Delete!!! Let the beast breathe


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Yeah that's what I'm thinking now.......but I have to keep her on the road until then

 

Until then? I assume warranty is up?

I am doing the same, but saving money up untill its no good. Maybe start hiding some loot while you wait?

 

Trouble Code - P2459 Diesel Particulate Filter Regeneration Frequency

I am thinking temperature sensor issues or maybe a bad injector. If the injector is bad then the DPF would get clogged too.

If the HCI isn't injecting enough fuel, the regeneration-measured exhaust temperatures (as determined by EGT 1 and 2) may be too low and set DTC P0420. Prolonged HCI difficulty may also set DTC P2463 or P2459 (Diesel Particulate Filter Regeneration Too Often).

GM has troubleshooting guides for all of the emission items.

Successful on-road DPF regeneration relies on proper HCI function. For Duramax diesel DTCs such as P0420, P24A0 (Closed Loop DPF Regeneration Control at Limit - Temperature Too Low), or P2463 (Diesel Particulate Filter Soot Level Accumulation), the indirect fuel injector should be diagnosed for proper function as described in the appropriate Service Information. Test the HCI for proper flow quantity prior to replacing the DOC to avoid misdiagnosis.

 

I'm at the dealer now....and they are telling me that the regen frequency is to often.....that's what the code is telling them so to speak.

 

Let us know what they find to be the cause.

 

They are saying that the differential pressure sensor they replaced 11000 miles ago has failed again.....they cannot find anything else wrong

 

They replaced mine and it did not do the trick.

HCI injector, ECM, DPF clogged, NoX sensor, air intake filter clogged, not factory air intake,....... I am waiting for the dealer to tell me I have to take my Futomo oil drain valve off.

 

That's interesting.

We're not hearing alot of trucks having the diff press senser replaced.

I wonder if it slowly goes off spec and is the true cause of alot of the 'frequent regen' complaints?

 

mine failed also has the same P2459 code but promise will not fail again took that crap off best thing I have done to the truck

 

Don't know either....I'm new to the diesel truck exhaust thing if you want to call it that......but it's 5 he second time to be replaced in 11000 miles.....only time will tell....but if it does keep happening....it will be time to delete

 

I have a 3500 LTZ 2012 SRW. I just bought an EDGE CTS Insight. DTC code 2459 stating regeneration frequency. I also have P0101 code stating MAS sensor problem.

My truck has been in multiple times since purchase in Nov. 2012 regarding regeneration. Off the lot burns were about 450 miles between regen modes. They started going down and took it in when the regens were happening every 350 miles and then again at 200 miles. I pulled the cold air intake off and installed a Air Raid intake. I took it in again because of the regens again and trans axle leak and to have the trans looked at because of a shifting program problem. Suggestion was to take the cold air intake off and put on the factory. Regens were happening every 125 miles. Now I am down to 70-80 miles every Regen mode.

Talked to a manager at the dealer and he suggested putting the original cold air intake on it and bring it in. They will not look at the truck if after market stuff is installed on the vehicle. Any after market stuff creates a problem for the truck. All of the original equipment creates a problem for the truck also.

I love the truck hate the EPA crap. $$$ to have a good local diesel mech. implement the necessary EPA changes. DPF, EGR delete, CAT, UREA, 4" exhaust, down pipes, up pipes. From what I had seen at his shop, IMO, yes all of the soot is going back into the engine and your $60K truck my only run for 250K miles if your lucky with factory crap.

40000 miles on it currently. I purchased the truck to pull a 13000lb 40 ft. fifth wheel trailer. Guess that I am blowing $250 out the tail end every 2 months right now.

 

I just got this code (P2459) yesterday 300 miles into a 400 mile trip. Been running at 80 mph with hardly a dip off the cruise control in 100* weather on flat terrain unloaded. It should have been doing a nice passive regen for hours. With a total of 500 miles left on my 36k warranty it has me uneasy to say the least. Cleared the code but wtf....

 

I brought the truck into the dealer at 36000 miles and told them I was still having regens at every 80 miles. They said that they can delete the codes. Great that is was not a big deal to them but that does not fix the problem.

I find it pretty disturbing that a diesel mechanic at a dealership cannot address the problem whether it has after market components on it or not. My bigger worry is that GM put a vehicle on the road with a limited life expectancy.

BTW, My Edge Insight now shows the EGT#4 position frozen at 1832F. If I were to guess correctly the location was to hot and cooked the sensor.

 

I took mine into the dealer. They said they saw a code indicating clogged air filter (or something like that), but my filter was fine (oem with only a few K miles). Interesting that the code didn't show up on my Spade when I cleared the P2459. They say they did something with programming and are driving it around to see if it comes back. Fingers crossed.... I'll get more detail when I pick it up tomorrow (an interior part -seat rail-needed to be ordered also).

Just curious how an intake restriction (if it existed- they didn't find one, just the code) would cause frequent regen? Maybe from unburnt fuel increasing rate of soot accumulation?

 

in4it

TechLink 4/2012

During normal diagnosis of a 2011-2012 Express, Silverado, Savana, or Sierra equipped with the 6.6L Duramax diesel engine (RPOs LGH, LML), it may be noticed that the Exhaust Gas Temperature sensor four (EGT 4) is reading incorrectly. This may be noticed with or without any EGT DTCs.

If a 2012 model year vehicle is inadvertently built as a 2011 model year vehicle, some of the data parameters on the Tech 2 may be incorrect. If this is encountered, make sure all the vehicle identification information has been input correctly.

A 2012 diesel-equipped vehicle built as a 2011 vehicle will show EGT 4 at or near 1000° C/1850° F. If a reading of 1000° C/1850° F has been found on EGT 4, do not replace the sensor until after checking that the vehicle is built correctly on the Tech 2.

If an incorrect reading is found, and the vehicle identification has been input correctly, continue with the appropriate Service Information diagnostic for the symptom or DTC.

 

Thanks NorskeNY. I forwarded the information onto the clueless dealer. GM customer care is worthless. Next call might be to the scapegoat. I will be taking the vehicle to another dealer for a second opinion. He will look at the vehicle with aftermarket products installed. If GM was truly concerned, they would ask bring the truck in with the stock intake and test the vehicle with the current after market and with the stock intake and swap it out themselves to find the problem. I am not doing the work for them.

 

2459

If you have a Duramax LML engine that is or has in the past not performed properly, posted a DTC 2459 code (frequent regeneration), still battling with your dealer on DPF issues, mass air flow sensor, EGT temps, differential pressure sensors, poor gas mileage, excessive burns, frequent regenerations, regenerations less than what is specified in the maintenance manual (1 burn per fill up), frequent returns to your dealer because of engine performance, please PM me.

If the number of contacts is greater than a hundred something might be able to be addressed legally.

Those of you in the <200 club that is still a problem need to PM me.

 

2459

If you have a Duramax LML engine that is or has in the past not performed properly, posted a DTC 2459 code (frequent regeneration), still battling with your dealer on DPF issues, mass air flow sensor, EGT temps, differential pressure sensors, poor gas mileage, excessive burns, frequent regenerations, regenerations less than what is specified in the maintenance manual (1 burn per fill up), frequent returns to your dealer because of engine performance, please PM me.

If the number of contacts is greater than a hundred something might be able to be addressed legally.

Those of you in the <200 club that is still a problem need to PM me.

replaced Nox 1 and Nox 2 still cant clear p2459 code, fails regen now saying need dpf

 

DTC P2459

Diagnostic Instructions


•Perform the Diagnostic System Check - Vehicle (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Diagnostic System Check - Vehicle) prior to using this diagnostic procedure.
•Review Strategy Based Diagnosis (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Strategy Based Diagnosis) for an overview of the diagnostic approach.
•Diagnostic Procedure Instructions (See: Testing and Inspection\Initial Inspection and Diagnostic Overview\Diagnostic Procedure Instructions) provides an overview of each diagnostic category.

DTC Descriptor
DTC P2459

•Diesel Particulate Filter Regeneration Too Often

Circuit/System Description

The particulates in the exhaust gases are collected by the diesel particulate filter (DPF). When the filter becomes saturated with particulates, the particulates are incinerated by a regeneration process. The regeneration process increases the exhaust gas temperature, warming the diesel oxidation catalyst (DOC) first, then warming the DPF. The engine control module (ECM) monitors the system with inputs from two exhaust gas temperature (EGT) sensors 1 and 2 and an exhaust pressure differential sensor.

The ECM will command an active regeneration base on a calculated soot model. The soot model calculations are based on the following information:


•Distance since last DPF regeneration
•Fuel used since last DPF regeneration
•Engine run time since last DPF regeneration
•Exhaust pressure differential sensor values

Conditions for Running the DTC


•DTC P0101, P0401, P0402, P2002, P2229, P2453, P2454, or P2455, are not set.
•The engine is running.
•The Intake Air Temperature is warmer than -7°C (19°F)
•The BARO pressure is greater than 75 kPa (11 psi).
•One active regeneration event has completed.
•DTC P2459 runs continuously when the above condition are met.

Conditions for Setting the DTC

The ECM detects that the actual soot level between completed regenerations is greater than predetermined threshold.

Action Taken When the DTC Sets

DTC P2459 is a Type B DTC.

Conditions for Clearing the MIL/DTC

DTC P2459 is a Type B DTC.

Diagnostic Aids


•A skewed or shifted exhaust pressure differential sensor will cause inaccuracies in the soot model and may cause this DTC to set.
•Exhaust leaks in the exhaust system may cause inaccurate gas temperature sensor or exhaust differential pressure values causing this DTC to set.
•Improperly installed or loose exhaust gas temperature (EGT) sensors will cause inaccuracies in the soot model and cause this DTC to set.
•Low engine compression may cause this DTC to set.
•Water in the fuel system will lower the energy of the fuel which lowers the regeneration temperatures and may cause this DTC to set.

Reference Information
Schematic Reference

Engine Controls Schematics (See: Diagrams\Electrical\Powertrain Management\System Diagram)
Connector End View Reference

Component Connector End Views (See: Diagrams\Connector Views\Connector End Views By Name)
Description and Operation Reference

Exhaust Aftertreatment System Description (See: Powertrain Management\Emission Control Systems)
Electrical Information Reference


•Circuit Testing (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Circuit Testing\Circuit Testing)
•Connector Repairs (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Connector Repairs\Connector Repairs)
•Testing for Intermittent Conditions and Poor Connections (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Circuit Testing\Testing for Intermittent Conditions and Poor Connections)
•Wiring Repairs (See: Testing and Inspection\Component Tests and General Diagnostics\General Electrical Diagnostic Procedures\Wiring Repairs\Wiring Repairs)

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions (See: Diagnostic Trouble Code Descriptions\Powertrain Diagnostic Trouble Code (DTC) Type Definitions)
Scan Tool Reference

Control Module References (See: Testing and Inspection\Programming and Relearning\Control Module References) for scan tool information
Special Tools


•J-23738-A Mityvac
•J-35555 Metal Mityvac

Circuit/System Verification


1.Verify that DTCs P003A, P0047, P0048, P0088, P0101, P0201-P0208, P0234, P0263, P0266, P0269, P0272, P0275, P0278, P0281, P0284, P0299, P02E0, P02E2, P02E3, P02E7-P02E9, P02EB, P0300-P0308, P0401, P0402, P046C, P2032, P2033, P2453, 2454, or P2455 are not set.

¤ If a DTC is set, refer to Diagnostic Trouble Code (DTC) List - Vehicle (See: Diagnostic Trouble Code Descriptions\Diagnostic Trouble Code (DTC) List - Vehicle) for further diagnosis.
2.Engine idling at operating temperature, observe the scan tool Particulate Filt. Pressure Variance parameter. The value should be between 0-3 kPa.
3.Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.

Circuit/System Testing


1.Engine running, verify the scan tool Particulate Filt. Pressure Variance parameter is greater than 0 kPa (0 psi) and increases as engine speed is increased.

¤ If less than the specified range, and the parameter decreases as engine speed is increased, inspect for incorrect differential pressure line routing.
2.Verify the following conditions do not exist:
•Water in fuel contamination-Refer to Contaminants-in-Fuel Diagnosis (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Contaminants-in-Fuel Diagnosis).
•Air induction system leaks-Perform the Induction System Smoke Test in Charge Air Cooler Diagnosis (Induction System Smoke Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Induction System Smoke Test))Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test))Charge Air Cooler Diagnosis (Full System Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Full System Air Leak Test)).
•Charge air cooler (CAC) leaks-Perform the Full System Air Leak Test and Induction System Smoke Test in Charge Air Cooler Diagnosis (Induction System Smoke Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Induction System Smoke Test))Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test))Charge Air Cooler Diagnosis (Full System Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Full System Air Leak Test)).
•Exhaust system leaks. An exhaust system leak may cause inaccurate B131 exhaust temperature sensor or B154 exhaust pressure differential sensor values causing this DTC to set.
•Improperly installed or loose B131 exhaust gas temperature (EGT) sensors will cause inaccuracies in the soot model and cause this DTC to set.
•Q57 Indirect fuel injector leaking or restricted-Refer to Indirect Fuel Injector Diagnosis (See: Powertrain Management\Fuel Delivery and Air Induction\Fuel Injector\Testing and Inspection)
•Engine mechanical condition, for example low compression. Refer to Symptoms - Engine Mechanical (See: Engine, Cooling and Exhaust\Engine\Testing and Inspection\Symptom Related Diagnostic Procedures\Symptoms - Engine Mechanical).

¤ If a condition is found, repair as necessary.
3.Inspect the B154 exhaust pressure differential sensor system for any of the following conditions:
•Modifications
•Damaged components
•A skewed or shifted B154 exhaust pressure differential sensor. A sensor that is skewed will cause inaccuracies in the soot model and may cause this DTC to set. Refer to Component Testing.
•Loose or improperly installed components-Ensure the smaller diameter pressure line is connected to the rear of the exhaust particulate filter and to the smaller port of the B154 exhaust pressure differential sensor.
•Improperly routed differential pressure lines-The B154 exhaust pressure differential sensor line should have a continuous downward gradient without any sharp bends or kinks from the sensor to the DPF.
•Inspect the flexible part of the B154 exhaust pressure differential sensor lines for internal restrictions.

¤ If a condition is found, repair as necessary.
4.Ignition ON, observe the scan tool EGR Position Sensor and Desired EGR Position parameters while commanding the EGR solenoid to 20 percent and 0 percent. The values should remain equal to or less than 3 percent.

¤ If greater than the specified range, replace the Q14 exhaust gas recirculation valve and gaskets.
5.Test the charge air cooler (CAC) for leaks. Perform the Full System Air Leak Test and Induction System Smoke Test in Charge Air Cooler Diagnosis (Induction System Smoke Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Induction System Smoke Test))Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Charge Air Cooler Air Leak Test))Charge Air Cooler Diagnosis (Full System Air Leak Test) (See: Powertrain Management\Computers and Control Systems\Testing and Inspection\Component Tests and General Diagnostics\Charge Air Cooler Diagnosis (Full System Air Leak Test)).
6.If all components test normal, replace the diesel particulate filter.

Component Testing


1.Ignition OFF, remove the B154 exhaust pressure differential sensor.
2.Install a 3 A fused jumper wire between the 5 V reference circuit terminal 1 and the corresponding terminal of the B154 exhaust pressure differential sensor. Install a jumper wire between the low reference circuit terminal 3 of the B154 exhaust pressure differential sensor and ground.
3.Connect a DMM between terminal 2 of the B154 exhaust pressure differential sensor and ground.
4.Ignition ON, with the J-23738-A or J-35555 connected to the B154 exhaust pressure differential sensor rear pressure port, slowly apply vacuum while monitoring the voltage on the DMM. The voltage should vary and transition smoothly without any spikes or dropouts.

¤ If the voltage is erratic, replace the B154 exhaust pressure differential sensor.

Repair Instructions

Perform the Diagnostic Repair Verification (See: Verification Tests) after completing the repair.


•Exhaust Particulate Filter Replacement (03 Series) (See: Maintenance\Filters\Diesel Emissions Fluid Filter\Service and Repair\Exhaust Particulate Filter Replacement (03 Series))Exhaust Particulate Filter Replacement (53 Series) (See: Maintenance\Filters\Diesel Emissions Fluid Filter\Service and Repair\Exhaust Particulate Filter Replacement (53 Series))Exhaust Particulate Filter Replacement (43 Series) (See: Maintenance\Filters\Diesel Emissions Fluid Filter\Service and Repair\Exhaust Particulate Filter Replacement (43 Series))
•Exhaust Pressure Differential Sensor Pipe Replacement (See: Powertrain Management\Emission Control Systems\Diesel Emissions Fluid Pressure Sensor\Service and Repair\Exhaust Pressure Differential Sensor Pipe Replacement)
•Exhaust Pressure Differential Sensor Replacement (See: Powertrain Management\Emission Control Systems\Diesel Emissions Fluid Pressure Sensor\Service and Repair\Exhaust Pressure Differential Sensor Replacement)
•Perform the following scan tool reset procedures:
1.NOx Catalyst Reductant Loading Reset
2.NOx Catalyst Reset
3.DPF/Catalyst 2 Reset
4.Perform the Diesel Particulate Filter (DPF) Service Regeneration (See: Engine, Cooling and Exhaust\Exhaust System\Diesel Particle Filter (DPF)\Service and Repair\Diesel Particulate Filter (DPF) Service Regeneration) procedure to reset the DPF diagnostic variables.


What I could find on this code seems pretty wide scope to look at.

 

DTC P2459

What I could find on this code seems pretty wide scope to look at.

My thoughts on my issue is lazy techs. I'm dealing with the service director and customer service manager now. I was able to prove some paid for service was not completed. If he was too lazy to rotate the tires, how can I trust he performed a thorough diagnostic of the issue.

I'm currently having a regen cycle every 60-70 miles. Maybe I can report the problem to the epa, since it burns so much more fuel due to the regens. Big O ought to hop right on it being government motors and all. If I wasn't so upside down on it, it'd be turned in at a CarMax already.

 

budtoh3zo,

This list does not give the issue closure.

I was looking for the wording in smaller print, "if all the above fails keep the customer coming back for something different every time until the warrant runs out."

What a mess? No wonder why a mechanic might not be able to find the problem.

I bet Mary Barra's replacement might have to deal with this one. I don't think she wants anymore bad press.

 

No it does not give closure but just some things to look at. Its basically saying that its just a model the computer uses and if any of the sensors are out it will calculate the soot mass wrong.

 

It also helps explain why a good tech is required....

 

yes it does or a good scanner and a lot of time looking at whats out. o2 sensors, EGR valve, boost leaks, exhaust leaks, DPF pressure sensor, EGT Sensors, MAF sensor, right down to the DPF itself.

 

Update:

Was at dealer #2 for a week in August and found a bad differential pressure sensor over a year dealing with dealer #1 on constant regeneration issues. It took a CTS Edge Insight to really see what the truck is doing.

My truck has been at dealer #2 since 9-8-14. Replaced EGR valve, still building soot and still having constant regenerations issues. Technicians have been working on it and testing other suggestions with technical assistance. Probably another week yet.

Hey, GM, how about another truck, maybe one that works correctly?!?!?!?!

I do not want this truck!!!!

 

Just got mine back today also. No solution. I'm feeling the same way. All joy of ownership gone.

 

Gator,

I agree. I am totally fed up with the whole experience. This is not fun any more. I have been writing everything down. Dates, times, names, you name it. Working with a lawyer at the same time. I am not sure what to think at this point. I think we just want a truck that runs right.

 

Coming up to the 3rd week without a truck. Call the customer care number 866 790-5700 ext 41542. Tell Jennifer you are having regeneration issues and you want to get a case number. She is working with the dealer where my truck is at. If she hears that more people call in to say they have a problem something might be done. Tell her you heard it on a public forum about the issue.

 

I agree with ^^^^^^^ I paid a pretty penny for my truck. I paid it off in two years and your right if the epa worried about other stuff we would not have all these problems with these trucks that keep going in price

 

The EPA will never come to the support of us truck owners - their mission is to destroy the industry not help it.

 

Update:
I called the dealer on 9-19 to find out about my truck and when I might see it. The Service Tech called me back to let me know that they still have not found the problem and that the truck was still having constant regenerations and building soot to quickly. The message said that they would need till next week. I called GM Customer Care and left a message on 9-19 and 9-22. Jennifer called me back on Monday to tell me that the dealer had to order another part. That being known I did not get another call until the afternoon of 9-25. Jennifer called and asked if I had heard from the dealer. I told her no. Curiosity set in. I called the Service Tech just after 4pm yesterday to find out how work was progressing. He said that his Management told him to stop working on the truck. Then he asked if I received a call from his managers. He told me that I voided the vehicle warranty. He said that the would talk to his manager and call me back. I have not heard anything since. I called back Customer Care and talked to Jennifer to find out what was going on. I told her that I will call back the dealer between 10-11 today if I do not hear anything.

If I voided the vehicle warranty by installing an aftermarket cold air intake system, why was this not pointed out after the multiple times the dealers seen the vehicle. Why did both dealers continue to do warranty service work after seeing the system on the vehicle since the summer of last year? Why is it an issue now? When I dropped the truck back off on 9-8 with the stock intake system was the after market system removed and the vehicle tested? How was the performance? Same results?

I am guessing that GM cannot pin point the problem.

 

the truck was still having constant regenerations and building soot to quickly.

What a nightmare. Sorry to hear they are trying to pull a voided warranty on you. I'd definitely fight that. I suspect that dealer is tired of their own incompetence and doesn't want to deal with it.

How frequent are your re-gens? Are they always consistent? I haven't had a re-gen in 250 miles. I'm no where near doing a happy dance b/c they did nothing other than a forced re-gen (again). I quite sure it didn't heal itself. But I'd be ok with some divine intervention.

 

What a bunch of BS. No way should a CAI void warranty.

GM can't just call void without linking the CAI to the problem which sounds like they haven't identified what the problem is yet. Just more smoke and mirrors from GM on this problem.