P247E — Exhaust Gas Temperature Out of Range #

The code label may vary depending on the vehicle manufacturer.

• P247E: Exhaust Gas Temperature Out of Range (Generic)
• P247E: EGT Sensor Out of Range (Ford)
• P247E: Exhaust Gas Temperature Sensor B Circuit Range/Performance (GM)
• P247E: Exhaust Gas Temperature Out of Range (Mercedes-Benz)

Summary of code P247E #

The P247E diagnostic trouble code (DTC) signals that the exhaust gas temperature (EGT) sensor is reporting a value outside the expected range set by the engine control module (ECM). The EGT sensor monitors the temperature of exhaust gases to help manage emissions and protect vital components like the diesel particulate filter (DPF) and turbocharger. When this sensor sends data that’s either too high or too low, the ECM flags the code to prevent possible component damage or emissions violations. This code is most common on diesel engines, but can appear on some gasoline vehicles with advanced emission controls. Timely diagnosis is important to avoid more extensive repairs or drivability issues.

Common symptoms for code P247E #

When the P247E code is present, you may notice a mix of subtle and more obvious symptoms. Sometimes, there are no immediate drivability issues, especially if the EGT sensor fails in a way that defaults to a safe value. However, prolonged operation can lead to degraded engine performance and increased emissions. Typical symptoms include:

• Check Engine Light or Malfunction Indicator Lamp (MIL) illuminated
• Reduced engine power or limp mode (on some vehicles)
• Poor fuel economy
• Increased exhaust smoke, especially in diesels
• Unusual exhaust smells or overheating warning messages
• Delayed or incomplete DPF regeneration (for diesel engines)

Probable causes for code P247E #

P247E is typically triggered by issues with the EGT sensor or its associated wiring. While component failure is common, external factors like corrosion or physical damage can also play a role. Here are the most frequent causes, ranked by likelihood:

1. Faulty EGT sensor (sensor itself fails or becomes contaminated)
2. Open or short circuit in the EGT sensor wiring harness
3. Connector issues (loose, corroded, or damaged connectors)
4. ECM software or calibration issue
5. Excessive exhaust temperatures caused by upstream engine problems (rare)

Step-by-step diagnosis for code P247E #

Diagnosing P247E requires a systematic approach, starting with a visual inspection and moving toward more specific electrical testing. Here’s a step-by-step guide:

• 1. Scan for additional codes: Other DTCs may provide context or point to root causes.
• 2. Visual inspection: Check EGT sensor, connector, and wiring harness for damage, corrosion, or loose connections.
• 3. Check live data: Use a scan tool to monitor EGT sensor values at cold start and operating temperature; compare to specifications.
• 4. Test circuit continuity: With the ignition off, use a multimeter to check for open or short circuits in the EGT sensor wiring.
• 5. Inspect sensor resistance: Remove the EGT sensor and measure its resistance; compare readings to OEM specifications.
• 6. Check for ECM updates: Verify if an ECM reflash or software update is available from the OEM, especially if no hardware issues are found.
• 7. Replace suspect components: If all tests point to a faulty sensor or connector, proceed with replacement.

Possible repairs for code P247E #

Repairing P247E depends on the specific cause identified during diagnosis. Always address wiring and connection issues before replacing sensors. Common fixes include:

• Replacing the faulty EGT sensor with a genuine OEM part
• Repairing or replacing damaged or corroded wiring and connectors
• Cleaning connectors and applying dielectric grease to prevent future corrosion
• Updating ECM software/calibration if recommended by the OEM
• Addressing upstream engine issues if exhaust temperatures are abnormally high

Is it safe to drive with code P247E? #

Driving with code P247E is generally safe for short distances, especially if there are no noticeable symptoms. However, prolonged driving may be risky, particularly for diesel vehicles with a DPF. Incorrect EGT data can prevent proper DPF regeneration, leading to filter clogging, increased exhaust backpressure, and potential engine damage. If you notice reduced power, overheating, or increased smoke, it’s best to have the vehicle inspected and repaired as soon as possible.

Vehicles most commonly affected by code P247E #

P247E is found across a range of vehicles, especially those with advanced emissions systems. Diesel trucks and modern passenger cars are most commonly affected, including:

• Ford Super Duty (F-250, F-350, F-450) with Power Stroke diesel engines
• Chevrolet Silverado/GMC Sierra (Duramax diesels)
• Mercedes-Benz Sprinter vans
• RAM trucks with Cummins diesel engines
• Volkswagen TDI models
• Some modern gasoline vehicles with turbocharged engines

Common mistakes and best practices for code P247E #

Avoiding misdiagnosis and unnecessary part replacement is key when tackling P247E. Here are some frequent errors and proven best practices:

• Mistake: Replacing the EGT sensor without inspecting wiring/connectors
• Mistake: Ignoring other related codes that could indicate a larger issue
• Mistake: Using non-OEM sensors that may not meet proper calibration
• Best Practice: Always check OEM service bulletins for known issues and software updates
• Best Practice: Clear codes only after verifying that repairs are complete and live data is within specifications

Express FAQ for code P247E #

Q: Can I clean an EGT sensor to fix P247E?
A: EGT sensors are sensitive electronic devices. Attempting to clean them often does not restore function and can cause further damage. Replacement is usually the best solution if the sensor is faulty.

Q: Will clearing the code with a scan tool solve the problem?
A: Clearing the code without addressing the underlying issue will only provide temporary relief. The code will return as soon as the ECM detects the same out-of-range condition.

Q: Does P247E always mean the sensor is bad?
A: Not necessarily. While the sensor is a common culprit, wiring, connectors, and even ECM software can be at fault. A thorough diagnosis is essential before replacing parts.