EGR flow issues- where do i go from here?

[airline tech]

What does the PID Read with the connector - Disconnected? (Important Factor)
It looks like a wiring issue not a clog or sensor issue.
Plus, where are the other 2 sensors sourced from? are these true Ford Part Numbers or are they generic? - This is an important factor for the Ranger - The only one that even reads close to normal is the Ford PN.

Do you have a multimeter to measure actual voltage on the connector?

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[airline tech]

Ok, time to reset and reevaluate the readings:

What I find odd is this:

and then look at your readings:

I took off the hoses at the DPFE an ran live data with Key on engine off and it read -3.65 PSI, basicsally the same. I hooked up the OEM FoMoCo DPFE sensor. It read -0.38 to -0.43 PSI
I hooked up a third DPFE sensor and it read -3.63 PSI. All of these readings are with no hoses on. I checked each one twice. This is PID:
"Differential Pressure Feedback EGR(Exhaust Gas Recirculation)
Sensor - Raw" I will reverse the hoses and try that tomorrow

So, the Ford DPFE appears to be producing a (PSI) reading and the other 2 are producing a (KPA) Reading.
The important PID that you are not seeing is the (Voltage) PID, this is what the PCM is actually looking at to determine what the (DPFE) PSI or KPA is and converts it.

We know that 1.5 Volts = 0 or close to 0 (-0.07) or (-0.09) PSI reading from the Scan Tool PID.
So, in Reality per True Math and the chart above -3.675 (KPA) = -0.533 (PSI)

So, it makes it confusing when looking at the PIDS - especially when you have a missing PID (Voltage)
The scan tool will display the (PSI) reading in a simplified form in a scaled value of the True Math.
So, for (VIEWABLE) information only the pressure reading will show (In PSI or KPA) is appears the PSI is more simplifed as even with my Snap-On I show 0.0 PSI and my others Autel & TopDon will display -0.09 PSI at 1.5 volts.

So that brings us to - being confused on the different readings (I will accept) that yes, I did not catch this until now (Confused)

So, the bottom line is and what made me look closer at this - is the 3 readings you are getting from the sensors - something did not look right.

So, let's start with the Ford Sensor - Reading -0.38 to -0.43 PSI
Note that this is closer to (True Math) conversion of -0.53 PSI from a 1.5 Volt Scale
slightly under (noted)
I see on my scan tool a - altered reading of -0.09 PSI for the same 1.5 volts
The Scan Tool (Difference) shows here and how it is displayed, so the question is.
If you were to plug in a (NEW) Ford sensor, would it move up closer to (True Math) -0.53 PSI - Sensor Skewed, or are we seeing a slightly altered (Display) of the actual -0.53 PSI

Now for the sensor readings - I think the tool is giving you a PSI reading for the Ford Sensor and its giving you a KPA Reading for the other 2 - Why? IDK

If we back up to your post #7 - you stated a 3.67 PSI reading - I think this is actually 3.67 KPA and is normal. I think the scan tool is displaying the pressure as KPA but might have it labeled as Pressure or PSI (Confusing)

So, if we focus on the other 2 DPFEs and only look at the values you posted.
3.67 KPA - Normal (True Math) Reading of 1.5 Volts

-3.7 - -3.4 - While Driving
-3.63 & -3.65 - KOEO Readings

-3.7 - -3.4 - While Driving
The While driving pressure might be what I see on my tool (slight pressure) change with EGR Closed (Exhaust Pulses) and (Intake Manifold) Pressure changes (-0.2 to +0.1) PSI, but it does appear to be just (SLIGHTLY) under the -3.67 of a 1.5 Volt baseline.


-3.63 & -3.65 - KOEO Readings
Since we know that -3.67 equals 1.5 Volts, we can see that at least by True Math these numbers are just (SLIGHTLY) under.
Is this the scan tool (produced) display PID or is this REAL Pressure? is the defining question.

If this is REAL - then all the sensors are shewed lower than what is the expedited pressure should be at 1.5 Volts.
Remember - The PCM is not looking at the Pressure, it is looking at the Voltage (Only) to determine what the pressure is - and the displayed pressure (PID) is just a display parameter,

I would have to double check - but I believe even my scan tools (if I were to change) the display to KPA it would show (0) as it is only deriving the pressure from the voltage reading and the tool itself is changing the way the PID is actually displayed. (Confusing the User) until you realize that the tool itself is converting the pressure to show (1.5 Volts) for the DPFE sensor equals (0) or very close to it and it displays it as such be it PSI or KPA.
This is where I got tripped up and stated - KOEO should show (0), not thinking about some scan tools may display a different (PID Reading).

So, all 3 sensors appear to be withing normal range but just slightly under spec, but it really depends on the accuracy of your tools display.

We can do some wiring checks on the VREF circuit, more focus on the Signal Return side as this would pull the (Neg) pressure reading lower than normal.

But first: Disconnect the DPFE connector and note what the PID (Pressure) Reading defaults to.

 

[airline tech]

I actually suspect - something else in the system is askew

Does your tool have - Bi-Direction Control, and can you (set the Desired EGR Valve Percent) to open?

Main goal of this check - Verify the EGR can be commanded (OPEN) Important, as you are forcing the control vs pcm control

If No - Bring up the:
-Desired and EGR Open (Percent) PIDs
-Eng RPM
-MAP Pressure
-DPFE Pressure
-Caliculated Load or - Absolute Load (Depending on Tool)

Engine Running - (In Drive) - (Park Brake Set) - Foot Heavy On Brake & Open Area (Safety)
-Press accelerator pedal to about 2,000 RPMs
---You should see the EGR Opening (Desired) and (Actual)
---You should see a (+) flow on the DPFE Sensor
---You should see the Map Sensor Pressure (Change)



I have a hunch that either (1) of the temp sensors is reading askew or the MAPT- Sensor is askew
- On a (COLD) engine t
---Record ALL Temperature PIDs (KOEO)
IAT
IAT2
CAC (If the IAT is labeled as such)
ECT
CHT
EGRT
AMB (Ambient)
Do they all match closely?

Then (KOEO) compare MAP & Barro Pressures - Are they the same?

Then Engine Running (Idle) engine at operating temp
Record and Post what the MAP or MAPT - Pressure is reading, snap the throttle and note does the pressure (lag) in response or is it quick
and
add in - The Exhaust Pressure Sensor - Pressure Reading
Note and Record: What the MAP & Exhaust Pressure readings are @ Idle and 2,000 RPMs, no load just (Throttle)
and note:
what every temp sensor (above) is reading now (back at idle)


Reasoning: There are a number of sensors that the PCM Uses - To Calculate & Determine when to Open (Desired EGR)
My T-Shoot decision tree is telling me that the (DPFE) has been replaced (x3) the readings you are providing (Now that-the confusion factor) KPA to PSI and (Scan-Tool - Display differences) are out of the way, we need to look at other things that can (prevent or block) the PCM from ever commanding the EGR Valve to open and also cover the various codes you are getting from this flow issue.

I think (Not Validated) Yet - that the issue is not the DPFE, its another sensor or intake manifold leak - causing the PCM to disable adding in the EGR Flow (Commanding Desired EGR)

To better understand the Role of the DPFE (Its main function - is to measure EGR Flow) when it is flowing (+ Pressure) the amount of (+) Pressure (Expressed as Voltage -Rise) is feedback to the PCM that the desired egr open percent and the actual open percent - equals what the DPFE sensor is reading as (Flow)
The main issue with the DPFE is it (Under-Reports that Flow) and the PCM Responds with Opening the EGR Valve farther (Greater Desired) to satisfy the DPFE Sensor (Voltage + Flow)

A secondary back-up for EGR Flow - is the MAP Pressure will increase when the EGR is flowing, so a slight rise over (no flow) pressure - engine under load and high rpms.

So, it's important to know - what the Map pressure is actually reading - Live Data Checks (above)
as this input affects the engine load input.
So, if the MAP Pressure is (skewed) then the PCM may never allow the EGR to be commanded open and it ties in (One of the Main Inputs) to EGR - Open Command and also Transmission Shift Points

The PCM is looking at various sensor inputs to determine EGR (Command)
The main ones are:
MAP
ECT
IAT
Exhaust Pressure
Throttle Position

I am taking this path- due to the codes you are reporting:
P139A - P139C (Rider Codes from the P0402 Code)
P0402 (Key) Code - Insufficient Flow

When the (Automated) Test runs (each ignition) cycle - the system commands the EGR Valve open (Looks for a response) from the Map Pressure (Increase) and also a response from the DPFE sensor (+) Voltage Increase.
if it fails the (test) it generates the codes.
The P0402 code is generated from the (MAP) Sensor response

So, thinking (Outside the box) and knowing that (MAP) Pressure is a key factor to the PCM (Input) to even command the EGR Valve open.
The Pressure (Skew) the PCM is seeing - stops the EGR Open Command from ever happening.
Follow Me - So far
Bring in a (Self-Test) Automated - that wants to open the EGR Valve for its test and is being blocked by the (MAP) sensor reading.
So, the (MAP) sensor for this (Test) reports - I should have seen Exhaust Flow and did not see an increase in (MAP) Pressure
This in turn generates the P0402 and associated codes - leading you down the wrong rabbit hole and looking at the DPFE sensor - due to the P139A and P139C - Specific to the Hoses or Pressure on the DPFE Sensor.

I have a strong hunch I am correct in my assumption that the DPFE Sensor is good, and your first initial post of stating (No EGR Flow-Noted while driving) is the Key Factor, now it's to determine why.
Note: A Vacuum Leak at the Intake Manifold or the EGR Tube assembly - can also (Shew) the MAP Pressure Reading.

Normal MAP Readings:
KOEO: 100 KPA - 14.5 PSI - Should Match the Borro (PID) Reading
Idle: 30-35 KPA / 4.4 - 5.1 PSI (Average)

Test everything above and report / post your findings

 

[afbryant]

Our desktop failed a couple days ago so I will try this on these tiny cellphone keys.
The reading on the DPFE connector Key on engine off is 12.65-12.67. That day when I was measuring the readings on the 3 different DPFE sensors, I decided to hook up the original OEM sensor and run it. The readings are completely different then the 2 aftermarket ones. They were off Amazon $20 a piece. They were made in Malaysia as the original without the FoMoCo printed on it.
The aftermarket sensors always read 0.00 on the desired and corrected linear position % after 45 minute drives.With the oem, they read 0 to 78% in a 14 minute drive. These two PIDS are graphing nearly identical readings. The DPFE sensor-raw PID read -1.03 to 4.38 in the same drive. It always read -3.6 approximately with the aftermarket sensors.
I am going to do the tests and get back with you but in the meantime, I am going to order a new OEM DPFE. Like you said, I see now that these aftermarket sensors are not trustworthy
I have driven the truck a lot the last couple of days since I put
the original OEM sensor back on. I have driven 7 drive cycles and hadn't gotten any codes yet although these numbers are out of range ?compared to your post. Good work on that by the way. Guess a trip to my local dealership is on my agenda next week unless you guys know anywhere reasonable online to be sure I am getting the right one. I will post back after a few days. I want to test these PIDS you suggested on this one and a future new one(Fomoco).
Thanks guys

 

[RangerBill]

Our desktop failed a couple days ago so I will try this on these tiny cellphone keys.
The reading on the DPFE connector Key on engine off is 12.65-12.67. That day when I was measuring the readings on the 3 different DPFE sensors, I decided to hook up the original OEM sensor and run it. The readings are completely different then the 2 aftermarket ones. They were off Amazon $20 a piece. They were made in Malaysia as the original without the FoMoCo printed on it.
The aftermarket sensors always read 0.00 on the desired and corrected linear position % after 45 minute drives.With the oem, they read 0 to 78% in a 14 minute drive. These two PIDS are graphing nearly identical readings. The DPFE sensor-raw PID read -1.03 to 4.38 in the same drive. It always read -3.6 approximately with the aftermarket sensors.
I am going to do the tests and get back with you but in the meantime, I am going to order a new OEM DPFE. Like you said, I see now that these aftermarket sensors are not trustworthy
I have driven the truck a lot the last couple of days since I put
the original OEM sensor back on. I have driven 7 drive cycles and hadn't gotten any codes yet although these numbers are out of range ?compared to your post. Good work on that by the way. Guess a trip to my local dealership is on my agenda next week unless you guys know anywhere reasonable online to be sure I am getting the right one. I will post back after a few days. I want to test these PIDS you suggested on this one and a future new one(Fomoco).
Thanks guys

RockAuto has the DPFE sensor for about $21.00. It is made by Standard Motor Products (the original manufacturer for Ford for this sensor). See this link, it is the VP41.

https://www.rockauto.com/en/catalog...sion,egr+pressure+feedback+(dpfe)+sensor,5088

 

[afbryant]

Our desktop failed a couple days ago so I will try this on these tiny cellphone keys.
The reading on the DPFE connector Key on engine off is 12.65-12.67. That day when I was measuring the readings on the 3 different DPFE sensors, I decided to hook up the original OEM sensor and run it. The readings are completely different then the 2 aftermarket ones. They were off Amazon $20 a piece. They were made in Malaysia as the original without the FoMoCo printed on it.
The aftermarket sensors always read 0.00 on the desired and corrected linear position % after 45 minute drives.With the oem, they read 0 to 78% in a 14 minute drive. These two PIDS are graphing nearly identical readings. The DPFE sensor-raw PID read -1.03 to 4.38 in the same drive. It always read -3.6 approximately with the aftermarket sensors.
I am going to do the tests and get back with you but in the meantime, I am going to order a new OEM DPFE. Like you said, I see now that these aftermarket sensors are not trustworthy
I have driven the truck a lot the last couple of days since I put
the original OEM sensor back on. I have driven 7 drive cycles and hadn't gotten any codes yet although these numbers are out of range ?compared to your post. Good work on that by the way. Guess a trip to my local dealership is on my agenda next week unless you guys know anywhere reasonable online to be sure I am getting the right one. I will post back after a few days. I want to test these PIDS you suggested on this one and a future new one(Fomoco).
Thanks guys

This tool is a

Our desktop failed a couple days ago so I will try this on these tiny cellphone keys.
The reading on the DPFE connector Key on engine off is 12.65-12.67. That day when I was measuring the readings on the 3 different DPFE sensors, I decided to hook up the original OEM sensor and run it. The readings are completely different then the 2 aftermarket ones. They were off Amazon $20 a piece. They were made in Malaysia as the original without the FoMoCo printed on it.
The aftermarket sensors always read 0.00 on the desired and corrected linear position % after 45 minute drives.With the oem, they read 0 to 78% in a 14 minute drive. These two PIDS are graphing nearly identical readings. The DPFE sensor-raw PID read -1.03 to 4.38 in the same drive. It always read -3.6 approximately with the aftermarket sensors.
I am going to do the tests and get back with you but in the meantime, I am going to order a new OEM DPFE. Like you said, I see now that these aftermarket sensors are not trustworthy
I have driven the truck a lot the last couple of days since I put
the original OEM sensor back on. I have driven 7 drive cycles and hadn't gotten any codes yet although these numbers are out of range ?compared to your post. Good work on that by the way. Guess a trip to my local dealership is on my agenda next week unless you guys know anywhere reasonable online to be sure I am getting the right one. I will post back after a few days. I want to test these PIDS you suggested on this one and a future new one(Fomoco).
Thanks guys

RockAuto has the DPFE sensor for about $21.00. It is made by Standard Motor Products (the original manufacturer for Ford for this sensor). See this link, it is the VP41.

https://www.rockauto.com/en/catalog...sion,egr+pressure+feedback+(dpfe)+sensor,5088

I tested the egr sensors today :
The desired and actual % went from 0% at idle to 14% @ 2000 rpm.
The Dfpe is -0.25 to-0.30 psi flows up to-0.09 to 0.56 psi at 2000 rpm
The MAP Pressure sensor went from 5.4 to 12 psi. The truck seems to have passed this little test,right?

More later . This scanner is advertised to be bidirectional but it is pretty limited. It is a Viagtool VD70 LITE and it has 485 live data values but seems to be missing some important PIDS. Some wording is different but it will take me a minute to back with you on more results.

 

[airline tech]

OK - I also did a REF: Test Today
Mainly for Voltage Checks on the DPFE and what the Scan Tool PIDs Defaulted to with the DPFE & MAPT Connectors Disconnected as I wanted a (TRUE) Test vs Manual (Guideline)

This is only a @ Idle Reference for a (PSI) to (KPA) Compare - Scan Tool
Switched (Display Units)

Below is the PID Readings for (BOTH) PSI & KPA (Normal @ Idle) Real Live Data

DPFE Pressure: -0.06 to -0.07 PSI & -0.39 to -0.51 KPA (Fluctuating)
DPFE Voltage: 1.48 Volts

MAPT Pressure (High) Resolution: 5.05 PSI & 35 KPA
MAPT Pressure: 4.93 PSI & 35 KPA
MAPT Voltage: 0.53 Volts

Same Readings: @ KOEO plus a Barro PID (Ck-Match) for MAP Pressure

DPFE Pressure: -0.06 PSI & -0.39 KPA
DPFE Voltage: 1.48 Volts

Barro: 14.21 PSI & 98 KPA
MAPT Pressure (High) Resolution: 14.32 PSI & 98.75 KPA
MAPT Pressure: 14.21 PSI & 98 KPA
MAPT Voltage: 1.51 Volts


I wanted to see what the PIDs would (DEFAULT) read with the DPFE & MAPT (Disconnected)- KOEO
Reason: Circuit Test (Results) to see if wiring or another sensor is affecting the (PID Display)

DPFE Pressure: 12.67 PSI & 87.35 KPA
DPFE Voltage: 5.0 Volts

MAPT Pressure (High) Resolution: 47.23 PSI & 325.75 KPA
MAPT Pressure: 36.98 PSI & 98 KPA
MAPT Voltage: 5.0 Volts

I also wanted to (Physically) Test the DPFE Circuit with a (Fluke Meter) -Connector Disconnected:

Verifies VREF Voltage is Good & Signal Return is Good
Pin 3 VREF to Pin 2 - Signal Return = 5.0 Volts
Pin 3 VREF to Body Ground = 5.0 Volts

Voltage Drop (Test) for the Signal Return - under 0.020 is Good
Red Lead: Pin 2 Signal Return--- Black Lead: (Neg) Battery Post= 0.014 Volts
A secondary verification the Signal Return is good to the battery.

Test (Signal) Wire for (Voltage)
Pin 2 Signal Return to Pin 1 Signal -= 0 Volts
You are testing if the signal wire is (Touching) Voltage - shewing the PID Display Reading when the connector is connected.

Note: To see the actual reading that the Scan Tool is Displaying - Comes from the signal wire and it sends it to the PCM.
So, without a scan tool - to view this voltage (1.5 Volts) you reconnect the connector and back-probe. Red Lead - Signal (Pin 1) and Black Lead - Signal Return (Pin 2)

 

[airline tech]

This tool is a


I tested the egr sensors today :
The desired and actual % went from 0% at idle to 14% @ 2000 rpm.
The Dfpe is -0.25 to-0.30 psi flows up to-0.09 to 0.56 psi at 2000 rpm
The MAP Pressure sensor went from 5.4 to 12 psi. The truck seems to have passed this little test,right?

More later . This scanner is advertised to be bidirectional but it is pretty limited. It is a Viagtool VD70 LITE and it has 485 live data values but seems to be missing some important PIDS. Some wording is different but it will take me a minute to back with you on more results.

OK, I did some digging and found this: ,
Again, it's the way your Scan Tool is displaying the data, that makes it confusing and it is using TRUE RAW Data vs many other High-End scan tools that simplify the pressure reading to see it jump from (-Press - No Flow) to (+Press - Flow) - This is done within the tool and takes away the exact readings you are getting from your tool --Is it a GOOD READING?

All ford documents that I found - only have the basic chart I posted earlier and took some time to get this chart - exactly how I wanted to see it (A tighter window - range)

So, with this chart = you can actually use your readings (Live) and compare to the chart for a better visual reference.

Your (In Drive) Load Test

The desired and actual % went from 0% at idle to 14% @ 2000 rpm.
The Dfpe is -0.25 to-0.30 psi flows up to-0.09 to 0.56 psi at 2000 rpm

By this chart - The Ford DPFE is just slightly (under reporting) and this is the point of where the (Meter) Checks will help diagnose (Sensor) or (VREF Circuit)
If VREF - Proves Good and precise measurements are solid, then that leaves only 2 (possibles)
the Scan Tool is not displaying (True-Raw) or (Sensor is Drifted) and the only way to know is to replace with a new sensor (Ford) and see if the display pressure changes using that scan tool, another Higher End scan tool may display it better, but at least you now have a better chart that matches what you have.

This is where the VREF Checks are important - and if not in exact specs of my findings above:
If the VREF is lower than 5.0 Volts or there is a Higher Resistance (Voltage Drop) test on the Signal Return - It would provide exactly what you have in the PID Reading. It is just slightly under but may be just enough for your Buck / Surge issue.


Notice: Your tool still displayed (-) pressure when the EGR Valve was commanded open (Very Confusing) unless you use the chart below.
All of my scan tools show the pressure go (Positive) the second the EGR Valve Opens - Eliminates Confusion

 

[airline tech]

So, I have been playing with (Numbers) and just some added - information, playing with voltage and resistance tables.
Ref: -0.38 to -0.43 (KOEO) and -025 to -0.30 PSI (Idle)
Noted: You are reporting a (Bounce) even @ KOEO

So is this (Scan Tool - PID Refresh) or (Actual Circuit -Noise) - My scan tools at KOEO the PID is not bouncing, at idle it is but not KOEO.

Anyway: I am only using a Voltage Table as a Guide as suspected approximate readings you will see, when testing the VREF & Signal Return - using your current posted readings.


Normal VREF 5.0 Volts -- Suspected (Yours): 4.5 to 4.8 Volts, this would also drive all sensors on the VREF Circuit -lower than 5.0 Volts.
If your VREF is in the 4.80 to 4.85 Volt Range - you would see the lower-than-normal DPFE PID.

Normal Voltage Drop Test - Signal Return (From Above)
Mine = 14mV - I suspect yours might be in the 25 to 30 mV Range.
Note: My 14mV is a stable reading - note if your test fluctuates the reading - this would be your noted PID bounce at KOEO and also if you are in this range - your lower than normal (skewed) PID reading.
I actually suspect that if it is not the sensor - it's on the signal return circuit and a slightly elevated ground.

These 2 tests alone will prove (sensor) or (Wiring) and I have played with the numbers to bring a possible - test result numbers to match what you are actually reading.

I have a - Step By Step - Process I am building - To test the DPFE Circuits and assist in isolating a fault in the circuit - since you appear at this moment to have a true circuit issue, skewing the sensor.
Await Test Results and then we can take a deeper dive if needed.

 

[afbryant]

Hanging out with grandkids this weekend. Get back with you guys later. This scanner shows some values in metric and some SAE. I have it set to standard but it has defaulted back to completely metric once or twice. That is a lot of research you have done ...cheers

 

[afbryant]

I tried the scanner bi-directional function for the EGR but it was not functional for this truck.I checked the DPFE voltage at the connector KOEO (pins 2 and 3) and it reads 5.03-5.04. and also the same readings to ground (pin 3 to G). The voltage drop is 0.017
I re-checked the DPFE readings again and it is -0.29 at idle and -0.06 to 0.48 psi at 2000 rpm with EGR opened at app. 13%. It rarely fluctuates negative, but it does. MAP pressure at idle 5.4 and 12psi at 2000 RPM.
Barometric Pressure 1 and MAP sensor readings are exactly the same psi.(14.67 psi KOEO). I have been driving the truck a lot since I have put the original OEM DPFE sensor back in. Still have'nt gotten any codes and no more surging. I bought 2 DPFE sensors at Rock Auto and they should be here later in the week although I likely have another issue .
I was going to also test the temp sensors (post 18)but battery has just died. I will get to them maybe tomorrow. Thanks guys, chaio

 

[afbryant]

I have a hunch that either (1) of the temp sensors is reading askew or the MAPT- Sensor is askew
- On a (COLD) engine t
---Record ALL Temperature PIDs (KOEO)
IAT
IAT2
CAC (If the IAT is labeled as such)
ECT
CHT
EGRT
AMB (Ambient)
Do they all match closely?

This scanner does not have all of these temp PIDS but what i have is:
Temperature Of Ambient Air 57 F COLD 59 F IDLE
Temperature 2 Of Intake Air 57.2 F COLD 68 F IDLE
Temperature Of Intake Air 58.8 F COLD 62.6 F IDLE

With KOEF, the barometric Pressure 1 and Manifold Absolute Pressure Sensor are reading the same (14.5 PSI)

The MAP sensor is reading around 5PSI and throttle response is quick and co-inciding with readings.

MAP sensor at IDLE is 4.5 PSI and 3.6 PSI @2000 RPM
Exhaust Pressure sensor is 15 PSI and 15 PSI 2 2000 RPM
Still no codes and no jerking . Strange that All I done was put the original DPFE sensor back in. This sensor would not let this truck run 2 drive cycles after clearing codes before I took it off. It did have a couple drops of water? when I took it out. Maybe it dried out or something, anyway , I got A couple more on the way. Thanks for all the great information fellas. I have learned a lot Airline, Bill. Chaio

 

[airline tech]

I am working on TRYING to find a - Tolerance range for the DPFE, proving difficult to find for our Rangers.

It (APPEARS) to be - (+/- 0.30 PSI)
So what this means is that your 0.29 reading at KOEO and Idle - will still provide a reading of (+) flow when the EGR Valve Opens - and outside of that range - will provide the known issues (Buck-Surge)

So even though your sensor is (reading -0.29) as far as the PCM is concerned that is the (LEARNED) 0-Flow PSI - when it pulls out of range - it can no longer provide a (In-Tolerance) flow calculation.

So Normal (New) = -0.06 PSI and 0-Flow, yours is now drifted to -0.29 as its new set (0-Flow) setting. Still works but you are on the very edge of the buck surge (Tolerance) and the moisture you had in it would have been enough to push it over the edge.

I think (not confirmed) yet - that I am on the correct path on actually seeing the true (symptom) range and that is going to be anything above (-0.30) at KOEO and Idle is going to be the Buck Surge issue range.
Your VREF and Voltage Drops are - PERFECT, but the sensor is skewed to the edge (Max), if I am correct and the Tolerance Range is correct.
Very Curious to see - if new sensor brings the reading back to a normal -0.06 PSI to -0.09 PSI range at KOEO

 

[afbryant]

I got the Rock Auto DPFE sensors last week and I put on on and have driven it around 400 miles since. I tested it while connected without the hoses and it read -0.004 without much fluctuation.(KOEO)

I have been running live data most every drive and the demanded and actual EGR readings remain a 0. Neither PIDs never leave 0.
"Desired Position of Exhaust Gas Recirculation (EGR) Valve" and
"Position Sensor A Of Exhaust Gas Recirculation (EGR) Valve -Corrected Linear Lift Position" These Standard DPFE sensors from RA look basically the same as the OEM Ford sensor with FoMoCo rubbed off. The DPFE sensor reading is fluctuating -0.36 to 0.39 with the higher number at brief WOT higher RPMs.

This is getting confusing. This truck is actually running as smooth as ever since I put this RA sensor on. I have checked for codes several times after driving this week but it has NO codes. I don't know whether to trust this scanner or this new sensor, but the scanner was reading the EGR demanded and actual readings fluctuating on the OEM DPFE sensor. I tried again to get the scanner to open it manually, but it is not compatible with this demand.
To be sure , the truck would throw codes if the EGR valve was not actually opening, right? I am going to put in the other RA DPFE sensor on if it ever warms up around here.
Cheers guys

 

[afbryant]

I had a subscription to Forscan that ran out, although it will let me run some limited diagnostics. I scanned it for codes and it had none in the PCM module. Only a code for a TPMS tire in BCM
I ran the KOER self-test and it picked up code P1116:00 Engine Coolant Temperature Sensor out of range .This is the first time I have seen this code and maybe the other scanner did'nt pick it up?. Could this possibly be related? I am goint to clear it and see if it comes back

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