rauman Posted March 23 Share Posted March 23 I own a 2015 E250 CDI estate equipped with an OM651 engine. It has travelled a total of 118,000 miles without any issues (50,000 miles with me), and my daily commute has consistently yielded a fuel efficiency of 54mpg (+/- 2mpg), which is remarkable for a large vehicle. There are no flaws whatsoever. Regularly replaced the oil and filter every 8,000 miles, and replaced the gearbox fluid in July of last year. Approximately three weeks ago, it was observed that the radiator fan exhibited a notable increase in speed approximately 30 seconds after the ignition process. Despite being exposed to chilly temperatures (about 2C or 3C outdoors), I honestly did not instantly perceive the decline in economic activity. The engine temperature reaches its normal value of 90°C after about 15 minutes of operation. Furthermore, I am quite certain that there was a particular day when the fan failed to operate throughout my 40-mile journey back home. When the engine is returned to position 2, the fan ceases to operate. Therefore, it is not the issue of being always enabled. I have perused the current discussions about the issues of a loud fan, the speed of the radiator fan, and the solution for the AC Pressure Sensor. I am reluctant to visit that location only due to the decline in economic conditions. I would want to inquire about your view on whether the fan's overcooling is negatively impacting the economy by preventing the engine from reaching its optimal temperature. Alternatively, it is possible that the error is caused by a different sensor that is primarily associated with fueling, therefore alerting the ECU to a malfunctioning state. It has been observed that the first value of my MPG from cold is now recorded as 14.1 MPG. I am quite analytical when it comes to MPG. I am fairly positive that it has never done this before, which has led me to believe that it is entering a state of limp mode, despite the engine power not seeming to be down. The scanner I own is a Launch CRP129, which is equipped with current files. However, I believe it is enough capable of detecting a code. The absence of fault codes is evident. The only reference to any issue in the 'live stream' is found in the EGR section. The Y85 EGR cooler bypass switchover valve, identified as Fault 53336/6058, undergoes a shift to a 'OFF' state while in operation. This topic has been previously addressed, but not in the context of a fan speed concern. I find this to be inconsequential. The coolant temperature sensor, which was originally obtained from Merc, has been replaced so far. There is no alteration. I brought the automobile to my nearby diagnostic facility, where they successfully completed the MOT the week before to the car's malfunction, and we made a reservation for it. I have documented the diagnosis of a defective radiator fan controller on the bill. The Ridex fan shroud was acquired from Autodoc and then assembled by the user without any modifications. I am contemplating contacting the individual in question and giving him an opportunity for a second attempt at diagnosis, but with reluctance stemming from his prior misdiagnosis. Opinions? With the exception of "god," it is a lengthy post. Link to comment Share on other sites More sharing options...
Istairde Posted March 23 Share Posted March 23 Examine real-time data from the air conditioning and temperature sensors present in the vehicle. If you encounter significantly low, high, or improbable numbers, you have identified the appropriate location to investigate. I had a decrease in air conditioning pressure, which was ultimately caused by a leak in the condenser. This resulted in the fan turning on after 10 seconds each time. My colleague who owns an E250 has recently had a comparable malfunction, identical to yours, which included a damaged or rubbed wire for one of the template sensors, although not in close proximity to the sensor. However, the defect was identified using the same method of analysing real-time data, since there were no fault codes present. Link to comment Share on other sites More sharing options...
AmericaMonster Posted March 23 Share Posted March 23 If the fan is operating at maximum speed, it may indicate a voltage issue. Have all fuses and groundings been inspected? Please provide information about battery voltage and charging voltage. Link to comment Share on other sites More sharing options...
CleverPixel Posted March 23 Share Posted March 23 As you have seen, this may be attributed to several factors. In the long term, it is likely that locating an Indy with Star who has the necessary diagnostic skills will result in cost savings and alleviate emotional distress. The cost of parts is too high to rely on chance. Link to comment Share on other sites More sharing options...
rauman Posted March 23 Author Share Posted March 23 Thank you for the helpful suggestions, gentlemen. The automobile has been scheduled for a second diagnostic visit later this week. Today, someone posed the question, "Could the increased load caused by the fan running have an impact on fuel consumption?" Undoubtedly, the response is affirmative, although to a certain extent. However, is a 10% increase beyond a feasible proposition? In my possession, it is quite probable that the primary battery remains unchanged and is of the original kind. The boot mounted battery was changed on November 22nd. Link to comment Share on other sites More sharing options...
rauman Posted March 23 Author Share Posted March 23 Examining the Impact of High Fan Speed on MPG Decrease. Prior to my morning journey, deactivate the radiator fan. Outcome: The MPG loss remains consistent and exhibits peculiar patterns, beginning at 14.1mpg and progressively decreasing from 14.9mpg to 16.mpg, then to 18.mpg, and finally reaching 21.mpg over the following 3 to 4 miles. In the past, the vehicle exhibited an initial fuel efficiency of 31.x miles per gallon (MPG) within a short distance from departure, rapidly rising to the mid-30s and 40s within 5 miles, and reaching the 50s for the majority of journeys. I can perceive the MPG descending significantly, like a slope, and then levelling out after a descent. Previously, the decrease in fuel efficiency was just 1 or 2 MPG, but today it is far more, ranging from 5 to 6 MPG each hill. Last week, I conducted a comprehensive fuel test, often achieving a range of 510 to 530 miles (sometimes exceeding this range), but it is now achieving 460 miles. Theoretically, the defect responsible for the low fuel usage is also transmitting information to the ECU, indicating the need for more cooling. Link to comment Share on other sites More sharing options...
w4rlock Posted March 23 Share Posted March 23 Examine the EGR Section. The bypass valve is operated by pneumatic means but is electrically switched, resulting in the absence of a fault code in the event of a vacuum failure. The primary purpose of the EGR is to decrease the temperature of the combustion chamber in order to lower NOx levels. Is there a potential connection between these two functions? Link to comment Share on other sites More sharing options...
w4rlock Posted March 23 Share Posted March 23 https://diysprinter.co.uk/reference/Introduction_OM_651.pdf Link to comment Share on other sites More sharing options...
rauman Posted March 23 Author Share Posted March 23 Dear w4rlock, your paper is of exceptional quality. If the alignment of the EGR unit aligns with the specified documentation, it is possible to conduct a partial examination of the vacuum section without causing excessive damage. Link to comment Share on other sites More sharing options...
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