Ford Automobiles Forum banner

Mk3 Mondeo 2.0TDCI 05 Plate - Flashing Glow Plug Light, Poor Running & White Smoke

1K views 20 replies 5 participants last post by  Levi_501 
#1 ·
Afternoon all

I am after a little bit of TLC and advice if you would be so kind.

I have a Mk3 2.0TDCI estate, 05, 115,000 miles. It has the vacuum type EGR valve, thus I think it is a Euro 3

I was driving back to London on Monday evening after being away for the weekend. Being an old-ish car I tend not to drive it hard.

After about two hours of fault free driving, I just came off the motorway. This is about 10 miles from and no sooner had I pulled off, the glow plug light started flashing. I gritted teeth and continued on! I made it home!!!

When I went to start the car the following morning, it took ages to start; lots and lots of cranking. After it eventually started it would not rev up for ages. I could press the pedal, but nothing would happen. The glow plug light still flashing and the engine light on.

I had a read of the web and decided to remove and clean the EGR valve. I also removed and cleaned the inlet manifold. Both were all gunged up. I cleaned them both and refitted.

Then I tried to restart. Again lots of cranking , but eventually it started. Still with the glow light flashing and engine light on. When it started, it would not rev up for a while, but not as long as last time. I also noticed lots of white smoke when you rev it up.

Any thoughts or suggestions?

I have just ordered a Ford Super diagnostic lead.

Thanks in advance
 
See less See more
#3 ·
Once you get your cable, should be a or somecodes which will point in the right direction. Perhaps check pipework for inlet tract, split hoses etc...
 
#4 ·
Even the early euro 4 cars have a vacuum EGR, the difference is that the turbo

actuator is electronic on euro 4 cars.

 
#5 ·
There is a pipe going to the turbo actuator.

I have noticed when I tried to start it (with the bonnet up) there seems to be a lot of either white smoke/steamy stuff coming from between the engine and bulkhead. I cannot see exactly where it is coming from, as I am sat in the cabin.

Come on cable!!!
 
#6 ·
I had a bit of a look this morning and went to buy a new fuel filter.

Car took a lot of cranking to start it but did eventually start.

When I took it up the road, I tried several things and I noticed:

It drives like a NASP engine, the turbo does not cut in at all.
After it has been started and switched off, it seems to start fine; albeit with the lack of turbo kick and white smoke.

Thanks again
 
#7 ·
Are you loosing coolant? If you have an egr cooler possibly leaking water into the exhaust.
 
#11 ·
P1000 = a code has already been reset and the system has not done a selt test yet,

it will clear itself of that one.

P1608 and B1318 probably just the battery voltage dropping from all that cranking.

Give the battery a good overnight charge with a decent charger.

P2338 and P191 probably down to a dicky injector. You need a leakoff test or a proper

bench test of the injectors.

Leakoff test is faster and cheaper and will show obvipus bad injectors, but it wont show

that they are good. They can still have issues and pass that. But its the cheapest option

and usually enough to find the dodgy injector.
 
#12 ·
+1 purple. I'm not convinced the description forscan puts up for the 1608 is as helpful as it could be, but if it goes with a properly charged battery...

Have you tried clearing the codes to see if they all come back?

I'm wondering about the smoke/steam from the back of the engine...
 
#15 ·
You're unlikely to shift the 233n with a clear as it requires recoding the injector. But I think it's always worth clearing codes once you've documented them for exactly the reasons you give...and no point spending too much energy investigating faults which have disappeared - eg as purple said, there because battery was low...
 
#16 ·
Afternoon, I have cleared the codes. Alas P1000 and P2338 come back.

A new fuel filter today along with fuel pressure sensor - the one that screw into the fuel rail, closest to the front of the engine.

I have also check the turbo actuator. It seems to have freedom of movement. The only thing, it does seem to have a bit of white smoke coming from around the turbo actuator area. I have removed the heat shield.

When you drive it up the road the white smoke clears in seconds.

If I am honest, I am hesitant that it is an injector, purely because it does not miss a beat.

Apart from the glow light flashing and the lack of turbo boost, you would think it was fine.

I do not seem to be able to get the live data stream to work, or obtain the injector codes.
 
#17 ·
P1000 will always come back after clearing a code as mentioned above. It means you

have cleared codes from the ECU and it has not done a self test yet. It will go away

after a while.

Get a leakoff test done.
 
#18 ·
+1 Purple. P2338 is pcm has hit acceptable adjustment limit trying to keep things working properly. White smoke is usually unburnt diesel.

Peter Scott has updated his links to point to wiki in a way that shows images see post 3 in this topichttp://www.talkford.com/community/topic/248354-leak-off-test/

If yours is an early car, the injector codes cannot be read electronically by diagnostic kit. You need to phyically read the label on the injector.

The fuel rail pressure sensor is normally pretty reliable. Ford say it should not be removed from the rail btw, but if faulty swapped as a unit with the rail.

If you clear the codes, then reenter the c2i, you may find the 2338 stays gone for a while. It depends how long it takes for the pcm to encounter the same circumstances.

Not sure why you would have difficulty displaying live data. I just pick the ones i want and hit run. What you can pick from depends on which module you have selected - are you looking for something in icu perhaps?
 
#19 ·
I hope that fuel pressure sensor wasn't expensive as it was a waste of money!

P1608 is a weird fault for a TDCI to have as it doesn't have a watchdog signal, an issue with the forscan software I reckon.

I would try coding the injectors back in and see what happens but chances are you will be buying an injector or two before long
 
#20 ·
Hi squirt. I see what you mean, 1608 is a valid tcdi fault code, but the description that forscan gives is, I think, really for when the car is a tddi. I raised this with them a while back, and I think they feel the actual fault is sufficiently related/similar that changing the wording is low priority. Or I didn't explain properly....

1608 on tdci happens when crank sensor derived rpm and icu expected rpm differ by more than 200 under some circumstances, maybe due to can or crank sensor failures hence similarity with fip comms fails... but the low battery voltage seems to be the usual culprit on the forum and in this case too.
 
This is an older thread, you may not receive a response, and could be reviving an old thread. Please consider creating a new thread.
Top