Ford Focus II1.6 TDCI DPF Clogged Cleaning by FORScan

At first, we need thanks to the Sinclair form forscan.org forum, this write the original post. And I will put the original post Cleaning clogged DPF on Ford Focus II 1.6 TDCI link at the end of the article.

Here is his experience of Ford Focus DPF Clogged Cleaning:

It is known that the diesel engine is highly economical, and in the presence of the diesel particulate filter is also ecological. Unfortunately, like any filter, diesel particulate filter (DPF) can clog up. On the vehicle Ford Focus, as well as on other models, was implemented a scheme of automatic periodic burning of the accumulated soot in the filter. The engine control module monitors the changes in the differential pressure of the exhaust gases in the filter indirectly assessing the degree of filter clogging, and when it reaches a certain threshold, a regeneration cycle starts. During the regeneration cycle, the exhaust temperature increases up to above 500°C, at which the accumulated soot is burned, leaving a much smaller amount of non-combustible ash. Sooner or later, the filter will be filled with ash. Ford recommends replacing the diesel particulate filter with a new one at 120,000 km. When the owner finds out the price of a new filter, their mood deteriorates significantly.

In fact, the speed of particulate filter ash clogging depends on many factors such as the quality of the fuel and oil, the good condition of fuel system components, as well as the nature of vehicle operation. Long high-speed trips extend filter life, but short slow ones significantly reduce it. Sometime the engine control module determines that the filter is clogged with ash. In this case, the fault indicator illuminates, and the PCM stores the fault code P242F – Clogging the diesel particle filter – the accumulation of ash. The car will be in the mode of LOS.

In fact, the filter may still be partially filled with soot, which is not burned out by repeated unsuccessful attempts of regeneration. Optimal for the regeneration is a continuous movement of the car at speeds of over 100 km/h. If the car is regularly used for short trips at low speed, the exhaust gas temperature does not reach the optimum value, and regeneration will not be completed. Then you can try to do static regeneration. This feature is available in FORScan. However, in some cases, the engine control module refuses to start a static regeneration (probably considering that the filter is clogged with ash and it did not help).

Initial Encounter with Error Codes

I happened to meet the fault code P242F paired with P2458 (duration of regeneration of the diesel particulate filter) three years ago at 76,000 km mileage. Unfortunately, at that period, there was not such a remarkable program as FORScan, and I did not fulfill more detailed diagnosis. I had to go to Ford’s company service. They offered to try a static regeneration. I left my car, and when I came to pick it up, I received a bill for the replacement of the EGR valve + static regeneration. However, they additionally updated the firmware of the control module. Unfortunately, I do not know if the EGR valve was indeed faulty. It is known that this is a common cause, but no fault codes associated with the EGR were found in memory, and the car was mainly used for short trips.

Recent Case at 97,000 km

Unfortunately, a few months ago, the problem was repeated with the same error code at 97,000 km. This time I got the possibility to use the program FORScan and analyze data from several sensors. According to oscillograms, the EGR valve looked to be OK, and the differential pressure in the DPF exceeded 16 kPa at speed 90 km/h. It is clear that the absolute values of pressure at different cars may vary, but the engine control module compares first ones with the gauge recorded at the beginning of operation.

Attempts to Resolve the Issue

I attempted to carry out a static regeneration using FORScan. Unfortunately, the engine control module refused to start the regeneration cycle, probably assuming that the filter was completely clogged with ash and regeneration was not possible. Then I tried to reset the fault code and carry out passive regeneration on the highway. It should be noted that the fault code P242F cannot be easily erased. The solution was found in a German forum. The advice was the following:

• Pull the plug of the air flow sensor, and then start the engine again, stop the engine, read the fault codes from memory.
• Now you find 2 additional errors from the MAF sensor. Reconnect the plug of the MAF sensor and clear the fault memory.
• Now it is possible to erase the P242F together with the 2 MAF errors, and the display will no longer indicate the engine management system failure.

Indeed, the trick with disconnecting of the MAF plug (mass air flow sensor) allowed me to erase the fault code P242F, turn off the fault indication on the dashboard, and exit the LOS mode. However, an attempt to carry out the passive regeneration on the highway also failed. Once the vehicle speed exceeded 100 km/h, and the differential pressure in the DPF exceeded 15 kPa, PCM showed again the fault code P242F, and the car activated the LOS mode.

Manual Cleaning Approach

Then it was decided to try to demount the filter and wash it with water. In various forums, you can find information about the successful experience of such operations. I should note that the demounting of the filter requires strong nerves, durable tools, and one assistant. The most difficult in my case was to unscrew “welded” nuts holding the DPF on the exhaust bellows. Nuts are looking up, and there is very little space. I had to remove the grille under the “wipers” and operate from the top, using two extensions and a universal joint for the socket wrench plus a long tube to create leverage.

Demounted filter was carefully washed with water from a garden hose. In flowing water, two factions were observed – black and red (probably soot and ash). It was also noted that at the end of the washing operation, the water began to pass through the filter much easier. However, it is almost impossible to remove all excess water from the filter. Therefore, after you install the filter in the car, water must be evaporated.

In my case, at first, the differential pressure jumped up to 10 kPa at idle. However, as expected, the reason for this was the remaining water in the filter. After a short slow trip (see. Graph) the water completely evaporated from the filter, and the pressure fell sharply.

I hope this experience can help others dealing with similar issues. Proper maintenance and timely regeneration can significantly extend the life of your diesel particulate filter.

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