As a side note , meaning of the code is

P244B Diesel particulate filter differential pressure too high (Bank 1)

as @lynall mentions ref getting live data readings will help

if the DPF has been removed engine needs a software patch

DPF I think its just held in with clamps, has 2 x vacuum tubes and sensor wire



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https://www.ebay.co.uk/itm/DIESEL-P.../153214159535?_trksid=p2349526.m4383.l4275.c1

https://www.ebay.co.uk/itm/New-Genu...470267&hash=item2cfe6247c5:g:4vEAAOSw9ZtcYwlk

A bit cheaper, lol

plus would have thought using a manometer on each vacuum pipe disconnected either side of the DPF would give u a good indication if it’s blocked or not

of course if it’s missing would be a MOT failure

alas with the vacuum pipes disconnected whilst testing the dpf don’t know if u have to link them together or ok just disconnected temporary

hope that helps a little
 
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From those figures looks as though the DPF is blocked , alas haven’t had much dealings with them so others who are more knowledgeable will be able to 100% confirm that for u
 
I have removed one on a small truck years ago and pressure washed it out, it seemed to work but I do not know how long it lasted for as we did all sorts for all sorts and many customers we only saw once, so never got any long term feedback.
There are specialiist companies out there that clean dpfs, google dpf cleaning and see what comes up near you.

Obviously this doesnt happen every day as the forums are not jam packed with dpf posts, so a 2nd hand one might be an option?
 
I took the car out, deleted all fault codes with the tool, and drove it carefully til it got warm. First drive since i changed the sensor. The Icarsoft wouldnt start the procedure, but the car didnt get the fault code or limp mode.

The kpa now reads around 8-10 on normal driving, and goes up to 25 under acceleration.
 
Also seeing ref to oil dilution , alas I assume that’s down to short journeys but don’t know the full ins and outs

don’t know it’s it’s true that when short journeys are done it’s better with a petrol engine

hope u didn’t mind me asking here but thought as where discussing DPFs

thks
 
Just found this for reference

Two processes are used to regenerate the DPF; passive and active.

Passive Regeneration

Passive regeneration requires no special engine management intervention and occurs during normal engine operation. The passive regeneration involves a slow conversion of the particulate matter deposited in the DPF into carbon dioxide. This process occurs when the DPF temperature exceeds 250°C (482°F) and is a continuous process when the vehicle is being driven at higher engine loads and speeds.

During passive regeneration, only a portion of the particulate matter is converted into carbon dioxide. This is because the chemical reaction, which utilises nitrogen dioxide, is slower than the rate of engine production of particulate matter and is effective from 250°C (482°F).

Above 580°C the conversion efficiency of the particulates into carbon dioxide rapidly increases. These temperatures are generally only be achieved using the active regeneration process.

Active Regeneration

Active regeneration starts when the particulate loading of the DPF reaches a threshold as monitored or determined by the DPF control software. The threshold calculation is based on driving style, distance travelled and back pressure signals from the differential pressure sensor.

Active regeneration generally occurs every 250 miles (400 km) although this is dependant on how the vehicle is driven. For example, if the vehicle is driven at low loads in urban traffic regularly, active regeneration will occur more often. This is due to the rapid build-up of particulates in the DPF than if the vehicle is driven at high speeds when passive regeneration will have occurred.

The DPF software incorporates a mileage trigger which is used as back-up for active regeneration. If active regeneration has not been initiated by a back pressure signal from the differential pressure sensor, regeneration is requested based on distance travelled.

Active regeneration of the DPF is commenced when the temperature of the DPF is increased to the combustion temperature of the particles. The DPF temperature is raised by increasing the exhaust gas temperature. This is achieved by introducing post-injection of fuel after the pilot and main fuel injections have occurred.

It is determined by the DPF software monitoring the signals from the two DPF temperature sensors to establish the temperature of the DPF. Depending on the DPF temperature, the DPF software requests the ECM (engine control module) to perform either one or two post-injections of fuel:

The first post-injection of fuel retards combustion inside the cylinder which increases the temperature of the exhaust gas.
The second post-injection of fuel is injected late in the power stroke cycle. The fuel partly combusts in the cylinder, but some unburnt fuel also passes into the exhaust where it creates an exothermic event within the catalytic converter, further increasing the temperature of the DPF.
The active regeneration process takes up to 20 minutes to complete. The first phase increases the DPF temperature to 500°C (932°F). The second phase further increases the DPF temperature to 600°C (1112°F) which is the optimum temperature for particle combustion. This temperature is then maintained for 15-20 minutes to ensure complete oxidation of the particles within the DPF. The oxidation process converts the carbon particles to carbon dioxide.

The active regeneration temperature of the DPF is closely monitored by the DPF software to maintain a target temperature of 600°C (1112°F) at the DPF inlet. The temperature control ensures that the temperatures do not exceed the operational limits of the turbocharger and the catalytic converter. The turbocharger inlet temperature must not exceed 830°C (1526°F) and the catalytic converter brick temperature must not exceed 800°C (1472°F) and the exit temperature must remain below 875°C (1382°F).

During the active regeneration process the following ECM controlled events occur:

The turbocharger is maintained in the fully open position. This minimizes heat transmission from the exhaust gas to the turbocharger and reduces the rate of exhaust gas flow allowing optimum heating of the DPF. If the driver demands an increase in engine torque, the turbocharger will respond by closing the vanes as necessary.
The throttle is closed as this assists in increasing the exhaust gas temperature and reduces the rate of exhaust gas flow which has the effect of reducing the time for the DPF to reach the optimum temperature.
The EGR (exhaust gas recirculation) valve is closed. The use of EGR decreases the exhaust gas temperature and therefore prevents the optimum DPF temperature being achieved.
If, due to vehicle usage and/or driving style, the active regeneration process cannot take place or is unable to regenerate the DPF, the dealer can force regenerate the DPF. This is achieved by either driving the vehicle until the engine is at its normal operating temperature and then driving for a further 20 minutes at speeds of not less than 30 mph (48 km/h).

DPF Control

The DPF requires constant monitoring to ensure that it is operating at its optimum efficiency and does not become blocked. The ECM contains DPF software which controls the monitoring and operation of the DPF system and also monitors other vehicle data to determine regeneration periods and service intervals.

The DPF software can be divided into three separate control software modules; a DPF supervisor module, a DPF fuel management module and a DPF air management module.

These three modules are controlled by a fourth software module known as the DPF co-ordinator module. The co-ordinator module manages the operation of the other modules when an active regeneration is requested.
 
Dpf full back. But only once on slightly cold engine. And went away.

Got a tips about motip Dpf cleaner, added throught the sensor hoses on the dpf itself. Any takers on this idea?
 
I'm confused, dpf fluid? Do you mean ad blue?
Dpf doesn't need any fluid, but does need to complete a regeneration cycle periodically
I assumed he put DPF cleaner in the tank. I didn't think an 07 D3 had a DPF anyway, but I guess it does.
 
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On the subject of engine oil I have a late model defender that specifies WSS M2C913B or C for Non DPF vehicles, and WSS M2C934 B for vehicles fitted with a DPF. I believe these are Ford oil spec reference numbers adopted by JLR. My vehicle has a CAT and a DPF and requires a 5w/30 oil. I have started using as per attachment, its a low SAPS oil for DPF vehicles. DPF regeneration is done automatically by driving at 50+mph for a good distance (italian tune up) - when it needs a regeneration the engine management detects it and will adjust the burn temperature up to clear the DPF. I'll see if I can find some more info on this bit.
Thing is, my servicebook says WSS M2C913B. So no I dont know what to do.
 
I assumed he put DPF cleaner in the tank. I didn't think an 07 D3 had a DPF anyway, but I guess it does.

think it was late 2007-08 they fitted DPFs, however the early D4 didn’t have Dpfs , confusing or what, lol
 
according to a note from LR in 2011 its WSS M2C934 B. So will order that.

Will try motip into the dpf tomorrow and report back.
 
20-22 kpa and then limp mode

Im not sure if thats high enough to trigger the fault it works out to roughly 3.0psi? have you googled it?

Was doing a truck regen last night and noticed the post pressure sensor was reading 0,05 psi, but like a pratt did not notice what the pre sensor was reading!
 
Im not sure if thats high enough to trigger the fault it works out to roughly 3.0psi? have you googled it?

Was doing a truck regen last night and noticed the post pressure sensor was reading 0,05 psi, but like a pratt did not notice what the pre sensor was reading!

hiya

daft question please , would the error come up on the differential it’s self instead of a high figure if that makes sense

are those readings vacuum instead of positive pressure plse

haven’t as of yet been able to find what the normal readings are

also assume the op has set up the new dpf sensor that was fitted

thks
 
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