Electronic Diagnostics: Fiat Ducato 2.3 Multijet
Tracing and fixing faults in electronic engine management systems
The Fiat Ducato is a popular commercial vehicle and provides the basis for the majority of motorhomes sold in Europe. Kim Henson and Edward Haggar investigate the electronic diagnostic aspects, using a 2008 motorhome as an example.
The original Fiat Ducatos, produced from 1981, were the result of a joint manufacturing project between Fiat and the PSA Group (Citroën and Peugeot), with badge-engineered versions of the vans appearing bearing different model names but all based on the same theme.
Second-generation models followed, produced from 1993 to 2006. However, for this feature we are concentrating on the third-generation Ducato, introduced towards the end of 2006, and after equivalent models from Citroën (Relay and Jumper) and Peugeot (Boxer) had arrived earlier that year. The engine lineup was then amended in 2010, and the range was facelifted in 2014.
Our vehicle for this feature is a 2008 Ducato motorhome, powered by Fiat/ Iveco’s 2.3-litre Multijet 130 diesel engine – a high-pressure common-rail unit.
One of the features of the Multijet engine, compared with earlier generations of diesel units (from Fiat and other manufacturers), is that multiple fuel injections per firing cycle are brought into play. This approach enables more complete combustion of the fuel and results in improvements in emissions and fuel consumption. In addition, the engine is more hushed in operation.
Guiding us around the diagnostic aspects of this Fiat’s motor and its Bosch EDC 16C39 management system is Edward Haggar.
Preparation
The first step is to remove the plastic cover panel from the top of the engine, and store the cover out of harm’s way where it cannot get trodden on. It will be noticed from the main engine photograph of the vehicle featured in this article that the cover is missing, and already corrosion (due to moisture in the vicinity of the top of the engine) has started to form around the fuel injectors. This could mean problems if ever they need to be removed – they can corrode in position. Note that at the very least special pullers, operating at 5 tonnes pressure (and more), may be required to remove the injectors.
Ultimately, if corrosion has really taken hold, you may need to seek professional assistance in removing the injectors and/or glow plugs.
A camper wagon like the Ducato pictured here features an additional battery and numerous electrical sockets and lamps; for example, this particular caravan has six 12-volt sockets.
Although components are, of course, larger on a big vehicle like this, don’t be daunted by the prospect of servicing it, for in general, maintenance is straightforward. Even a cambelt change can be undertaken at home with basic tools. However, Edward stresses that for safety reasons it is essential that a heavy-duty jack and axle stands are employed for raising and supporting the vehicle – never venture under any vehicle supported only by a jack or jacks – always use sturdy axle stands.
Edward explains that one of the most commonly-occurring problems with all camper vans that he gets called upon to deal with, is one of discharged/flat batteries. Since most such vehicles are only used in the summer months, it is inevitable that the batteries become ‘dead’ over time unless re-charged regularly. A frequent/regular re-charge, as part of a scheduled maintenance programme, eliminates this problem.