
RUNTM_AVG_REGEN
RUNTM_AVG_DENOX
OIL_REMAINING Engine Oil Life Remaining
OIL_FUEL_INF Current Fuel Dilution Of The Engine Oil - Inferred

To determine if the Exhaust Gas Temperature (EGT) sensors are in the correct orientation within the DPF, it is
advisable to start from a cold engine reading the EGT sensors at this point will show them to be at 100° C, increase
the RPM and continually monitor the EGTs, the first to move from 100° C is EGT1.
To determine if the DPF pressure sensor is not stuck in range connect a suitable hand pressure pump to the rubber
hose leading to the DPF pressure sensor, start datalogger and select DPF_INP_V signal, whilst monitoring the
DPF_INP_V signal, apply pressure slowly, the voltage should increase in a linear fashion, if it fails to increase it could
be indicative of an in range failure of the DPF pressure sensor.
Example of a correctly functioning DPF pressure sensor

DPF Errors
If a DPF malfunctions it will in only do so through two error states,

• Soot overload

• Cracked DPF brick

Soot overload
The DPF is a passive device which filters out diesel particulates. As there is nothing more than a passive filter the
internal component does not go wrong, soot overload is not a fault with the DPF but another issue that is not allowing
the control system to regenerate the filter. Many serviceable DPFs have been replaced and it would have appeared
that the fault is corrected but as the root cause has not been established and corrected the DPF will overload again.
For vehicles with an AdBlue® injector the DPF assembly includes a N0x conversion catalyst, although the two
functions are performed by the same part, the diesel particulate filtration is not effected by Adblue® system errors,
nor Adblue® / N0x conversion effected by particulate filtration.
DPF regeneration increases the temperatures within the DPF up to 650° C , if the control system cannot collect all of
the data required it inhibits regeneration for safety, mostly all of the faults that can inhibit DPF regeneration will set
the MIL light, if the vehicle is continued to be driven with an inhibiting fault the DPF will overload with soot.
Cracked DPF brick
For all Ford EU 6.2 DPFs the visible front face from the engine side of the DPF assembly is the catalyst this is before
the filter part of the DPF assembly, so soot deposits are expected here and does not indicate that the DPF is faulty.
If the DPF is cracked, these cannot be seen from external examination or via an endoscope, the DPF brick cracks
within the metalwork, the rear face of a DPF will not show if the DPF has cracked. Ford Motor Company have to X-
ray DPF assemblies to understand if the DPF is cracked.
For EU 6.2 vehicles there is a particulate matter sensor, this is calibrated to assess if the DPF is letting high levels of
particulate through, DTC P2002 will set with a status byte of 80 or greater, the DPF, in this instance is confirmed as
allowing too much particulate through and must be replaced. If the status byte of P2002 is 7F or below this is only an
indication that some particulate matter has been detected but not greater than allowed, in this instance the DPF
should not be replaced.
Diagnostic Trouble Codes (DTCs) and DTC Status byte
Internal DTC status’s are constantly monitored, each one is assigned to monitor a function or component of the
Powertrain Control System, many of the DTCs are not instant and require certain conditions, time or occurrences to
allow the correct monitoring for that DTC. Clearing the DTCs removes the diagnostic history and does not allow
correct analysis of any issue. The same logic as above is not necessarily followed for all DTCs, some are informative
or an indication of state, however DTCs that illuminate the MIL must be attended to and corrected before the vehicle
can be returned to customer use.
All current production Diesel EU6 and above have had changes made to the internal DTC releasing criteria, these
changes will now only release bit 5 of the DTC status after 255 cycles, prior to EU6 the status bit 5 was cleared in 40
cycles. This means that the DTC can be in the PCM memory longer than its predecessor, just because a DTC is
present and not illuminating the MIL does not mean that a fault is present, utilize snapshot data to ascertain how long
ago or how much distance had been covered when the DTC set.

• Status byte example: P2002-00-E4 – the last two digits of the DTC are the status byte, if this starts
with a value of 7 or below the DTC is not confirmed. If the status starts with 8,9,A,B,C,D,E or F then the
DTC is confirmed.

A complete list of inhibiting DPF regeneration DTCs is below. Not all vehicle programs will have the same DTCs, the
list below is consolidated from all power packs and is for information only.

DTC's that will inhibit DPF Regeneration

P0045- P004B- P0089- P0118- P026E- P02E3- P0403- P0489- P1103- P226C- P2398- P2560-
00 0E 00 00 00 12 4B 11 00 00 00 68
P0045- P004B- P0089- P0191- P0299- P02E4- P0404- P0490- P1103- P226D- P2399- P2564-
13 13 17 00 00 00 00 00 22 00 00 00
P0046- P004B- P0089- P0192- P2B83- P02E5- P0405- P0490- P115A- P226D- P239B- P2565-
00 14 18 00 00 00 00 12 00 68 00 00
P0046- P004C- P00BC- P0193- P0299- P02E8- P0406- P2BC2- P115B- P22CF- P239B- P2598-
01 00 00 00 84 00 00 00 00 00 4B 00
P0046- P004C- P00BD- P0194- P02CA- P02E9- P0420- P04DD- P1933- P22CF- P261B- P2598-
19 0B 00 00 00 00 00 00 00 13 00 72
P0047- P261C- P0100- P0219- P02CB- P0300- P042E- P04DE- P200C- P22D0- P242B- P2599-
00 00 00 00 00 00 00 00 00 00 00 00
P0047- P004D- P0102- P0234- P02E0- P0301- P042F- P0544- P200C- P22D0- P242C- P2599-
11 00 00 00 00 00 00 00 68 0A 00 73
P0048- P004D- P0103- P0234- P02E0- P0302- P045A- P0545- P200C- P22D1- P242D- P259A-
00 11 00 85 13 00 00 00 92 00 00 72
P0048- P0069- P0104- P0237- P02E0- P0303- P045A- P0545- P2031- P22D1- P244A- P259B-
12 00 00 00 19 00 13 16 00 10 00 73
P004A- P0069- P0107- P0238- P02E0- P0304- P045A- P0546- P2032- P22D6- P2453- P259E-
00 21 00 00 4B 00 19 00 00 00 00 00
P004B- P0069- P261D- P023A- P02E1- P2BC1- P045C- P0546- P2032- P22D6- P2453- P259F-
04 22 00 00 00 00 00 17 16 1C 84 00
P004B- P006A- P0108- P023B- P02E1- P0403- P045C- P06A6- P2BC3- P22D7- P2454- P261A-
05 00 00 00 16 00 11 00 00 00 00 00
 DTC's that will inhibit DPF Regeneration
P004B- P007B- P0116- P023C- P02E2- P0403- P045D- P06A7- P2033- P22D7- P2455- -
07 00 00 00 00 13 00 00 00 19 00
P004B- P007C- P0116- P0244- P02E2- P0403- P045D- P1102- P2033- P2394- P2456- -
08 00 1F 00 11 16 12 00 17 00 00
P004B- P007D- P0117- P026A- P02E3- P0403- P0489- P1102- P2084- P2395- P2560- -
0D 00 00 00 00 19 00 21 00 00 00

Replacement of DPF components

If the DPF is replaced, it is important that the correct service functions are carried out once the physical component is
replaced. Failure to carry out the applicable service functions can result in further issues, this is due to the previous
adapted values of the component being stored in the PCM, this is particularly important in the case of the combined
DPF/SCR systems.
In the service tool, the reset routines are listed as:

• Reset the Selective Catalytic Reductant (SCR) System Learned Values – Combines SCR reset
and DOC reset. Should be run when the SCR catalyst is replaced.

• Reset the Particulate Filter Learned Values – Should be run when the DPF is replaced, is also
required when the combined SCR/DPF is replaced.

• Reset the Diesel Particulate Filter (DPF) Pressure Sensor Learned Values – Should be run if the
DPF pressure sensor is replaced.

© 2023 Ford Motor Company

All rights reserved.
This bulletin represents technical service information only. Without exception all gratis repairs and replacements are subject to the individual
warranty and policy procedures of the supervisory Ford Company. The illustrations, technical information, data and descriptive text in this issue, to
the best of our knowledge, were correct at the time of publication.