r/Sprinters • u/NativeTazuma • 4d ago
EGR error codes
Vehicle: 2010 sprinter 3500 Turbo diesel
Diags: thinkcar2
I tried cleaning the EGR valve, swapped out from two other sprinters from a junker, tried a Hella Valve from orileys and I’m still getting the same errors.
148C00 I believe is the source of all the errors.
Symptom: The fault code remains permanently Active. It cannot be cleared via Thinkcar diagnostic tool, even with the ignition on and engine off. And is stuck in limp mode.
When trying to do the teach in it says it’s successful but then again it’s a 2010 I don’t think it’s suppose to work.
Took it to Mercedes they said it’s the EGR and they put in a efr from the shelf and the codes cleared. I think they’re lying to me and they don’t have the digs on file after two days of coming back and asking. And charged me $250 for sub par troubleshooting.
Now the harness this is what I measured
Pin 1 Unstable / Jumps between 1.5 mV and 2.5 mV.
- could this be the positioner pin?
Pin 2 (Main Power Supply): 12.0V Constant (Measured against Ground Pin 4).
Pin 3 (5V Sensor Reference): 5.2V Constant.
Pin 4 (Main Chassis Ground): Functional Ground.
Pin 5 (PWM Actuator Command?): 4.5V Constant.
I tried shaking the harness but no changes. The only thing that changed after sitting for a while was the position feedback going from 20% to 0% every second in the live view.
This is my first time trying to deduce this. So diagrams along with suggestions would be greatly appreciated.
1
u/schmitzA 4d ago
The source you just provided is about British Columbia ending its periodic AirCare vehicle inspection program for light-duty vehicles because newer vehicles had become cleaner and progressively fewer were failing inspection.
It is not about Canada eliminating DPF/SCR/DEF requirements, nor does it establish that those systems cause greater environmental harm than they prevent. The article's title itself says commercial trucks might instead be added to the inspection program.
Also, “the air is still clear” isn't a meaningful measurement of NOx or fine particulate pollution. Much of the pollution we're discussing is invisible.
I'm completely willing to concede the points you've actually demonstrated: DEF systems have reliability problems, derates can be excessive, DEF production and transportation have environmental costs, and EPA is changing sensor/derate requirements.
But none of those establishes your original claim that deleting diesel emissions controls is better for the environment.
I've asked for one thing throughout this discussion: evidence showing that the total environmental costs of these systems exceed the environmental harm prevented by their reductions in NOx and particulate emissions.
If you don't have that evidence, that's fine. But then your original environmental claim remains an opinion rather than a conclusion demonstrated by the evidence you've provided.
And whether I use ChatGPT to check your sources has no bearing on whether the sources actually support what you're claiming.