Technical Description of OBD-II Trouble Code
Circuit B of the Diesel Particulate Filter Pressure Sensor
What does that signify?
This diagnostic trouble code (DTC) is a generic powertrain code that is applicable to all vehicles manufactured from 1996 onwards (Ford, Dodge, GMC, Chevrolet, Mercedes, VW, etc.). While it is a generic code, the specific repair steps may vary depending on the make and model of the vehicle.
If your vehicle’s service engine soon indicator is illuminated and accompanied by a code P245E, it means that the powertrain control module (PCM) has detected a malfunction in the electrical circuit of the diesel particulate filter (DPF) pressure sensor designated as B. This code is only applicable to vehicles powered by a diesel engine.
The DPF is designed to remove ninety percent of carbon particles (soot) from the exhaust of a diesel engine. Soot is commonly associated with the black smoke emitted from the exhaust during heavy acceleration. The DPF is housed in a steel inline exhaust housing that resembles a muffler or catalytic converter. It is positioned before the catalytic converter and/or the NOx trap. While the DPF element traps large soot particles, it allows small particles and other exhaust gas compounds to pass through. The DPF utilizes various elemental compounds such as paper, metal fibers, ceramic fibers, silicone wall fibers, and cordierite wall fibers to trap soot while allowing engine exhaust to pass through.
Cordierite, a type of ceramic-based filtration, is the most commonly used fiber in DPF applications. It is cost-effective and offers excellent filtration characteristics. However, Cordierite is prone to melting at high temperatures, which can lead to malfunctions in passive DPF systems.
The filtration element is the core component of any DPF. As engine exhaust passes through the element, large soot particles are trapped between the fibers. As soot accumulates, exhaust pressure increases. Once a sufficient amount of soot has accumulated and exhaust pressure has reached a programmed level, the filtration element must be regenerated to allow spent exhaust gases to flow through the DPF.
Active DPF systems undergo automatic regeneration. The PCM is programmed to inject chemicals, including diesel fuel and diesel exhaust fluid, into the exhaust at specific intervals. This action increases exhaust temperature and burns trapped soot particles, releasing them as ions of nitrogen and oxygen.
Passive DPF systems follow a similar process but require input from the vehicle owner and, in some cases, a qualified repair facility. The regeneration procedure may take several hours to complete. Other passive regeneration systems involve removing the DPF from the vehicle and servicing it using a specialized machine that completes the process and disposes of soot particles appropriately. Once soot particles are adequately removed, the DPF is considered regenerated, and exhaust pressure should respond accordingly.
In most cases, the DPF pressure sensor is located in the engine compartment, away from the DPF. It monitors exhaust back pressure before it enters the DPF using one or more silicon hoses connected to the DPF (near the inlet) and the DPF pressure sensor.
When the PCM detects an exhaust pressure condition that deviates from the manufacturer’s specifications or an electrical input signal from the DPF pressure sensor B that exceeds programmed limits, it stores a code P245E and illuminates the service engine soon lamp.
Symptoms & Severity
The conditions that trigger the storage of this code can potentially cause internal engine or fuel system damage and should be addressed immediately. Symptoms of a P245E code may include:
Causes
Possible causes for the occurrence of this code are:
Diagnostic and Repair Procedures
It is always advisable to check for technical service bulletins (TSB) specific to your vehicle as a starting point. Your issue may be a known problem with a known solution provided by the manufacturer, which can save time and money during diagnosis.
To diagnose a code P245E, you will need a diagnostic scanner, a digital volt/ohmmeter, and a manufacturer’s service manual. An infrared thermometer may also be useful.
Begin the diagnosis by visually inspecting related harnesses and connectors, paying close attention to wiring near hot exhaust components and sharp edges. Test the battery and battery terminal ends, and check the alternator output.
Next, connect the scanner to retrieve all stored codes and freeze frame data. Write down the information for future reference, as it may be helpful if the code is intermittent. Clear the codes and test drive the vehicle.
If the code immediately reappears, check for the presence of diesel exhaust fluid (if applicable) and ensure that it is the correct type. The most common cause of this code is a lack of diesel exhaust fluid. Without the proper type of fluid, the DPF will not regenerate effectively, potentially leading to increased exhaust pressure.
Refer to the manufacturer’s service manual for instructions on testing the DPF pressure sensor using a DVOM. If the sensor does not meet the manufacturer’s resistance specifications, it must be replaced. If the sensor appears to be functioning properly, inspect the DPF pressure sensor supply hoses for clogs or breakage. Clean or replace the hoses as necessary, using high-temperature silicon hoses.
If the sensor is operational and the supply lines are intact, proceed to test the system circuits. Disconnect all related control modules before testing resistance and/or continuity with the DVOM. Repair or replace any open or shorted circuits as needed.
Additional diagnostic notes:
