SID212 EVO & SID213 EVO: AdBlue + SCR fault playbook for Ford EcoBlue (2026)
SID212 EVO and SID213 EVO ECUs sit in a lot of Ford EcoBlue vans and fleet vehicles.
When AdBlue warnings hit, you need a repeatable workflow: confirm the warning type, capture live data, prove dosing, then reset properly so the countdown stays cleared.
This page gives you the exact order to work in.
SID212 EVO
SID213 EVO
SCR live data
No-start countdown
If you run a Ford Transit Custom, Transit, or Ranger and you’ve started seeing AdBlue warnings, you’re not alone.
SID212 EVO and SID213 EVO vehicles are now a high-volume touchpoint.
The issue is not one single part.
It’s the way the SCR system, sensors, dosing strategy, and software checks all interact.
Get the order wrong and you waste time and money.
If your dash says “no start in 500 miles” (or similar), do not wait for it to hit zero.
Use this guide first: No start in 500 miles.
Ford platforms commonly equipped with SID212 EVO / SID213 EVO
You’ll see these ECUs across high-mileage and hard-working vehicles.
That matters because stop-start driving, idling, short runs, and cold starts push SCR systems into the danger zone.
- Ford Transit Custom (2.0 EcoBlue)
- Ford Transit (2.0 EcoBlue – FWD/RWD)
- Ford Ranger (2.0 EcoBlue)
- Ford Tourneo Custom (selected 2.0 variants)
- Ford Focus (later 2.0 EcoBlue variants)
- Ford Mondeo (later 2.0 EcoBlue variants)
- Ford Kuga (selected 2.0 variants)
- Ford Galaxy / Ford S-MAX (selected 2.0 variants)
If you tell us your reg and the dash message, we can advise the likely route before we come out.
Why SID212 EVO / SID213 EVO vehicles see so many AdBlue faults
Fleet use pushes the system hard
- Short routes mean low exhaust temperature.
- Idle time builds up soot and moisture in the exhaust.
- Stop-start driving makes dosing less stable.
- More refills increases contamination risk.
A lot of “random” AdBlue faults make sense once you match them to how the van gets used.
SCR is a chain
- AdBlue quality and level need to be right.
- The pump needs to build and hold pressure.
- The injector needs a clean spray pattern.
- NOx sensors need believable readings.
- The catalyst needs the right conditions.
One weak link can trigger a countdown, even if the rest of the system is healthy.
The workflow we follow on-site
You can save hours by sticking to the same order every time.
This is the playbook we use for EcoBlue SCR faults on SID212 EVO and SID213 EVO.
Step 1: Identify the warning type
- Is it a level warning, a quality warning, or an SCR efficiency warning?
- Is there an active countdown to start prevention?
- Did it appear right after topping up?
Step 2: Capture the evidence before clearing anything
- Read DTCs and store freeze-frame.
- Record dash message wording (it matters).
- Check which monitors show “not complete”.
Step 3: Prove dosing before blaming sensors
- Check level plausibility (not just the gauge).
- Check pump behaviour and pressure stability (where supported).
- Inspect injector area for crystallisation signs.
Step 4: Check NOx readings for plausibility
- Compare upstream vs downstream readings at idle and under load.
- Look for readings that do not move with throttle changes.
- Watch for communication dropouts.
Step 5: Fix the cause, then reset properly
- Clear faults only after the root cause is fixed.
- Run the correct reset procedure so the countdown clears and stays cleared.
- Road-verify when the fault type demands it.
If the van is needed for work, we can come to you and run the checks in the right order.
Live data that actually helps on EcoBlue SCR
You do not need fifty PIDs.
You need the ones that answer a direct question.
“Is it dosing?”
“Are the sensors believable?”
“Is the system seeing temperature and flow it expects?”
| What you’re checking | Data items to record | What you’re looking for | What it usually points to |
|---|---|---|---|
| Countdown trigger | Active DTCs, freeze-frame, dash wording | Clear link between code and message | Choose the right path first time |
| AdBlue supply | Tank level plausibility, reductant temp (if shown) | Readings not jumping or implausible | Level/quality sensing issues |
| Dosing ability | Pump prime behaviour, dosing test result (if supported) | Stable behaviour, no sudden drops | Pump, line, injector restriction |
| NOx plausibility | Upstream NOx, downstream NOx, sensor status | Downstream should react when dosing works | NOx sensor drift or SCR efficiency issue |
| Conditions | EGT / SCR temp PIDs (if available), load | Temps not stuck or flatlined | Operating condition problem or sensor issue |
If you’re dealing with repeated NOx-related warnings, this helps too:
NOx sensor guide.
Common fault groups on SID212 EVO / SID213 EVO EcoBlue SCR
1) Quality and dosing faults (often after a top-up)
- Poor quality message or “reductant quality” codes.
- Fault returns quickly after clearing.
- Crystals visible around injector area.
The common trap is topping up again and again.
If the dosing path is restricted or the fluid is contaminated, more fluid does not fix it.
It can make it worse by pushing more crystals into the system.
Related read: Ford Transit P207F fix.
2) SCR efficiency faults (often seen as P20EE patterns)
- System claims NOx reduction is too low.
- Can appear with quality faults.
- Often linked to injector spray pattern or NOx sensor drift.
The key point is order.
If dosing is wrong, SCR efficiency will look wrong.
Fix dosing first.
Then decide if you truly have a sensor or catalyst problem.
If you see both codes together, this is the reference guide:
P207F vs P20EE.
3) Pump and supply issues (the “AdBlue pump near me” searches)
- Low pressure behaviour or failed dosing tests.
- Intermittent faults that worsen in cold weather.
- Warning comes and goes, then becomes permanent.
If you’ve ended up searching “AdBlue pump near me”, it usually means the van has already cycled through warnings for a while.
The goal is to prove the pump and lines, not guess.
A weak pump can still prime, then fail under demand.
If you’ve got a countdown live right now, start here:
No start in 500 miles.
4) Sensor plausibility and wiring
- NOx readings stuck high, stuck low, or flatlined.
- Dropouts on live data.
- Fault moves from “pending” to “active” quickly.
On fleet vans, wiring damage is not rare.
Heat, vibration, and road spray do their job over time.
A clean diagnosis checks signal plausibility before you throw parts at it.
If you need the difference between resets and other routes:
AdBlue reset vs delete.
Mistakes that keep the warning coming back
Clearing codes too early
If you clear faults before you capture freeze-frame and live data, you wipe the clue that tells you what the ECU saw.
You also risk the van dropping into a more aggressive countdown behaviour on the next drive.
Assuming the last part replaced was the cause
It’s common to see a van that has had a NOx sensor fitted because “that’s what the code said”.
Then the warning returns.
Why?
Because the dosing path still has a restriction, or the injector spray pattern is poor, or the system never got the correct reset.
Ignoring the way the van is used
If the van does short runs all week, you need to be honest about how that impacts SCR conditions.
The fix might still be straightforward.
But you should expect the system to be sensitive if the driving pattern never lets it stabilise.
Repair, reset, or off-road option
There are different outcomes depending on your situation.
Some owners want to keep everything working as designed.
Others run off-road or export vehicles and want a different route.
The right choice depends on how the vehicle gets used.
| Option | Best for | What it aims to do | What you should expect |
|---|---|---|---|
| Repair | Most road vehicles | Fix the failed part and restore normal operation | Proper live checks + verified reset |
| Reset / calibration | Some level/quality scenarios | Clear countdown after the cause is fixed | Needs the cause fixed first, or it returns |
| Off-road route | Off-road / export use | Stop SCR logic from forcing a no-start | Ask first. Read the legal context before booking |
If you want the legal context in plain English, start here:
Is AdBlue removal legal in the UK?
What a “good” visit looks like
A proper fix should leave you with more than “we cleared the code”.
You should know why it happened, what changed, and what you can do to reduce repeat issues.
- We confirm the warning type and capture the right data first.
- We check dosing and plausibility in a set order.
- We fix the root cause, not just the symptom.
- We carry out the correct reset so the countdown clears.
- We explain what to watch for over the next few drives.
A Transit Custom can show a quality warning after a top-up.
The owner tops up again.
The countdown keeps dropping.
In many cases, the fix is proving dosing, sorting the restriction, then applying the right reset so it stays cleared.
Related help for Ford EcoBlue owners
Mobile help across Stoke-on-Trent, Staffordshire, and nearby areas
We come to your driveway, workplace, or roadside across Stoke-on-Trent, Staffordshire, and nearby areas.
If you’re stuck in a countdown, the quickest route is getting the fault confirmed and reset properly before it hits zero.
Call 07503 134 362
or email info@adbluespecialist.co.uk
Open Monday–Sunday, 09:00–20:00
Need help deciding what to do first?
Start with the countdown guide and call us with the exact dash message:
No start in 500 miles.
