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Introduction
This document describes the interaction
between the engine and the exhaust gas after-
treatment, and how engine operating capacity
or condition affects the exhaust gas aftertreat-
ment. If a problem occurs with the exhaust gas
aftertreatment, the root cause of the problem is
not necessarily the exhaust gas aftertreatment.
Always check the function of the exhaust gas
aftertreatment if a problem has been rectified
with the engine.
Troubleshooting
overview
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1 2
Troubleshooting
Engine
1.1 The exhaust gas temperature from the engine is too high
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4 1
3
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8 7 5, 10
1. EGR valve. 7. Fuel pressure sensor.
2. Turbocharger. 8. Throttle.
3. Exhaust brake. 9. Rotational speed sensor.
4. EGR cooler. 10. XPI injector.
5. Inlet and outlet valve.
6. Mass flow sensor.
See also the section 2.1 Exhaust gas temperature into the silencer is too high.
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3
2 1
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1. EGR valve. 4. Mass flow sensor.
2. EGR cooler. 5. Rotational speed sensor.
3. Thermostat.
See also the section 2.2 Too much NOx is entering the silencer.
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1
2
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8 7 10 4, 5, 11
1. EGR valve. 7. Fuel pressure sensor.
2. Exhaust brake. 8. Throttle.
3. Exhaust gas pressure sensor. 9. Rotational speed sensor.
4. Inlet and outlet valve. 10. XPI high pressure pump.
5. Piston rings. 11. XPI injector.
6. Mass flow sensor.
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6
2 3 2
3 3
5
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4
1. Oxidation catalytic converter. 5. Reductant doser.
2. Particulate filter. 6. Silencer.
3. SCR catalytic converter.
4. Ammonia slip catalytic converter.
Possible faults
Possible causes
Particulate filter
The fault may be caused by a cracked or missing particulate filter (small cracks are not detected).
The particulate filter has cracked due to rapid temperature changes.
The coating of precious metals in the particulate filter has disappeared, due to high temperatures for
a long period, or very high for a short time. This makes the soot more difficult to burn off.
Engine
Probable causes of white engine warning lamp for excessive exhaust gas temperature:
See 1.1 The exhaust gas temperature from the engine is too high.
Subsequent problems
NO is also used to burn the soot in the particulate filter. When the capacity of the oxidation catalytic
converter deteriorates, passive regeneration occurring during normal operation (driving on roads)
will be impaired. When this deteriorates, more stationary regenerations are required.
Particulate filter
The particulate filter needs regeneration more often due to insufficient quantities of soot disappear-
ing.
Check
Particulate filter
Use the inspection hatch to check that the particulate filter is correctly fitted, and that it is intact and
clean. Soot in the exhaust pipe downstream of the particulate filter indicates a damaged or missing
particulate filter. See 03-26 Exhaust gas aftertreatment > Silencer > Check - Silencer using endo-
scope.
Actions
Finally, carry out a function test on the oxidation catalytic converter. See SDP3 > Checks and
adjustments > Functions > Check > Powertrain > Emission control > Exhaust gas aftertreatment >
Exhaust gas aftertreatment, exhaust gas aftertreatment function test. For vehicles with early EMS
software: Carry out a regeneration of the particulate filter.
Particulate filter
Carry out a particulate filter regeneration using
SDP3. Regeneration also burns away any con-
tamination of the oxidation catalytic converter
which may have similar symptoms. If regener-
ation is cancelled and a fault code generated:
Renew the oxidation catalytic converter or the
silencer. Too high a temperature from the
engine into the silencer should also be trouble-
shooted and rectified.
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6
2 3 2
3 3
5
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4
1. Oxidation catalytic converter. 6. Silencer.
2. Particulate filter.
3. SCR catalytic converter.
4. Ammonia slip catalytic converter.
5. Reductant doser.
Possible faults
High reductant consumption: too much NOx, i.e. more reductant is requested than the system can
evaporate and the SCR catalytic converter can convert.
Active or inactive fault codes:
• EMS 4169: The measured level of nitrogen oxides downstream of the catalytic converter is higher
than it should be.
• EMS 8430: The measured level of nitrogen oxides downstream of the catalytic converter is higher
than it should be.
• EMS 5853: Reductant volume adaptation has reached the maximum end position.
• EMS 8319: The measured level of nitrogen oxides downstream of the catalytic converter is higher
than it should be.
Possible damage
The silencer will not be damaged by too much NOx.
Action
Troubleshoot and rectify 1.2 Too much NOx coming from the engine. No measures need be taken
with the silencer. Carry out a particulate filter regeneration using SDP3 and a function test on the
SCR catalytic converter after troubleshooting. See SDP3 > Checks and adjustments > Functions >
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2 3 2
3 3
5
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4
1. Oxidation catalytic converter. 5. Reductant doser.
2. Particulate filter. 6. Silencer.
3. SCR catalytic converter.
4. Ammonia slip catalytic converter.
Possible faults
In cases of heavy soot build-up, the exhaust back pressure increases and the oxidation catalytic con-
verter performance deteriorates. This in turn makes NOx conversion in the SCR catalytic converter
more difficult. More reductant is consumed in order to handle the increased amount of NOx. This
means that the temperature increases in order for the reductant to be evaporated. A higher tempera-
ture leads to increased fuel consumption. Fault code EMS 5139 is generated.
Possible damage
The silencer will not be damaged by too much soot.
Subsequent problems
With too great a flow of soot into the silencer, a soot cake can build up on the inlet side of the oxida-
tion catalytic converter, and regeneration increases.
Check
It is difficult to see soot build-ups using an endoscope. Therefore remove the oxidation catalytic con-
verter and carry out a visual inspection of it.
Action
Troubleshoot and rectify 1.3 Too much soot coming from the engine. Brush clean the surface of the
oxidation catalytic converter. If this is not possible: Renew the oxidation catalytic converter. Then
carry out a test run to check that the fault code does not recur.