Every time I hear someone cry about diag cost and they say ‘all you did was plug it in to the computer’ I think of this. How many thousands of $$$ does one have invested in equipment plus the knowledge do fix this stuff. Proper diagnostics are always worth the money. Great job Ivan! The way you explain this stuff you would be a great instructor .
Warning Level 12 was when it starts to give you electric shocks. Warning level 13 (aptly numbered) was when it locks you inside the vehicle until you drive to a GM dealer to have them release you, and the vehicle remains disabled until you authorize the repair.
Hi Ivan. Good to see someone finally working on the dreaded DEF system. A guy on RUclips that works in heavy diesels has dealed with forced DEF regeneration issues and seems to understand their method of operation. His channel is “western truck and tractor repair”. He seems to have a real good knowledge on the ins and outs of the DEF system.
Wow! The mechanical skill you have is mind boggling! Another fantastic fix from the man that never seems to get stumped. You're amazing buddy! 👍 Have a great weekend and God bless you and your family.
I drive a company 2020 Volvo Semi that I just put 200k on and at 185k my Big Truck pulled that derate crap on me, DEF fuel is nasty stuff, it turns to crystal in the tank and injector and the whole regen system had to be repaired!!! Nice work Ivan!!
Their lifespan is also shortened so they actually don't last much longer than a gasoline engine due to the huge back pressure and heat factors. The EGR systems also inject soot into the cylinders which damage the rings and cylinder walls yielding less life by about 60%.
@@Garth2011 Meh - I wouldn't say soot by the EGRs directly damage the cylinder walls. The shoot can shorten the lifespan but of the oil but an EGR causing 60% less life compared to 80s and 90s engines is a long shot..
I know what you mean. I recently got an 85 Oldsmobile that has 5.7 diesel. Just needed an injection pump ran great for 3 years then decided to rebuild the engine
I was a tech at a GM dealer when these trucks first came out with SCR and we had lots of issues getting the warning to clear after repairs if you run in to this again try the (reductant fluid quality test) if the test passes with a reduction of NoX by about 70% from the front sensor to the rear the system should turn the warning off. These early trucks can be a real pain to get the warning to clear
You're right sir Ivan seems to be an ace at diags. He's one of my "go to guys" when I can't figure something out. You've got to always keep learning when it comes to modern diagnosis in motor vehicles of today,its that simple. You've got to forget about the "Oh I can fix any motor vehicle attitude" if you want to succeed at mechanic work today. Things have become far too complex for that kind of attitude to work anymore and add to that those hybrid/electric vehicles that are becoming more commonplace. I used to think diesels were simple back when I was a young mechanic in the '70's as I basically grew up around them. I can remember my dad and I working on 2 stroke Commer (UK) and Detroit Diesel in North America. Yes the DEF system is complex to say the least but its all about emissions control and it is a real P.I.T.A to deal with.
On my Autel - aftermarket scan tool I went into special function and pressed button that said 'Reductnant System Tamper Warning System Bay Test' that will run through a self test of the whole DEF system and after 15 minutes test will end and message display in cluster will clear!!! Note - this is what needs done if you 7:13 don't have a current fault code stored but the cluster display warning message won't shut off...
Bad glow plugs actually do lead to elevated soot in exhaust mainly when cold, so mainly when the car us used only for short trips it may result into clogging the DPF. Not properly working glow plugs are one of the most frequent root causes for the clogged DPF issues. Others are "burning oil" (piston seals, leaks in the turbo, along valve stems,...), the use of an incorrect oil (leaving noncombustible ash residues when get burned), air leaks in the intake mainly behind the turbo (not all the air the MAF "sees" makes it to the combustion, so there is excess of fuel, so soot). Practically anything that uses to lead to elevated smoke is causing clogging of the DPF and in better case too frequent regen cycles. And then it is a question, how the rest of the system responds, whether it can trigger other damage (too frequent DPF regens, leading to SCR injector clogging up because not being activated for way too long too often,...).
Exactly that here in UK few years ago myself got fought with the Ford ranger DPF system blocked due one faulty glow plug so since then first thing to check is a glow plugs among other factors
Yeah, one thing I've learned over the years is fix what you SEE first, as many times the apparently more significant problems are actually just downstream of those.
The higher NOx downstream of the SCR/filter would also also be indicative of a clogged DPF. At least, that depends on where the actual sensors are located. Air leaks behind the turbo usually generates a "ghost" code because the degree of restriction is calculated by the mass air flow and the differential pressure through the DPF. There is less air flowing through the DPF than the engine measures, so the apparent restriction is higher than it actually is.
@@Stoney3K that maybe, but it is causing the very real clogging too. Really causing huge pressure difference across the filter, which (unless really completely blocked) goes away after forced regeneration. At least on European specs cars, I have no experience with other, but I wouldn't expect this to be that much different.
Sometimes it takes multiple attempts even with the Tech II. One thing not covered in the service info, is to actuate the DEF line heater, tank heater and pump heater. These three components will not be actuated and prove out unless the DEF temperature is low enough to freeze. By manually actuating them with a scan tool the system will be easier to reset.
Hey Ivan, on many cars the DEF system will not clear codes or perform right if there IS ANY MALFUNCTION with the glow plugs. Due to longer warm up times efficiency of the reduction is reduced and DEF system is blocked. Therefore glow plugs have to be replaced. If the problem occurs again you should take it in to your consideration.
The trick is to command each reductant tank heater on for about two minutes, when doing the third (last) one about a minute in the warnings should go away. That has to be done if there is a reductant tank heater replacement. If that doesn't work then an rfqt then drive for 30 mins without shutting down and do those three times. These systems are a pain, ive had to figure these out since i see lots of diesels.
I learned while working on my daughter's BMW X5d that a DPF regeneration will not run if there are any glow plug faults present. Not sure if GM systems operate the same way.
Side note, I had a 2012 Chevy 3500, to permanently disable those beepers (since he has a flat bed, I bet he just tossed the sensors) all he needs to do is, disconnect the battery’s for 10 minutes, while they are disconnected, pull the fuse out of the main fuse box under the hood for the parking sensors, then reconnect the battery’s. The bcm won’t see the circuit and will not give the warning message even if you hit the button for them on the dash. I did that with mine as I pulled trailers often and the trailer would eventually throw an error message for them and I got tired of the dinger going off all the time
Wow you are awesome dude!!!! I This was a very painful procedure that GMC put you through, but on the other hand it was resolvable without major component replacement. It took a lot of time and energy to read through the servicing procedures and then even more time to actually run them. Great job!!
IVAN YOU ARE SO PERSISTANT AND CONTINUING FIRMLY ALL THE WAY, THATS WHY THE MANUFACTURER SCAN TOOL IS THE IDEAL TOOL TO DO THE JOB RIGHT AWAY WITH NO TROUBLE. I HOPE THE OWNER APPRCIATED YOUR EFFORT AND COMPENSATE FAIRLY!
We have Spinter vans in our fleet. We have about a dozen. I have a 2012. Each one cost $6 000 to repair because of emission hardware issues. Some may have been under recall....not sure I would never own a diesel. Too much trouble.
Talk about persistence. Could feel the happy vibes on message disappearance. Job well done, Ivan, time to ride into the sunset and say Hi Ho Silver away !!
That's an overcomplicated and poorly documented method to handle a warning message! NOx reduction systems are a pain and car manufacturer's development of computer networks on wheels instead of cars, only makes it worse. Great attitude towards a purposely defeating problem!
Actually, thank the government for this BS. The whoel inducement nonsense is part of the regulations for Diesel vehicles equipped with DEF systems. This stupid stuff is a legal requirement...
THANK YOU for the videos on this topic. My 2017 dramax l5p had the same issue. I called a mechanic I use for my work trucks but they couldn’t get to me for 5 days. I bought the GM MDI2 interface and subscribed to the ACDelco the GDS2 software for 3 days. I ran the same reset but it failed due to low particulate levels on nox sensor 1. I reset the sensor and the error went away. Knock on wood and fingers crossed it is fixed. Thanks again!
@@PineHollowAutoDiagnostics Yep my commute takes me past a FedEx depot. You can smell it miles away with all the tractors idling at the dock doors. Still what a PITA that was. Glad the OEM tool worked but wonder why the others didn't? Should be using the same software, must be some kind of security protocol that hasn't been decoded yet. Hm.Who knows.
@@PineHollowAutoDiagnostics I fully support the move to low sulphur fuels and particulate elimination. The standards for generic NOx, however, are ridiculous. Most NOx's are part of nature's nitrogen cycle and essential for life. The sacrifices of reliability and loss of efficiency from the NOx universal restrictions causes more harm than good.
I sure you hope you sent a complaint into Thinkcar. It really rubs me the wrong way when these aftermarket tools, in which we pay extremely good money for, say they will do a job and then do not perform. Great Diag and Persistance good Sir!
I am curious if it would have worked the next day... This is an emissions system and is very strictly controlled, i believe it is setup so that someone can't just keep resetting it, and the factory tool bypasses that while the aftermarket tools are stuck. Random thought, but I know emissions on diesels is STRICT.
Even for dealership techs the DEF system is a pain as you found out. But do it like you did, follow that bulletin you had and do every step exactly as the bulletin says or as the SI info says. If you don’t you’ll just cause your self more frustration. Usually if the test you were doing doesn’t pass in at least 10 minutes then usually it will not. The computer has to see the system working correctly before it will clear the message even without DTC’s setting. Many times just driving them down the highway at steady highway speeds sometimes for 10 to 20 miles the message will just go away because the computer sees the system operating correctly! Also read all the bulletin’s you can find and all of the system operation info you can find to help you out. Do not treat a 2012 like a 2011. Some things that work on an 11 will not work on a 12. Found that out the hard way.
@@PineHollowAutoDiagnostics A few more tips nox2 is notorious for going bad on them nox1 is not as much. One way you can test them is once they’re up and giving out readings meaning they’ve gotten hot enough to be active is to accelerate wide open throttle and then remove your foot from the throttle and then watch nox1 and nox2, usually nox1 one will drop fastest and two will eventually catch up but ideally they should both be 0ppm. It’s not often you’ll see nox2 drop to zero but you would probably want it to be in at least single-digit numbers or the low 20s. Because after a wide-open throttle acceleration when you remove your foot from the throttle it shuts the fuel off to the engine and that’s why they should both drop to 0. If you’re out driving one comparing the sensors and you get readings you just can’t understand or they don’t make sense you need to scroll through the data and make sure that the vehicle is not doing a regen at that time. Because if it is doing a regen it’s gonna be spraying fuel into the exhaust to build heat and that’s gonna throw your nox sensor readings off. Another thing you need to know like on the vehicle in your video once you replace the glow plugs you need to go in and command them on so the computer will see them working by drawing current, if you don’t you may still get the codes until it actually commands them on and sees them working. If you replace the DEF tank you need to go in and command each one of the heaters on for five or 10 seconds, again so the computer sees them working. One last thing you may run into is if the vehicle will not complete a regen, quite often the indirect injector gets clogged and is not spraying enough fuel in the exhaust to build the heat it needs for the regen. During the regen the temp sensor after the DOC needs to reach at least 1100 and closer to 1200° or it will not complete the regen.
Ivan you are right up there with Eric O, Rainman, Alex advanced auto level, and so many other outstanding auto diagnosticians......BUT, I feel that you might have missed this one by not reading the entire initial technical service bulletin on "trouble clearing the DIC on DEF quality poor notice" and following entire procedure recommended. It clearing states at the bottom, after running the RFQT and message does not clear, to do a DPF regeneration......sometimes, especially on the LML, you may have to repeat entire protocol to remove the DIC which is triggering the limp mode. I really believe the 'Thinktool" could have competed this. Thankyou for all your videos and drive for perfection. I am a veterinary surgeon and I strive for perfection no matter how long it takes.
I deal with a lot of Ad-blue / reductant issues here in the U.K. usually service bay malfunction test will take around 40 mins then any warning msg will clear. Before I do the test I like to get the vehicle up to temp so the nox sensors are reading. Reset every reductant component then run the test. I also check the percentage of the nox/reductant cat if it’s available depending on the vehicle. Sometimes a Dpf regen or high rpm regen can bring this figure closer to 0% once the system has been repaired ie injector or nox sensor replaced As you’ve said both nox sensors and ad-blue injector replaced with fresh urea fluid. They are becoming more and more common Great video non the less! I’m a big fan 👍
What i learned from this is that i need a shit load of money to buy multiple scanners to get one to work with current car electronics. OR i need Ivan near me when ever i have an issue.
Another case of a non OEM Scan Tool burning a tech!!! I can't count the number of times I saw that as a GM Dealer Tech when other shops brought in problem cars that seemed to be non-repairable. Good for you sticking to it until you exhausted every last option, many would've just given up!
Hey glad you got this one solved Ivan. I am contemplating buying a bosch mastertech II for these types of repairs. I'm also finding times when I need to reflash TCM, ECM and other modules with updated programs. Any info or thought you can share around the mastertech II would be fantastic!
@@PineHollowAutoDiagnostics would you consider doing a vid on the mastertech 2? trying to decide on purchasing it vs the carDAQ plus 3 j2534 device....
Victory! I'm a truck driver down here in Bedford County, curious to know where that truck stop is. Love trying different foods, my grandparents were Polish so I'm guessing Russian food is similar to Polish food and I love it!
****** On my Autel - aftermarket scan tool I went into special function and pressed button that said 'Reductnant System Tamper Warning System Bay Test' that will run through a self test of the whole DEF system and after 15 minutes test will end and message display in cluster will clear!!! Note - this is what needs done if you 7:13 don't have a current fault code stored but the cluster display warning message won't shut off...****
Wow, all scanners wouldn't do the regen mode!! Only GM scanner could do it. Wow. When i did my regen mode in my truck, i could do it in the menu in the dash. It sounded like a jet airplane!! Loudest one ever at 2,000rpm! Cops came by asking what was going on coz neighbors complained lol!! But great information about the warning messages!! I learned few things what you did. Interesting diagnosis! Great video, Ivan!
I ran into this issue years ago with a customer's 2011 sierra with a duramax. If i recall correctly, we repaired a tank heater that was bad. went through all the system resets, road tests, etc. to try to get the message out after repairing the system. in the end what got the message out was running the def heater bi-directional tests. after running the test for all 3 heaters the warning message went out on the dash. it was about midway through your video when i recalled what it was. we were using a tech 2 scan tool which the shop owned,even with dealer gear it's a pain in the ass to get these warning messages out.
What a cluster. but true to form, you don't give up. A couple of trucker pals complain bitterly about the Def systems making life miserable. On the plus side another NPR to add to the list of jobs done by shear determination.
Ivan, you are persistent, if nothing else! Congratulations on the last ditch effort with the GM tool. Also, many thanks for the tip about the Russian Truck Stop... with a bit of sleuthing, I was able to figure out that it is Kavkaz Restaurant off I-80... I now know that it has the "Ivan Seal of Approval", so will stop by the next time I'm nearby...
I keep getting U029E (lost communications on NOX2) on my 2017 Silverado 2500HD LT 6.6L. New NOX (x2), new DEF pump, and new particulate matter sensors and STILL "Exhaust Fluid System" with reduced MPH. Chevy is CODING themselves into the salvage yards.
If no fault codes are returning since new components were replaced then just need to run self test on DEF module via scan tool like Autel - etc the cluster display warning messages should go away - on the Autel it's under Special Functions of PCM and it's called REDUCTANT SYSTEM TAMPER WARNING BAY TEST.. Push that with engine on / running and wait 10-15 minutes for test to run..If no fault codes return PCM will send signal to cluster module to clear the warning display!
I work for my local DPW and we have a couple Ford F550's with the 6.7 in it. We were having some problems with the DEF system on one of them so we sent it to Ford. The technician at Ford told us that the DEF fluid, once opened, only has a 30-day shelf life and the DEF in the tank was bad. Supposedly all they did was swap out the DEF fluid in the tank and forced a regen and the truck has been fine ever since. We wait for the truck to tell us to add DEF fluid and we only add one jug at a time to make sure it always has fresh fluid in it. It's been a year since we first had that problem and it has not returned since.
@T.J. Kong Yeah, DEF is 67 percent H2O, and the remainder is urea. It can handle additional moisture fine, but don't leave the cap off, or the stuff will tend to evaporate, that is, the H2O part of it (the water) will evaporate, and the remaining urea will crystallize (a white crust, sometimes seen where the stuff gets spilled but then dries up). Once in the crystal/crusty form, it won't turn back to liquid without more water and plenty of heat to make the solids, soluble again. One of the things that happens, is that people will pour in a jug of "dated" DEF, and introduce these crystals, and the crystals are solid enough that they cause the pump inside the tank to quit pumping from clogging. Once this happens, the computer thinks you have run the tank out (or extremely low), and it gives you a visual warning, then an interval of time or mileage before going to next level, and then next level where if not corrected, de-rates power and/or speed until it senses that the tank has been refilled. The tank level gauge (send unit) has no bearing on what other sensors may be (falsely) reporting as a problem to the computer. Too many sensors, not enough logic. Mr. Spock would not approve of the way car builders blindly follow rules laid out by the EPA, with regards to reducing emissions. He would say that their logic is flawed.
Ran into this as well. The one i was working on it turned out to be a bad nox sensor number one was skewed. Had the def system fixed and the shop couldn't get the service emissions system message to go away. I drove the piss out of it and it finally set a code for the first box sensor
Had similar problem, everything looked good. I did a forced regen, reset all systems then did a def quality test. After all that the system cleared and im on the road.
I had been thinking about getting a diesel. I knew about diesel exhaust fluid being needed for newer diesels, but I never knew it would gradually disable your truck until it is unusable when it has a problem. Definitely will only want to look at pre-def trucks. Looks like anything before 2010 model year.
After level 5, Im doing a manual injection pump conversion and pulling fuses out. You could also do a Cummins swap out of an old dozer and have it built cheaper than servicing that POS. You can get 15 to 20mpg and have 900ft lbs of torque.
The problem is where are you going to drive it? If your state dosen't do emissions then you're fine, but in an emissions state that isn't going to fly. And states are getting stricter and stricter with diesels, so like California you aren't even allowed to use older engines (at least in big rigs) they all must have new DFP and SCR systems, if your truck is older, you can't do business in the state.
Ouf! This one was exhausting just to watch. I'm glad you got through it, but it's unfortunate you had to get the OEM tool. This SCR stuff is fussy to a fault.
That's another reason why i like my older diesel cars and trucks before the put all the emission control systems in. I have an 85 Oldsmobile that's diesel and currently waiting to be rebuilt
The cab and chassis trucks of that era were equipped with the LGH Duramax, not the LML. I don't know if that truck was a C&C or a pickup with a custom flatbed. Is there a possibility Autel/Snapon would have performed the resets correctly if it was an LML, but not for an LGH for some reason? Another issue to keep in mind is that NOx sensor can fail with no error codes. They will start drifting as they age and the PCM has no way of knowing whether the reductant injector or catalyst is failing or the sensor is misreading. A final point... the glowplugs can indeed affect the downstream emissions on certain engines, as somebody else already commented. I don't know if this Duramax is one of those engines.
I watch your videos because they are like watching a cliffhanger. Narrator: Will our intrepid hero solve this Gordian knot of a problem before the customer loses all hope? Just when I think you're stumped, the Never Say Die attitude always saves the day!
@@Franklinveterinarycenter1of4 unfortunately, the customer drive the vehicle until it went into limp mode. Despite all the warnings he had to have witnessed. So yeah. Took way to long and way to many attempts to complete this task. I will in the future politely decline this type of repair. Again. Thanks for the video, I feel better about my struggle.
The codes that are causing the service emissions message are stored in another location in the ecm than diagnostic trouble codes. Gm uses the Duramax as a testing tool for autonomous driving. They changed programming architecture when going to l5p. Gm did it on the Duramax because they knew there would be more attempts at cracking the code when they get it secure they can use the same technique on autonomous. The codes that must pass can be read with a $25 scan tool and even the tech2 or tech2win. Also the codes must run and pass 3 times on pre 2015.
RainMan Ray just did one of those preprogrammed solutions where the computer ran the engine for a long time at 2k RPM until things started to glow red. I think it ran for like half an hour. It was scary. He had done it before so he ran the whole test outside because of the heat and noise it produced. And all the error codes went away.
The smell that the procedure produces, is both un-nerving, and alarming. Makes you wonder what the hell is on fire nearby. I'm glad the majority of these re-gens happen at speed on the highway.
Also, consider this, when the owner met you 1/2 way to the restaurant, the regeneration could have occurred during the 1 hour drive (2 hour drive for you to get to shop on initial visit).
Wow that seemed fun.. lol. Not so much when you have to second guess your equipment. Thankfully R2R and jboxs. Just wish they all used the same Operating systems.
Sometimes Turning on all 3def heaters will clear the warning lights. usually command it on, watch for the amp draw to go to the max turn it off then go to the next one.
your thinktool didn't properly warn you that you should only do the RFQT outside, away from other vehicles or anything flammable, similar to the DPF regen.
The moment i saw that T500 i thought "how's the battery doing?" I have a W520 those older ThinkPads are really robust, but at this point they just don't hold enough charge.
At 10:00 when you hit the start and the engine started to rev I thought it was going into re gen mode and the exhaust would be throwing flames. Luckily this video had a successful ending.
The engine uses as much electrical load as possible whilst regenerating the dpf. This includes switching on the glow plugs! The ecu even switches on other high current users like heated seats and ac etc.
@@rkan2 the dpf won't regenerate immediately after a cold start engine needs to be HOT and driving under load to create heat to burn soot in dpf thats why ecu will switch all high amperage users on to load the alternator/engine
@@rkan2 I don’t think you understand the concept of the diesel particulate filter (DPF) regeneration only happens during crusing and only when the DPF is loaded with soot. Forget the cold starts
@@drivewasher That is incorrect. A forced regeneration is when the vehicle is parked and all parameters are meet. You can force a regen with low spot levels as well. Dpf isn’t the issue here in this scr problem.
Recently dealt with this issue. I resolved it by performing an ECU update via GM SPS programming update. This is a glitch with the factory coding, and is resolved on the update.
@@PineHollowAutoDiagnostics They come on to help particle filter regeneratiion. Alot of diesel engines will not regenerate the particle filter with failed glow plugs.
Tank send unit (level sensor) has absolutely no bearing on whether the fault(s) occur. The tank can truly be full, but if the pump is not pumping due to being clogged with crusties, it reports to the computer that it is low or out of DEF. Tank level has no bearing whatsoever on the other conditions. If it did, the computer would be faced with conflicting information. So, it defaults to accepting fault reports from the pump and beyond, giving no weight to the actual level in the tank.
I have to wonder if the net environmental impact of the exhaust fluid injection systems is actually positive. Given all the resources it takes to build and maintain plus manufacture and distribute the fluid it seems it could be a whole lot of added cost and complexity for no real benefit.
I had the same issue on my 2012 2500. It took 3 times with the tech 2 to clear. Wondering if your scanners could have done the same but with more persistence? It even took the GM tech 3 times, but we did the same steps as you! Great video!
Uhh, more than likely the other scanners worked fine, but since the truck was in *DPF REGEN* any of the DEF tests were overridden. The customer driving half way to meet you accidently finished the regen, and the next DEF warning test was successful... DPF regen usually blocks most of everything emissions related, you should know that as a mechanic!
I thought about that for a second too. It could have helped after reading one of the tech posts above. Something to keep in mind. Im working on the exact truck right now (sort of its been parked at my shop with 2 hours of attention). Researching further direction after already run everything Ivan did. One of my tests worked then timed out, got another "beyond limits" msg
@@MattyEngland What is modern diesels when all work the same way just like a gas one and also can be just as much of a pain in butt as diesels when it comes to anything electronics and also anything modern is 90 on up.
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I know some truck owners that will do whatever it takes to keep their pre Def trucks on the road, the have been burned ( no pun intended ) one too many times with Def system issues
Modern diesels are an over complicated nightmare. Between the AdBlue (urea type exhaust fluid), DPF and other ancillary emissions related paraphernalia there's always something going wrong. Had a VW Caddy for just under 2 years from new - numerous issues with it throwing spurious faults due to such things as the AdBlue tank level sensor getting out of whack, or driving in heavy urban traffic for a couple of days and the emissions service light comes on as it's not managed to do a DPF regen (burn off the shit collected) - do a motorway run and it clears itself although of course the owner's manual would have you take it to a dealer immediately. Sure diesel fuel is more energy dense than gasoline but diesel engines really do need a lot of guff to clean up the exhaust output in terms of both gases and particulate (sorry - not sorry to those who think it's cool to roll coal in town centres - IMO that's just being a dick BTW). They're just not worth bothering with any more. Bring on the electrics! And bring on the down thumbs from the "mah freedumbs" :D
Before I go deep in to this video and find Out what this is about. I'm just going to call it and say it's the QLS (Quality level sensor). They go bad all the time. They are so sensitive and normally fail. Worked on a lot of them form International/Cummins dealer. Also the Def coolant valve gets stuck open and is supposed to be NC (normally closed ) when the truck is off. If the valve is stuck open the QLS is subjected to heat additional heat (this coolant is normally used to warm the def in cold conditions) and shouldn't be on 24/7 and it kills the QLS. Now I'm getting near the end it could tripped the tamper fault. Normally if you hit that fualt by removing a connection wire to the def system it trips a fault need to cleared individually form normall faults.
Hello guys I just bought a Colorado Duramax. Has a check engine light, never had a regen, I've been driving it for over 1k miles no problems.. cities near by.. I'm gonna drive from Indiana to Texas next week. Will that work for cleaning the DEF system? Should I clean or replace the Nox sensors?
I know this is an old video, how ever I am having this exact issue with a 2016 3500 6.6. What software and pass though did you use? With being unable to delete this truck i need to be able to do my own service and repairs.
I'm wounder how long that shop had that truck? I know the shop didn't call after the 1st day after their repair & I know you didn't show-up the 1st day the shop called you. I would almost say the owner was without his truck 4-6 weeks
Not a mechanic by any means, but I ended up here because I got this code after replacing my fuel filter on my 2013, ended up just being that my air intake wasn’t totally on and it was getting weird readings and decided it was a def system problem
Silly Ivan, spending hours on diagnosing and repairing the problem. Scotty would have fixed that in 10 minutes by unplugging the ABS sensor responsible for the tacho speed. Vehicle "not moving" results in never reaching the limp mode!
What A Headache on this repair Pretty cool when it did a stay in place Italian Tuneup thought the RPM was gonna keep on climbing Danville not far from me 👍 All Escaped Monkeys accounted for
This is why I gave up driving big rigs, I would end up setting on the side of the road, and since I was not getting paid by the hour but by the load, it all came out of my pocket. Had to give up driving, they completely screwed up big rigs.
Every time I hear someone cry about diag cost and they say ‘all you did was plug it in to the computer’ I think of this. How many thousands of $$$ does one have invested in equipment plus the knowledge do fix this stuff. Proper diagnostics are always worth the money. Great job Ivan!
The way you explain this stuff you would be a great instructor .
Warning Level 12 was when it starts to give you electric shocks. Warning level 13 (aptly numbered) was when it locks you inside the vehicle until you drive to a GM dealer to have them release you, and the vehicle remains disabled until you authorize the repair.
Lol, that's a great feature for dealers. 😅
Yup, that's about what it amounts to!
If you can't drive faster than 4mph after level 5, I wonder how long it would take to get to level 13 😂
don't go giving them any IDEAS!
Level 14, you have to drive to the dealer in reverse.
Hi Ivan. Good to see someone finally working on the dreaded DEF system. A guy on RUclips that works in heavy diesels has dealed with forced DEF regeneration issues and seems to understand their method of operation. His channel is “western truck and tractor repair”. He seems to have a real good knowledge on the ins and outs of the DEF system.
Wow! The mechanical skill you have is mind boggling! Another fantastic fix from the man that never seems to get stumped. You're amazing buddy! 👍 Have a great weekend and God bless you and your family.
I drive a company 2020 Volvo Semi
that I just put 200k on and at 185k
my Big Truck pulled that derate crap
on me, DEF fuel is nasty stuff, it turns to crystal in the tank and injector and the whole regen system
had to be repaired!!! Nice work Ivan!!
Diesels were great in the 1980's and 90's, The more emission garbage they have bolted onto them has absolutely killed them as a reliable powerplant.
Their lifespan is also shortened so they actually don't last much longer than a gasoline engine due to the huge back pressure and heat factors. The EGR systems also inject soot into the cylinders which damage the rings and cylinder walls yielding less life by about 60%.
Imo 2004-2005 is when they got bad since that's when they got DPFs and a whole lot of common rail..
@@Garth2011 Meh - I wouldn't say soot by the EGRs directly damage the cylinder walls. The shoot can shorten the lifespan but of the oil but an EGR causing 60% less life compared to 80s and 90s engines is a long shot..
@@rkan2 Today's Class 11 truckers are claiming 300,000 to 400,000 miles is overhaul time on engines that went 1,000,000 just before DPF days.
I know what you mean. I recently got an 85 Oldsmobile that has 5.7 diesel. Just needed an injection pump ran great for 3 years then decided to rebuild the engine
I was a tech at a GM dealer when these trucks first came out with SCR and we had lots of issues getting the warning to clear after repairs if you run in to this again try the (reductant fluid quality test) if the test passes with a reduction of NoX by about 70% from the front sensor to the rear the system should turn the warning off. These early trucks can be a real pain to get the warning to clear
You're right sir Ivan seems to be an ace at diags. He's one of my "go to guys" when I can't figure something out. You've got to always keep learning when it comes to modern diagnosis in motor vehicles of today,its that simple. You've got to forget about the "Oh I can fix any motor vehicle attitude" if you want to succeed at mechanic work today. Things have become far too complex for that kind of attitude to work anymore and add to that those hybrid/electric vehicles that are becoming more commonplace. I used to think diesels were simple back when I was a young mechanic in the '70's as I basically grew up around them.
I can remember my dad and I working on 2 stroke Commer (UK) and Detroit Diesel in North America. Yes the DEF system is complex to say the least but its all about emissions control and it is a real P.I.T.A to deal with.
On my Autel - aftermarket scan tool I went into special function and pressed button that said 'Reductnant System Tamper Warning System Bay Test' that will run through a self test of the whole DEF system and after 15 minutes test will end and message display in cluster will clear!!! Note - this is what needs done if you 7:13 don't have a current fault code stored but the cluster display warning message won't shut off...
Bad glow plugs actually do lead to elevated soot in exhaust mainly when cold, so mainly when the car us used only for short trips it may result into clogging the DPF. Not properly working glow plugs are one of the most frequent root causes for the clogged DPF issues. Others are "burning oil" (piston seals, leaks in the turbo, along valve stems,...), the use of an incorrect oil (leaving noncombustible ash residues when get burned), air leaks in the intake mainly behind the turbo (not all the air the MAF "sees" makes it to the combustion, so there is excess of fuel, so soot). Practically anything that uses to lead to elevated smoke is causing clogging of the DPF and in better case too frequent regen cycles.
And then it is a question, how the rest of the system responds, whether it can trigger other damage (too frequent DPF regens, leading to SCR injector clogging up because not being activated for way too long too often,...).
Exactly that here in UK few years ago myself got fought with the Ford ranger DPF system blocked due one faulty glow plug so since then first thing to check is a glow plugs among other factors
And glowplugs are needed for regeneration, bad glowplugs causes no regeneration
Yeah, one thing I've learned over the years is fix what you SEE first, as many times the apparently more significant problems are actually just downstream of those.
The higher NOx downstream of the SCR/filter would also also be indicative of a clogged DPF. At least, that depends on where the actual sensors are located.
Air leaks behind the turbo usually generates a "ghost" code because the degree of restriction is calculated by the mass air flow and the differential pressure through the DPF. There is less air flowing through the DPF than the engine measures, so the apparent restriction is higher than it actually is.
@@Stoney3K that maybe, but it is causing the very real clogging too. Really causing huge pressure difference across the filter, which (unless really completely blocked) goes away after forced regeneration. At least on European specs cars, I have no experience with other, but I wouldn't expect this to be that much different.
2006 Duramax. No DEF!!
Sometimes it takes multiple attempts even with the Tech II. One thing not covered in the service info, is to actuate the DEF line heater, tank heater and pump heater. These three components will not be actuated and prove out unless the DEF temperature is low enough to freeze. By manually actuating them with a scan tool the system will be easier to reset.
Hey Ivan,
on many cars the DEF system will not clear codes or perform right if there IS ANY MALFUNCTION with the glow plugs.
Due to longer warm up times efficiency of the reduction is reduced and DEF system is blocked. Therefore glow plugs have to be replaced.
If the problem occurs again you should take it in to your consideration.
Do a lot of systems not require functional glow plugs, especially for DPF regens ? hence they are essential to be operating correctly
The trick is to command each reductant tank heater on for about two minutes, when doing the third (last) one about a minute in the warnings should go away. That has to be done if there is a reductant tank heater replacement. If that doesn't work then an rfqt then drive for 30 mins without shutting down and do those three times. These systems are a pain, ive had to figure these out since i see lots of diesels.
I learned while working on my daughter's BMW X5d that a DPF regeneration will not run if there are any glow plug faults present. Not sure if GM systems operate the same way.
Side note, I had a 2012 Chevy 3500, to permanently disable those beepers (since he has a flat bed, I bet he just tossed the sensors) all he needs to do is, disconnect the battery’s for 10 minutes, while they are disconnected, pull the fuse out of the main fuse box under the hood for the parking sensors, then reconnect the battery’s. The bcm won’t see the circuit and will not give the warning message even if you hit the button for them on the dash.
I did that with mine as I pulled trailers often and the trailer would eventually throw an error message for them and I got tired of the dinger going off all the time
All those fancy scanner tools, and the vehicle codes only clear with an old school, DOS based scantool?!?! That's outrageous! Great persistence Ivan.
Your patience and persistence is very admirable.
Wow you are awesome dude!!!! I
This was a very painful procedure that GMC put you through, but on the other hand it was resolvable without major component replacement. It took a lot of time and energy to read through the servicing procedures and then even more time to actually run them. Great job!!
IVAN YOU ARE SO PERSISTANT AND CONTINUING FIRMLY ALL THE WAY, THATS WHY THE MANUFACTURER SCAN TOOL IS THE IDEAL TOOL TO DO THE JOB RIGHT AWAY WITH NO TROUBLE.
I HOPE THE OWNER APPRCIATED YOUR EFFORT AND COMPENSATE FAIRLY!
We have Spinter vans in our fleet. We have about a dozen. I have a 2012. Each one cost $6 000 to repair because of emission hardware issues. Some may have been under recall....not sure I would never own a diesel. Too much trouble.
I never tried resetting the reductant data like that. You saved my butt and solved a major headache for me!
Talk about persistence. Could feel the happy vibes on message disappearance. Job well done, Ivan, time to ride into the sunset and say Hi Ho Silver away !!
That's an overcomplicated and poorly documented method to handle a warning message! NOx reduction systems are a pain and car manufacturer's development of computer networks on wheels instead of cars, only makes it worse. Great attitude towards a purposely defeating problem!
Welcome to vehicles that are poorly made and designed.
Actually, thank the government for this BS. The whoel inducement nonsense is part of the regulations for Diesel vehicles equipped with DEF systems. This stupid stuff is a legal requirement...
THANK YOU for the videos on this topic. My 2017 dramax l5p had the same issue. I called a mechanic I use for my work trucks but they couldn’t get to me for 5 days. I bought the GM MDI2 interface and subscribed to the ACDelco the GDS2 software for 3 days. I ran the same reset but it failed due to low particulate levels on nox sensor 1. I reset the sensor and the error went away. Knock on wood and fingers crossed it is fixed. Thanks again!
You just had the experience that all def using big rig owners go through quite often.....very expensive and absolutely worthless
However it is nice to drive on the highway and not smell diesel fumes from the big rigs all day 😉
@@PineHollowAutoDiagnostics Yep my commute takes me past a FedEx depot. You can smell it miles away with all the tractors idling at the dock doors. Still what a PITA that was. Glad the OEM tool worked but wonder why the others didn't? Should be using the same software, must be some kind of security protocol that hasn't been decoded yet. Hm.Who knows.
I think I’d rather smell that then the smell it makes when it regens 😊
@@PineHollowAutoDiagnostics I fully support the move to low sulphur fuels and particulate elimination. The standards for generic NOx, however, are ridiculous. Most NOx's are part of nature's nitrogen cycle and essential for life. The sacrifices of reliability and loss of efficiency from the NOx universal restrictions causes more harm than good.
I sure you hope you sent a complaint into Thinkcar. It really rubs me the wrong way when these aftermarket tools, in which we pay extremely good money for, say they will do a job and then do not perform. Great Diag and Persistance good Sir!
I am curious if it would have worked the next day... This is an emissions system and is very strictly controlled, i believe it is setup so that someone can't just keep resetting it, and the factory tool bypasses that while the aftermarket tools are stuck.
Random thought, but I know emissions on diesels is STRICT.
Even for dealership techs the DEF system is a pain as you found out. But do it like you did, follow that bulletin you had and do every step exactly as the bulletin says or as the SI info says. If you don’t you’ll just cause your self more frustration. Usually if the test you were doing doesn’t pass in at least 10 minutes then usually it will not. The computer has to see the system working correctly before it will clear the message even without DTC’s setting. Many times just driving them down the highway at steady highway speeds sometimes for 10 to 20 miles the message will just go away because the computer sees the system operating correctly!
Also read all the bulletin’s you can find and all of the system operation info you can find to help you out. Do not treat a 2012 like a 2011. Some things that work on an 11 will not work on a 12. Found that out the hard way.
Yup service info was absolutely key on this one!
@@PineHollowAutoDiagnostics A few more tips nox2 is notorious for going bad on them nox1 is not as much. One way you can test them is once they’re up and giving out readings meaning they’ve gotten hot enough to be active is to accelerate wide open throttle and then remove your foot from the throttle and then watch nox1 and nox2, usually nox1 one will drop fastest and two will eventually catch up but ideally they should both be 0ppm. It’s not often you’ll see nox2 drop to zero but you would probably want it to be in at least single-digit numbers or the low 20s. Because after a wide-open throttle acceleration when you remove your foot from the throttle it shuts the fuel off to the engine and that’s why they should both drop to 0. If you’re out driving one comparing the sensors and you get readings you just can’t understand or they don’t make sense you need to scroll through the data and make sure that the vehicle is not doing a regen at that time. Because if it is doing a regen it’s gonna be spraying fuel into the exhaust to build heat and that’s gonna throw your nox sensor readings off. Another thing you need to know like on the vehicle in your video once you replace the glow plugs you need to go in and command them on so the computer will see them working by drawing current, if you don’t you may still get the codes until it actually commands them on and sees them working. If you replace the DEF tank you need to go in and command each one of the heaters on for five or 10 seconds, again so the computer sees them working. One last thing you may run into is if the vehicle will not complete a regen, quite often the indirect injector gets clogged and is not spraying enough fuel in the exhaust to build the heat it needs for the regen. During the regen the temp sensor after the DOC needs to reach at least 1100 and closer to 1200° or it will not complete the regen.
Ivan you are right up there with Eric O, Rainman, Alex advanced auto level, and so many other outstanding auto diagnosticians......BUT, I feel that you might have missed this one by not reading the entire initial technical service bulletin on "trouble clearing the DIC on DEF quality poor notice" and following entire procedure recommended. It clearing states at the bottom, after running the RFQT and message does not clear, to do a DPF regeneration......sometimes, especially on the LML, you may have to repeat entire protocol to remove the DIC which is triggering the limp mode. I really believe the 'Thinktool" could have competed this. Thankyou for all your videos and drive for perfection. I am a veterinary surgeon and I strive for perfection no matter how long it takes.
I deal with a lot of Ad-blue / reductant issues here in the U.K.
usually service bay malfunction test will take around 40 mins then any warning msg will clear.
Before I do the test I like to get the vehicle up to temp so the nox sensors are reading. Reset every reductant component then run the test.
I also check the percentage of the nox/reductant cat if it’s available depending on the vehicle. Sometimes a Dpf regen or high rpm regen can bring this figure closer to 0% once the system has been repaired ie injector or nox sensor replaced
As you’ve said both nox sensors and ad-blue injector replaced with fresh urea fluid.
They are becoming more and more common
Great video non the less! I’m a big fan 👍
Another reason to have multiple scan tools, especially o.e.m. scan tools.
Good fix Ivan!
Ivan, that was ugly! You never quit and in the end persevered. Congratulations. Thanks for Sharing!
What i learned from this is that i need a shit load of money to buy multiple scanners to get one to work with current car electronics. OR i need Ivan near me when ever i have an issue.
Another case of a non OEM Scan Tool burning a tech!!!
I can't count the number of times I saw that as a GM Dealer Tech when other shops brought in problem cars that seemed to be non-repairable.
Good for you sticking to it until you exhausted every last option, many would've just given up!
Hey glad you got this one solved Ivan. I am contemplating buying a bosch mastertech II for these types of repairs. I'm also finding times when I need to reflash TCM, ECM and other modules with updated programs. Any info or thought you can share around the mastertech II would be fantastic!
It's a great pass-through, especially for GMs!
@@PineHollowAutoDiagnostics would you consider doing a vid on the mastertech 2? trying to decide on purchasing it vs the carDAQ plus 3 j2534 device....
Victory! I'm a truck driver down here in Bedford County, curious to know where that truck stop is. Love trying different foods, my grandparents were Polish so I'm guessing Russian food is similar to Polish food and I love it!
Exit 192 on I-80...middle of nowhere haha
****** On my Autel - aftermarket scan tool I went into special function and pressed button that said 'Reductnant System Tamper Warning System Bay Test' that will run through a self test of the whole DEF system and after 15 minutes test will end and message display in cluster will clear!!! Note - this is what needs done if you 7:13 don't have a current fault code stored but the cluster display warning message won't shut off...****
Wow, all scanners wouldn't do the regen mode!! Only GM scanner could do it. Wow. When i did my regen mode in my truck, i could do it in the menu in the dash. It sounded like a jet airplane!! Loudest one ever at 2,000rpm! Cops came by asking what was going on coz neighbors complained lol!! But great information about the warning messages!! I learned few things what you did. Interesting diagnosis! Great video, Ivan!
Warning level 11 all lights flash with horn pulsating, vehicle can only be driven in reverse .5 mph.
lol
There're videos of trucks driving down the road backwards. They are on the way to the dealer.
I ran into this issue years ago with a customer's 2011 sierra with a duramax. If i recall correctly, we repaired a tank heater that was bad. went through all the system resets, road tests, etc. to try to get the message out after repairing the system. in the end what got the message out was running the def heater bi-directional tests. after running the test for all 3 heaters the warning message went out on the dash. it was about midway through your video when i recalled what it was. we were using a tech 2 scan tool which the shop owned,even with dealer gear it's a pain in the ass to get these warning messages out.
I've had my 1500 baby deisel for two months, and this warning just came up! I hope this is not a lemon law violation!!!
What a cluster. but true to form, you don't give up. A couple of trucker pals complain bitterly about the Def systems making life miserable. On the plus side another NPR to add to the list of jobs done by shear determination.
Ivan, you are persistent, if nothing else! Congratulations on the last ditch effort with the GM tool. Also, many thanks for the tip about the Russian Truck Stop... with a bit of sleuthing, I was able to figure out that it is Kavkaz Restaurant off I-80... I now know that it has the "Ivan Seal of Approval", so will stop by the next time I'm nearby...
Kavkaz is highly recommended :)
I keep getting U029E (lost communications on NOX2) on my 2017 Silverado 2500HD LT 6.6L. New NOX (x2), new DEF pump, and new particulate matter sensors and STILL "Exhaust Fluid System" with reduced MPH. Chevy is CODING themselves into the salvage yards.
If no fault codes are returning since new components were replaced then just need to run self test on DEF module via scan tool like Autel - etc the cluster display warning messages should go away - on the Autel it's under Special Functions of PCM and it's called REDUCTANT SYSTEM TAMPER WARNING BAY TEST.. Push that with engine on / running and wait 10-15 minutes for test to run..If no fault codes return PCM will send signal to cluster module to clear the warning display!
I work for my local DPW and we have a couple Ford F550's with the 6.7 in it. We were having some problems with the DEF system on one of them so we sent it to Ford. The technician at Ford told us that the DEF fluid, once opened, only has a 30-day shelf life and the DEF in the tank was bad. Supposedly all they did was swap out the DEF fluid in the tank and forced a regen and the truck has been fine ever since. We wait for the truck to tell us to add DEF fluid and we only add one jug at a time to make sure it always has fresh fluid in it. It's been a year since we first had that problem and it has not returned since.
Another reason you should only buy a diesel if you drive it 50+ miles a day.
@@_RiseAgainst True. Short trips will ruin your wallet
@T.J. Kong Yeah, DEF is 67 percent H2O, and the remainder is urea. It can handle additional moisture fine, but don't leave the cap off, or the stuff will tend to evaporate, that is, the H2O part of it (the water) will evaporate, and the remaining urea will crystallize (a white crust, sometimes seen where the stuff gets spilled but then dries up). Once in the crystal/crusty form, it won't turn back to liquid without more water and plenty of heat to make the solids, soluble again. One of the things that happens, is that people will pour in a jug of "dated" DEF, and introduce these crystals, and the crystals are solid enough that they cause the pump inside the tank to quit pumping from clogging. Once this happens, the computer thinks you have run the tank out (or extremely low), and it gives you a visual warning, then an interval of time or mileage before going to next level, and then next level where if not corrected, de-rates power and/or speed until it senses that the tank has been refilled. The tank level gauge (send unit) has no bearing on what other sensors may be (falsely) reporting as a problem to the computer.
Too many sensors, not enough logic. Mr. Spock would not approve of the way car builders blindly follow rules laid out by the EPA, with regards to reducing emissions. He would say that their logic is flawed.
Ran into this as well. The one i was working on it turned out to be a bad nox sensor number one was skewed. Had the def system fixed and the shop couldn't get the service emissions system message to go away. I drove the piss out of it and it finally set a code for the first box sensor
Had similar problem, everything looked good. I did a forced regen, reset all systems then did a def quality test. After all that the system cleared and im on the road.
I had been thinking about getting a diesel. I knew about diesel exhaust fluid being needed for newer diesels, but I never knew it would gradually disable your truck until it is unusable when it has a problem. Definitely will only want to look at pre-def trucks. Looks like anything before 2010 model year.
Just delete it.
@@thunderroad7289 heavy fines and not highway approved vehicle use
After level 5, Im doing a manual injection pump conversion and pulling fuses out. You could also do a Cummins swap out of an old dozer and have it built cheaper than servicing that POS. You can get 15 to 20mpg and have 900ft lbs of torque.
The problem is where are you going to drive it? If your state dosen't do emissions then you're fine, but in an emissions state that isn't going to fly. And states are getting stricter and stricter with diesels, so like California you aren't even allowed to use older engines (at least in big rigs) they all must have new DFP and SCR systems, if your truck is older, you can't do business in the state.
Glad to see you brought out the Tech 2 Win...
Ouf! This one was exhausting just to watch. I'm glad you got through it, but it's unfortunate you had to get the OEM tool. This SCR stuff is fussy to a fault.
the best mechanic ever, i wish i could be close to take my car to. he responded my email. thanks sir.
That's another reason why i like my older diesel cars and trucks before the put all the emission control systems in. I have an 85 Oldsmobile that's diesel and currently waiting to be rebuilt
The cab and chassis trucks of that era were equipped with the LGH Duramax, not the LML. I don't know if that truck was a C&C or a pickup with a custom flatbed. Is there a possibility Autel/Snapon would have performed the resets correctly if it was an LML, but not for an LGH for some reason? Another issue to keep in mind is that NOx sensor can fail with no error codes. They will start drifting as they age and the PCM has no way of knowing whether the reductant injector or catalyst is failing or the sensor is misreading. A final point... the glowplugs can indeed affect the downstream emissions on certain engines, as somebody else already commented. I don't know if this Duramax is one of those engines.
I've seen that catalyst being replaced, it's massive. Thanks Ivan!
I watch your videos because they are like watching a cliffhanger.
Narrator: Will our intrepid hero solve this Gordian knot of a problem before the customer loses all hope?
Just when I think you're stumped, the Never Say Die attitude always saves the day!
xD
Thanks for the video. I managed to use a Snapon Zeus and completed the test successfully
how many tries did it take......3 times?
@@Franklinveterinarycenter1of4 unfortunately, the customer drive the vehicle until it went into limp mode. Despite all the warnings he had to have witnessed. So yeah. Took way to long and way to many attempts to complete this task. I will in the future politely decline this type of repair. Again. Thanks for the video, I feel better about my struggle.
The codes that are causing the service emissions message are stored in another location in the ecm than diagnostic trouble codes. Gm uses the Duramax as a testing tool for autonomous driving. They changed programming architecture when going to l5p. Gm did it on the Duramax because they knew there would be more attempts at cracking the code when they get it secure they can use the same technique on autonomous. The codes that must pass can be read with a $25 scan tool and even the tech2 or tech2win. Also the codes must run and pass 3 times on pre 2015.
RainMan Ray just did one of those preprogrammed solutions where the computer ran the engine for a long time at 2k RPM until things started to glow red. I think it ran for like half an hour. It was scary. He had done it before so he ran the whole test outside because of the heat and noise it produced. And all the error codes went away.
The smell that the procedure produces, is both un-nerving, and alarming. Makes you wonder what the hell is on fire nearby. I'm glad the majority of these re-gens happen at speed on the highway.
Also, consider this, when the owner met you 1/2 way to the restaurant, the regeneration could have occurred during the 1 hour drive (2 hour drive for you to get to shop on initial visit).
Wow that seemed fun.. lol. Not so much when you have to second guess your equipment. Thankfully R2R and jboxs. Just wish they all used the same Operating systems.
Sometimes Turning on all 3def heaters will clear the warning lights. usually command it on, watch for the amp draw to go to the max turn it off then go to the next one.
your thinktool didn't properly warn you that you should only do the RFQT outside, away from other vehicles or anything flammable, similar to the DPF regen.
Hey Ivan, saying DEF fluid is like saying department of redundancy department.
The moment i saw that T500 i thought "how's the battery doing?" I have a W520 those older ThinkPads are really robust, but at this point they just don't hold enough charge.
You can get new battery from China for 20-30$ + shipping.
@@petrnemecek4379 i got 2, one doesn't work at All and the other one lasts for like 30 minutes
At 10:00 when you hit the start and the engine started to rev I thought it was going into re gen mode and the exhaust would be throwing flames. Luckily this video had a successful ending.
The engine uses as much electrical load as possible whilst regenerating the dpf. This includes switching on the glow plugs! The ecu even switches on other high current users like heated seats and ac etc.
Should do that when just driving after a cold start tbh!
@@rkan2 the dpf won't regenerate immediately after a cold start engine needs to be HOT and driving under load to create heat to burn soot in dpf thats why ecu will switch all high amperage users on to load the alternator/engine
@@drivewasher yes, but with all the loads you'll reach operating temp earlier.
@@rkan2 I don’t think you understand the concept of the diesel particulate filter (DPF) regeneration only happens during crusing and only when the DPF is loaded with soot. Forget the cold starts
@@drivewasher That is incorrect. A forced regeneration is when the vehicle is parked and all parameters are meet. You can force a regen with low spot levels as well. Dpf isn’t the issue here in this scr problem.
Recently dealt with this issue. I resolved it by performing an ECU update via GM SPS programming update. This is a glitch with the factory coding, and is resolved on the update.
I'm screaming at the video, change the glowplugs as they're needed to warm the exhaust to carry out regenerations. 😄.
No need to scream, they are just for cold starts lol
@@PineHollowAutoDiagnostics They come on to help particle filter regeneratiion. Alot of diesel engines will not regenerate the particle filter with failed glow plugs.
1:43 Had similar issue on my van at work. In this case, i would check DEF level sensor...
Tank send unit (level sensor) has absolutely no bearing on whether the fault(s) occur. The tank can truly be full, but if the pump is not pumping due to being clogged with crusties, it reports to the computer that it is low or out of DEF. Tank level has no bearing whatsoever on the other conditions. If it did, the computer would be faced with conflicting information. So, it defaults to accepting fault reports from the pump and beyond, giving no weight to the actual level in the tank.
Got to love Tech 2 Win Now that I have a working J-box. Great Job my friend.
Essential for the infamous Saturn Astra haha
I have to wonder if the net environmental impact of the exhaust fluid injection systems is actually positive. Given all the resources it takes to build and maintain plus manufacture and distribute the fluid it seems it could be a whole lot of added cost and complexity for no real benefit.
You can't stop the bleeding, by wiping the blood up from the floor.
TECH 2 REQUIRED
NO PARTS 👍😁
GREAT VIDEO
Downloaded this and a Watch Wes Work video to my phone so I can watch them on my flight home from Florida to New Hampshire
Crazy how many scanners it took to fix the issue
Use a refractor to measure def concentration
I had the same issue on my 2012 2500. It took 3 times with the tech 2 to clear. Wondering if your scanners could have done the same but with more persistence? It even took the GM tech 3 times, but we did the same steps as you! Great video!
I have seen this take as many of 3 and 4 times to rid this problem even at dealerships.
Uhh, more than likely the other scanners worked fine, but since the truck was in *DPF REGEN* any of the DEF tests were overridden. The customer driving half way to meet you accidently finished the regen, and the next DEF warning test was successful... DPF regen usually blocks most of everything emissions related, you should know that as a mechanic!
A touch of arrogance?
@@brucebratschi4300 Perhaps...
But how tech’s know diesel systems??
I thought about that for a second too. It could have helped after reading one of the tech posts above. Something to keep in mind. Im working on the exact truck right now (sort of its been parked at my shop with 2 hours of attention). Researching further direction after already run everything Ivan did.
One of my tests worked then timed out, got another "beyond limits" msg
Modern diesels are horrible bloody things. Give me a gas engine any day.
Wrong blame the EPA for this all BS
@@SHSPVR That's why I said modern diesel engines not all diesel engines, because modern ones have a whole bunch of environmental systems attached. 🙄
@@MattyEngland What is modern diesels when all work the same way just like a gas one and also can be just as much of a pain in butt as diesels when it comes to anything electronics and also anything modern is 90 on up.
Agree. And crazy expensive per gallon. Average $5.60 here in Wa.
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I know some truck owners that will do whatever it takes to keep their pre Def trucks on the road, the have been burned ( no pun intended ) one too many times with Def system issues
Nice work! All from the captains chair and no dirty hands! Do GM and Chrysler have a similar program for a OEM scanner?
Check the pressure differential sensor,most likely a plugged DPF ( diesel particulate filter)!
DPF was fine :)
Modern diesels are an over complicated nightmare. Between the AdBlue (urea type exhaust fluid), DPF and other ancillary emissions related paraphernalia there's always something going wrong. Had a VW Caddy for just under 2 years from new - numerous issues with it throwing spurious faults due to such things as the AdBlue tank level sensor getting out of whack, or driving in heavy urban traffic for a couple of days and the emissions service light comes on as it's not managed to do a DPF regen (burn off the shit collected) - do a motorway run and it clears itself although of course the owner's manual would have you take it to a dealer immediately.
Sure diesel fuel is more energy dense than gasoline but diesel engines really do need a lot of guff to clean up the exhaust output in terms of both gases and particulate (sorry - not sorry to those who think it's cool to roll coal in town centres - IMO that's just being a dick BTW). They're just not worth bothering with any more.
Bring on the electrics! And bring on the down thumbs from the "mah freedumbs" :D
What scanner is that, mines user interface looks exactly the same but is a TopDon- this helped a lot with things being in the same place
well ivan, thank god for this 1. this problem was a real butpincher
Have a tech 2 for my Saab. You could remove the park assist module from the system with the tool.
Great video sir. I was wondering how you like your think tool scanner. I couldn't quite make out which one you were using. Pros and cons?
Before I go deep in to this video and find Out what this is about. I'm just going to call it and say it's the QLS (Quality level sensor). They go bad all the time. They are so sensitive and normally fail. Worked on a lot of them form International/Cummins dealer. Also the Def coolant valve gets stuck open and is supposed to be NC (normally closed ) when the truck is off. If the valve is stuck open the QLS is subjected to heat additional heat (this coolant is normally used to warm the def in cold conditions) and shouldn't be on 24/7 and it kills the QLS.
Now I'm getting near the end it could tripped the tamper fault. Normally if you hit that fualt by removing a connection wire to the def system it trips a fault need to cleared individually form normall faults.
Ivan, do you think your snap on Verus D10 could have handled this situation had you updated the software? I was where it was 17.2.
What scan tool are you using? Seems to have a lot more functionality than my old Solus Ultra
Hello guys
I just bought a Colorado Duramax. Has a check engine light, never had a regen, I've been driving it for over 1k miles no problems.. cities near by.. I'm gonna drive from Indiana to Texas next week. Will that work for cleaning the DEF system? Should I clean or replace the Nox sensors?
One more thing, does the thinktool pros list DPF differential pressure pid?
There is a Chinese tech 2 tool you can get for relatively cheap. It has some glitches in it but works 99%.
I know this is an old video, how ever I am having this exact issue with a 2016 3500 6.6. What software and pass though did you use? With being unable to delete this truck i need to be able to do my own service and repairs.
Info: The Toyota i worked on will not do a DPF regeneration, if any other codes for “stuff” like bad glowplugs are stored.
I'm wounder how long that shop had that truck? I know the shop didn't call after the 1st day after their repair & I know you didn't show-up the 1st day the shop called you. I would almost say the owner was without his truck 4-6 weeks
Not a mechanic by any means, but I ended up here because I got this code after replacing my fuel filter on my 2013, ended up just being that my air intake wasn’t totally on and it was getting weird readings and decided it was a def system problem
thanks a lot for posting videos i am apperentice and learning so much from you.
Silly Ivan, spending hours on diagnosing and repairing the problem. Scotty would have fixed that in 10 minutes by unplugging the ABS sensor responsible for the tacho speed. Vehicle "not moving" results in never reaching the limp mode!
What A Headache on this repair
Pretty cool when it did a stay in place Italian Tuneup thought the RPM was gonna keep on climbing
Danville not far from me 👍 All Escaped Monkeys accounted for
This is why I gave up driving big rigs, I would end up setting on the side of the road, and since I was not getting paid by the hour but by the load, it all came out of my pocket. Had to give up driving, they completely screwed up big rigs.