2015 Peugeot expert 2.0hdi P2566 Noisy on acceleration and low power.

[ImNoExpert]

Ah ok Marc. I've always thought I might need a Van specific Forum.

I was kind of hoping it was a typical fault easily diagnosed. alas, 10 months later I'm still at a loss.

thanks for your efforts so far. Peace.

[GiveMeABreak]

No worries - without a specialist / dealer looking at it, it's going to be heard to nail the issue as so many things can be inter-related and errors triggered by other components / issues.

Personally, if it was my van, I'd have taken it in the dealers, let them run a diagnostic and see what they say - as they may well have the experience of the specific faults and causes.

[ImNoExpert]

I figured having Diagbox 9.68 would allow me to do this myself? I'm just not sure what to do with the Live Data.

Can you point me in a direction on how to actually use it?

Then I'll leave you alone.

[GiveMeABreak]

So normally I would of possibly been able to provide some info on the turbo, but as I physically don't have the required info on this specific engine I can't give you the data. As for Diagbox - the kit is of course a clone and not for public release - PSA tech have to pay to go on courses to learn how to use it as well as all the other courses, so there are no 'public' instructions as such.

Just a note though looking back on your FAP image - you are right at the max DPF pressure limit and the soot limit is near full! That means it needs an urgent regeneration. If not you may not be able to regenerate the filter if it becomes too full. With the filter in this condition the back pressure is going to start giving you issues which could well involve cutting the turbo to reduce pressure and engine damage.

So I'd get the filter regenerated as soon as possible. If you are going to use Diagbox to force a regeneration - bear in mind that some fault codes will mean the engine management disabling forced regeneration to prevent damage. If attempting it, make sure you have the vehicle on concrete and away from anything flammable under or near the vehicle as the temperatures will be very high.

[ImNoExpert]

Ah thanks Marc, looks like I'll need to wing it then to figure out the readings.

as for the DPF, it's blocked with Ash 94% which has increased steadily over 10 months from 89%. Note, this is Ash deposit AFTEr a Regen, not Soot from daily use.

It's Regen'ing freely around every 140 miles or so and can be seen in Realtime on the FAP app. This also answered a previous query I had re; the Intermittent No response from throttle-it happens when it's in a Regen cycle.


Using Diagbox the figures for the DPF are the same suggesting 94% blocked with Ash or Cinder, but after each Regen the Idle pressure is around 3mbar and cruises at around 40-60mbar. Under Full Load or WOT it peaks around 200mbar. these figures are what I have been able to deem as, Normal?

There is evidence of new adblue pump and Forced Regen in the extensive history. The readings on the app suggest it has only covered 62000km since it was last 'Services' so no idea why the Ash content is rising steadily and now at 94%. as a side note to this I have driven the van with the DPF disconnected with no improvement in acceleration.

[GiveMeABreak]

Correct, soot will be burned off into ash, but the ash and Cerine from the additive and other engine debris can't be burned off.

Looking at the reading your DPF is estimated as having just over 11k miles remaining of life, so so is due for replacement or deep clean.

[GiveMeABreak]

This is from the 2.0 HDI DW10CTED 163 engine concerning DPF pressure:

"D" Differential pressure (mbar).
"E" Volume flow rate of exhaust gases (l/h).
"g" Filter punctured.
"h" Intermediate zone.
"j" Filter overloaded.
"k" Blocked filter.

The objective of the engine management ECU is a continuous "h" status (whatever the vehicle mileage).

The engine management ECU requests activation of the regeneration assistance function in the following case: Load level of the filter in zone "j" or "k".

Zone 'J': This is a warning state and only one away from 'K' where the filter is blocked.

Zones "g" and "k" are zones were the differential pressure is abnormal.

[ImNoExpert]

Thanks again Marc.

So can we assume my readings are actually OK then, as i appear to be in the H range?

If so, then how does it translate that the DPF is toward End of Life and 94% blocked?

I read somewhere to consider the DPF knackered, or Totally Blocked with 70% or more?



Where do I find this info? lol

[GiveMeABreak]

I don't like this app as the terminology is different.

The filter life amongst other things is determined by the amount of Cerine deposits that have passed into the particle filter as determined by the engine ECU.
Now according to that FAP lite App, it is stating 8 grammes of additive have been passed through the filter. That is certainly not correct as that would equate to roughly 6,250 miles of travel.

On DW10BTED engines with separate additive ECU, the grammes for 75k miles range between 99 to 127 grammes. Granted that is with the older additive fluid (Eolys 176), but even so that does not seem high enough for your vehicle's mileage.

So according to this it would suggest that the engine ECU has been told the particle filter has been replaced, effectively restarting the count.....

So the vehicle is going to chug along (or not) until at some point the DPF differential pressure sensor detects a more increasingly higher pressure as the filter fills with more Cerine and other deposits leading to clogging. It's only at this point that warnings about risk of clogging will start to come on.

Just an observation, but that reading does not look right - or it more to the point is would be correct if the particle filter had only done about 6,250 miles.

[ImNoExpert]

I see. More detective reasoning needed then.

Can i used Diagbox to find a solution do you think?

By the way, I've had it to a Diagnostic garage in my area, who said the Back Pressure was perfectly normal and he could find No issue, but did remark on the hesitation.


Like I've mentioned, in the history (van was owned by euro Car Parts- I know, maybe not to be trusted, but i believe it was independent garages doing the work.) there was an AdBlue Pump replace. Maybe the DPF was replaced also but the ECU has not been reset? However, those figures on the App 62,137 miles is echoed in Diagbox along with the 94%.

The App and Diagbox have also reported the same fault codes, P2566 P1497, but still no codes on the van itself.


I've got to be close to finding the problem here Marc. I can feel it in my teeth lol.

[GiveMeABreak]

Like I've mentioned, in the history (van was owned by euro Car Parts- I know, maybe not to be trusted

If it's anything like their parts it will be Dead on Arrival!

Maybe the DPF was replaced also but the ECU has not been reset? However, those figures on the App 62,137 miles is echoed in Diagbox along with the 94%.

Not really, as for the additive counter to be registering Cerine deposits this low in grammes, it must have been told a new DPF filter has been fitted. That's the only way to tell the engine ECU to reset the Cerine amount that has been deposited and recorded each time the additive pump meters a dose into the diesel tank.

Before you mentioned that I was going on the basis of the DPF being the original - so you can see why I was not happy with that figure.

So if you think it has had a new DPF, then it's probably perfectly OK.

[Marc2204]

Long shot seeing as this is over a year old, it did you ever get to the bottom of this? I'm having very similar issues with the symptoms and the P2566 code!!