THIS Could get EXPENSIVE...DEF Exhaust Fluid Quality Poor (Cruze Diesel)
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- Опубліковано 20 лип 2024
- This 2014 Chevy Cruze Diesel is fussing about the DEF (Diesel Exhaust Fluid) Quality and is counting down the miles until it becomes a BEACHED WHALE!
Owner said he added some fresh DEF, but the warning did not go away!
P249D-00 Closed Loop Reductant Injection Control At Limit - Flow Too Low
Let's read some service info on this code and run a "Fluid Quality Test" with the ThinkTool PROS.
Place your bets now...is this Cruze going to be EXPENSIVE to fix??
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Enjoy!
Ivan - Авто та транспорт
My story : This is all true. Im not a mechanic (electronics repair tech) but been watching your channel for some time and past week by family diesel car had a injector failure. Right on the same time i had to pay for a funeral and some **** that is better to laugh than to cry. I thought i have little to lose, next stop was towing so watching how you diagnose on the spot that gave me inspiration and somehow gave me courage to check it too on the street. Used a cheap obd scanner, message stating "injector open or shorted" i then proceeded to disconnect piping etc take engine cover and multimeter in hand, detected a bad contact of wiring to the injector #2 . Contact cleaner on 4 injectors amd put the bent pins back as proper as possible and machine is now working better than before surprisingly. Thank you.
Good job!
It's been reliable except the $6,000 transmission replacement. 😂
That’s how most cars go
@@angelcelis9090 Buy manuals.. a whole new clutch kit is usually only $300.
@@angelcelis9090 Really, I've never replaced the transmission in any vehicle I've owned and I'll bet I've owned a lot more than you.
@@dskwared2u610 lol you’re adorable.
@@dskwared2u610
The last tranny I swapped out cost me 60 bucks and it ran like an absolute gem. Aussie Commodore 4L60E behind a yankee Buick V6.
Hey Ivan, I’m a diesel truck tech. I work on these systems all day every day. There is a lot going on here.
The situation you’re in happens to me a lot. NOx conversion efficiency issues with no fault found in shop. On my end, it’s typically because when I’m doing testing at the shop, the engine/aftertreatment is not loaded enough to show the symptom fully (The fault will return when the customer takes the truck and is pulling a hill fully loaded)
So basically, here’s how I have been troubleshooting these will a very high level of success. I make 100% sure there is nothing wrong with the DEF itself. I will do the quantity test with the injector removed through the software. I check the quality of the DEF with a refractometer (It needs to be 32.5 % urea) then I test it for contamination with a test strip. If all is good, then I can 100% say it is not a DEF issue.
At this point, either a NOx sensor is intermittently drifting or the SCR catalyst is starting to weaken. This is where a conversation needs to be had with the customer. If the price is right on a NOx sensor, ruling them out by replacing them with OEM ones are sometimes necessary… However, some manufacturers do have a NOx sensor verification test, which just wakes up the sensors and does not inject DEF for a certain amount of time while the engine runs. You can compare the values. At first, the outlet sensor will read lower as DEF deposits clear out of the SCR. After 15-20 minutes, they should read exactly the same. If the readings aren’t exactly the same, one or both of the sensors are drifting.
If at this point you are still seeing issues, the SCR catalyst has failed… and this not cheap. As you can tell, this is rarely the sort of fault you find a smoking gun. All you can do is use logic and communicate with your customer.
I hope I gave you some helpful info for the future. It’s rare I get to share my knowledge on the topic as it is fairly niche.
Another thing you can do is watch the nox sensor readings along with doing the steps you stated first. Sometimes the outlet will read higher than the inlet which is physically impossible which narrows down very quickly your troubleshooting to a nox sensor issue. Also I have seen a stuck open thermostat cause def quality codes before actually throwing coolant temp too low for engine operating condition codes.
Yup after diagnosing a few Duramax emissions issues my diag process is about identical to your description 👍😉
@@PineHollowAutoDiagnostics Fun stuff! Misunderstood by many.
DEF/DPF is definitely making more people go with less-efficient gas-powered vehicles, burning more fuel. Thanks EPA.
Every day something new and strange to solve, Ivan. Your channel is very educational. Ray Magliozi of Click and Clack once said that being a physician is easier than being a mechanic because they only have to deal with one make and two models.
Whoops I think it was Tom Magliozi, not Ray. I got them mixed up. 😁
Ut Prosim
I’ve owned a Cruze deisel since new 205,000 miles on it now, I bought my own fancy gm scan tool & I had this fault before, ran the test you did in this video & the fault never came back
Also replaced the heater twice in my car, once under warranty and again at like 160k. Doing my own mtc this is a great car, for the average person I’d say stay away
Hopefully, you solved your problem. I had the same DEF quality countdown 4 times over the last four months with my 2017 GMC Canyon. At first, the error code indicated nox sensor failures. I replaced both. Bought a bi-directional scanner so I could do the reductant fluid quality test (must pass to clear speed restriction countdown). Worked for a short while, then returned. This time I got a P040B code. I replaced the EGR sensor and reran the quality test. It passed the test and all was good for a few days until the DEF quality countdown returned. This time, there are no error codes, and running the quality test cleared the DEF warning. Now I'm bracing myself for it to happen again. On the bright side, the $300 scanner I bought was a great investment. Never going diesel again!
I have never touched one of those systems and would be happy to keep it that way. Good to see the Thinktool got the job done, I really like mine so far. Thanks Ivan. Nice work. 👍👍🇺🇸
Good result, forcing the regen. In the Uk I had a very low percentage of diesel vehicles on my books. Now in Spain, I do mainly diesels. Most of the manufacturers use PSA group (Peugeot/Citroen) engines, blocked dpf's are very common and also very common to get them in with no Eolys and for the fiats no def. As an aside, I had a 2019 Fiat 500l which I had to connect to the SGW just to reset the service data. Great video Ivan.
My morning cup of coffee ☕ with Ivan. I'm always eager to learn from Ivan. Dr O and others. My buddy was asking about purchasing a new scan tool. From Ivan recommendation. I pointed him to the Think Tool scanner. Told him it has lots of capabilities including coding. Thank you Ivan.
I preferred diesels when they had some glow plugs, a mechanical fuel pump and a stop solenoid lol...
I do like the multi-part videos you do but I especially like the one part videos, mainly so the customer doesn't have to dig too deep into their pockets 😉
Could have been slightly contaminated fluid due to condensation in the tank, as the Alldata info on the code suggested. Just running enough fluid through the system cleared that right back out.
That doesn't even make sense DEF is just watered down urea and since it is already 2/3 water you would need some major condensation to alter the percentage but the condensation itself isn't an issue because it is likely cleaner than the water they used to make the DEF in the first place
Ivan, interesting to see you work through this. Your going to need to spread some old grease on that ThinkTool Pro so you can at least get a little bit dirty while fixing stuff. Thanks for Sharing!
Nice video and interesting seeing you go through the steps. When I had semi trucks we ran into issues with crystals building up on the injector and causing issues. Idling and not getting up to operating temperature seems to cause a lot of the issues since the system needs a lot of heat to work properly.
Same here i live in Australia, i used to drive a Kenworth T359, T610 and T900 and yes they do have problems with doing burns but i find it better if you thrash the crap out of them, push every gear to the limit they seem to drive better I’ve only driven Roadranger though love Kenworths just sad im stuck with a German Mercedes Benz Actros with an auto 😔
Well in Europe we got SCR-DEF system on PSA vehicles, in addition of DPF. They tend to crap at low mileage. Solution, remove-unplug DEF components, and re flash modded ECU map with SCR-DEF disabled
Working on GM can be so much fun But thanks for putting your self out there you have helped a old diesel guy be far better at trouble shooting this new over computerized vehicles
I work on Med and heavy duty trucks and we often have to do forced regents on trucks. It’s normal for the readings to be all over the place during regen. There is a range they should stay between that varies between Trk type. It’s usually pretty obvious when a sensor is off.
While this may have been a little boring to you, for me it was a wealth of information. Thank you Ivan!
The cruze should have run the DEF when it requires it. That should be done every few months. Like you go in the settings menu in the cluster and command it. I had to run the DEF cleaning on gmc Denali pick up. It ran 2800rpm over an hour, sounded like jet engine lol. You just have to put an external big ass fan front of the carto cool the rad, as it can run up to 500-600 degrees! It's dang hot!! But i got the nox down to low acceptable levels. Great job Ivan!
I drove an Isuzu NPR for a while that had a similar condition after running a regeneration cycle shutting down and restarting took care of it, the issue eventually cleared up and the truck is still in use
You had a build up of crystalized def in the scr.The quality test burned it off.Thats why the nox ppm went down on the outlet sensor during the test. The ppm spread is correct if system is working correctly you should see single digit ppm on outlet sensor
Looks like similar system to adblue on Peugeot vans injects urea fluid into exhaust to lower the nox content always plagued with issues, usually down to the injector or the fluid levels
That's one of them cars that slipped through from another universe...
in Europe, mechanics manage to switch the Ad-Blu off and "trick" the engine computer to "ignore" the readings, I have heard that's it fairly common.
And if caught, they will probably jail you and the mechanic and let a murderer go free.
@@phprofYT true story...we delete them if customer wants
@@phprofYT come to Africa my friend, no laws and/or legislation for emissions in most our third world countries, plus, with our climate, poor fuel quality/roads and such, emission components tend to fail so we just delete them from the engine computer
@@phprofYT All they do is to fine you and the mechanic and require you to re-inspect the car.
But the fines are painful if discovered.
Emergency vehicles are exempt from the inducements like lowered speed and torque, all they do is to light up that darn light.
Like I always never say, don't look a gift repair in the scope! Another surprise repair! Love it! 😆😆😆
The heater in the DEF tank was a known issue and has a TSB where it’s replaced free. Once replaced, it doesn’t present a problem. That throws a different code than the DEF fluid ( NoX issue).
Using certain DEF fluids can cause this issue. I tried the expensiveBlue DEF Platinum and it threw this code. Replaced that expensive Blue Def Platinum with regular Blue DEF fluid and code cleared itself. This was likely a NOX issue , not actually bad DEF. A simple forced regen fixed the problem.
Have same ‘14 Cruze CTD with just under 300k mi. Best repair made to car was the def delete. This is the weak part on this car. It was a constant source of problems leaving me in limp mode way too often. After delete only repairs were alternator and a/c compressor at 150k. Turbo at 225k and plastic water line. Fun car to drive
Hopefully you live in an area where NOx emissions are not an issue. If you live in a big city a delete is downright irresponsible.
Yup, pretty neat. Thanks Ivan!
Def faults are the bane of a diesel mechanic. If it doesn't have something flat out broken, it can be the hardest problem to fix. I have had def injectors pass flow test but fail drive cycle. Nox sensors that are intermittently reading wrong.
I had a 2012 Cruze Eco 6MT. Fun to drive, but tons of problems within the 20,000 miles that I owned it. So glad I dumped it early.
I could be wrong, but I suspect a reduction in NOx without urea being injected is likely due to an ammonia slip converter being used as part of the scr system.
I'm so sad this week. I'm having to retire my 2014 Cruze Diesel that has about 200,000 mi. I'd made some slight changes to this vehicle to make it road worthy of driving on ranches and down ranch roads. IIt took me through college, farming jobs and multiple life changing road trips across the Southwest US. This car was such a great car and I'd buy another in a heartbeat. Sad sad that Chevy doesn't offer this any longer. Shame to the other auto makers for moving away from diesel cars.
When I saw that fault code "Exhaust Fluid Quality Poor" I thought it was an April Fools joke until I realized it was a diesel. Expected to see "Blinker Fluid Low" next ! 🤣
Will get to watch the video tonight when i get home!!
Ivan ,over the pound,we love diesels, but you hit the nail on the head when you said the code came on a long run,,what seems to happen,if the car is on short runs a lot,the cat does not get hot,so does not burn the cat clean,after a while it thought a code,this does happen with local cars taken on a long run,the cure,every month go shopping 1hour away,good video.
We have a few of them around here, and about that mileage the intake butterfly valve gets clogged up with soot where the EGR dumps in the intake and causes DPF performance codes. They also have a recall on the Def heater.
Not a recall. A special policy depending on age and mileage
@Charlie Magoo ya sorry thats what I meant.
Afternoon Ivan.
Had a 92 Toyota pickup to fix ..
New fuel pump..
Truck...crank no start.
Following what I learned..powers and grounds.
The truck is done..
Lots of work tracing bad grounds. Broken green crusties galores..
In between work schedules. I got it running. The last bit was a smoked EFI relay. Again thank you Ivan and Dr. O...If I can do it...So can you. Yes sir..with minimal tools. Including a meter that reads milli volts. I traced everything.
Win!
Had this problem when they made this in school busses back in 2011. Problems first 3 year of manufacturing always. Had leaks, malfunctioning sending units and all kinds of broken stuff not covered by manufacturer we had to pay for to fix. Was all junk.
I have an iDash for my ‘18 Canyon 2.8l Duramax, I can tell you that NOx is always in single digits for sensor 2 when driving (for mine a 90-95% reduction is normal). For the quality warning I have found that if the vehicle is a daily driver it will clear 95% of the time running the test; the other 3% is either a NOx sensor or DEF injector, 2% is the pump.
DEF can expire but even in hot climates that takes ~1 yr so is usually not a concern for daily drivers.
Honestly I feel that the emissions parameters are too tight for the computer to throw a code; and the fact that it takes 15 cold starts to get rid of the code if everything is running normal again is a pain. So quick to throw a code on narrow parameters and difficult to get rid of the code is an issue.
Thanks for the test to regen the system. Why can't the computer max out the injector every so often or at least before the speed limit count down to clean it? Need a Russian hack or Highway only.
Always lots of issues with DEF systems, even the fluid has a short shelf life. See a lot of problems with people not letting the Regen run, but have seen some issues with the injectors.
Diesel engine with exhaust injection seems like an engine with AdBlue technology.
AdBlue (Urineum) is sprayed into the diesel exhaust fume before the cat. to change the molucair structure of the gasses to a environmental friendlier one (NOX, CO2).
Én fin, the lambda sensors before (or after) the catalytic converter has a failure: wrong readings of the mixture.
Or the AdBlue injector has a failure. The AdBlue level is to low. Or the unit that warms up the AdBlue before injection has a failure.
Another possibility could be the diesel exhaust filter is full. But thats probably not the case here.
downstream NOx sensor takes a lot longer to start reading. running the reductant quality test after a short test drive, ~10 miles, is better than driving it to get it to wake up.
This problem (limp mode/def heater) is covered by dealer under 120k miles. Im not the "go to the dealer" type of person at all but when this happened to me I did some research. Found out it's a def heater fault and its covered under 120k mi. They said if that's the problem it's covered if not the diagnosis alone is $400. They replaced it completely free and 55k mi later haven't gotten the fault.
Looks like a heat cycle on the injector got rid of any crystalization that was causing inconsistent readings.
The reason the ppm was lower on the downstream at the beginning of the test was because the Def fluid is stored in the catalyst and it takes time for this to be used before the sensors read equal. A good test is to disconnect the injector and drive for 10-20 miles and both sensors should read the same if they are ok.
That's genius where did you learn that
There has been a lot of this affliction around for a while. I have to wonder if their is a correlation with the fertilizer debacle and they may be thinning it out or something.
I have a 2014 Cruze Diesel that I bought new in October '14 - currently have 181,000 miles. DEF heater failed at 75k, replaced under (emissions) warranty. Timing belt at 100k as directed by the car. Nothing but fluid, filter and tire changes. Still has the original brake pads & rotors. Zero squeaks or rattles. January 2023, I get this message. I figured, I haven't spent anything on this car in almost 200k miles, so I fired the parts cannon. New upstream NOX, downstream NOX, injector. Total was about $600 at Rockauto for Genuine GM. Installed in less than an two hours. Super easy except the downstream NOX, gotta take off the whole aero panel underneath. Cleared all codes and drove 35 miles, all clear. I don't have a bi-directional scanner but I was reading 99ppm NOX1 and 0ppm NOX2 on my cheapo unit. One of those sensors had failed, still not sure which one. Still a great car, I love mine. Trifecta tune really wakes up the diesel and doesn't affect fuel economy.
About the transmission... that little Aisin unit is a proven machine. Made by Toyota! They don't have a dipstick - maybe one of the cooler lines leaked out all of the ATF? Also, when the factory fluid is worn, they downshift ROUGH. Mine was rattling the change out of the cupholders in the 5-4 kickdown. Replaced fluid with expensive Amsoil stuff and it was back to smooth as butter again. I wonder if a shady shop sold your customer on a new trans when it just needed a fluid replacement.
Had the same code on my ‘14 Cruze TD. Needed a new DEF pump.
Thanks Ivan for this video.
Don't need a vehicle that causes that much trouble with it's exhaust system!
In my 58 years on this earth I have owned 5 cars and I haven't ever had problems with any transmissions. Is it just me or is $6,000.00 a lot to pay for a transmission repair with just over 100,000 miles? It is probably just me. In your assessment of costs for this car, you forgot to mention that the fuel is about $1.00 more per gallon, Ivan. Great video!
I won a 2014 Chevy Cruze diesel from a copart auction for $2,100 spent another $1,000 fixing the body damage at home And I did a DEF delate The car runs great....
I bought a rusted to total F high mileage 2002 F250 powerstroke last fall that gets me to work and back during mud season but at least it doesn't take DEF.
7.3 PSD excellent. Crank sensor and or IPR and glow plugs the only issues.
Had so many .
@@MitzvosGolem1 if it ain't plugged in, it ain't starting. Haven't owned it long enough to see how it cold starts in the middle of summer yet. The belt tho. Finally got one that doesn't screech constantly.
@@pantherplatform softer belts .. I put hi tack on mine 😆
Good result, but a bit underwhelming :-) I was expecting a complex situation to solve, but it turned out to solve itself with the exhaust fluid test. I should have known, with a 16 minute video :-)
BTW, I think Jessica V (below) has a good point.
the reason it wasnt showing the same between sensors without def dosing is because it works the same as a regular cat converter without the def. and the nox sensors arent like o2 sensors they dont heat up fast and they dont start giving acurate readings until they hit much higher temperatures then readings will stabilize. also to raise tempurature there is a seperate injector for diesel that dumps extra fuel at the scr system to raise tempurates before def dosing occurs. also min. percentage is 73% efficiency to pass regen cycle on most vihicles so 80% is ok but not great. you want to see 90% or better ideally.
I have the same problem.
I took my car to the James wood Chevrolet here In Denton Texas.
They been trying to fix the problem for the last 6 months and still having the same issue.
How is that possible that a Chevy Dealer that sell this cars, they cannot fixed it after 7 Months.
I’m very disappointed with Chevy Dealers.
One of my coworkers used to have a 2.0 cruze that he nicknamed "the puddle jumper".
Ivan, can you do a tool video showing what you typically carry for mobile calls?
Cool idea!
It kind of makes you wonder if the owners of these newer diesel cars actually allow them to run the regen cycle when it trips normally. I've seen some of my tow truck operators cancel the regen process every so often because they don't want to or can't wait for it to complete. Then I get stuck having to run the regen process manually because the trucks end up speed limited. But cool stuff Ivan. I don't think I've ever seen a Chevy Cruze diesel.
Short trips and never getting a complete regen creates problem codes. You don’t see many Cruise diesels because they were $4000 extra on the base price.
You barely see any Cruzes now. They're all in junk yards.
@@jamesofallthings3684really? My brother in law has 165k on a 2014 and my 2015 runs great. A unicorn of a car and misunderstood, but not in junk yards. 60 mpg highway is not unheard of.
Our diesel cruze has done it twice in a couple trips of 100 miles the past couple weeks. It's at 100,000. I did what you did the first time and it set the codes within a week. Run the test again and it's been off for a couple weeks. I'm thinking that the downstream is possibly going bad. My duramax downstream failed after a couple of trys.
One of those weird one off CEL gets commanded on, but puts the system into needs service mode. I guess the test basically lets the system stretch it’s legs. I don’t like those, just lose confidence in the vehicle, would almost
Rather it be a dead NOX or control issue, at least you could “confirm”
The fix
Off topic but I can't believe the garbage being sold at the part stores. I've been in business about 6 years and had more warranty issues in 5 months then I've had in 6 years. I do a oil pan on a 2009 traverse. The new pan had a hair line crack and of course I couldn't see it until every thing was back together and filled. Then the other day I do 2 2016 dodge caravan front pads and rotors. Both come back with squilling when it rains. The only time I've ever had a squilling issue is when I put cheap pads on a customers car because that's all they had in stock, so I never did that again. Now it seems the good pads are now cheap as well. I don't know if anyone else is having issues but here in Cleveland Ohio its bad.
Getting worse by the day, you're not alone!
So is there anyway you could do a video to illustrate the thought process behind why you went with the Thinktool, initially?
Exhaust fluid... sounds to my untrained ears similar to blinker fluid, but it's not April fool's day anymore xD
back home we used to remove those systems completely from the car by remapping the ecu 😂😂 now being in the usa I just know it’s illegal!
2021 ford f550 truck you need to run the regen quite often and own a good scan tool just to work daily
That's crazy... I don't think I would own a Modern Diesel
Because manufacturing DPFs, DEF fluid, etc, and transporting all that stuff all over offsets the particles that come out of the diesel exhausts they go in... 🤦
Probably just needs the adblue injector cleaned. Very common to get crystallisation in them
I’d guess if you exited the vehicle and deployed nose near tailpipe you’d detect urea in use.
That DEF fluid is hygroscopic so keep the tank as full as possible with quality DEF in accordance with company specs.
The quality test is that not just a regenerating cycle? As the car is only driven for short distances it never get the chance to regenerate the exhaust system.
Hi Ivan. On semi trucks, the engine computer would sometimes "derate" power due to the Diesel exhaust system particulate filter being clogged. The exhaust fluid system needed to "regen". So the poor driver would have to sit there with the engine at high idle for the system to burn off the the crud in the particulate filter before the computer would allow full power again. So maybe the Diesel Cruze was doing the same thing to clean its particulate filter?
Didn't set a code for DPF, only DEF 😅
Bingo, that’s what happened here. Owner interrupted an automatic regen too many times ( there’s no light on when regenning) and a forced regen like done here was required to fix the issue.
Don’t know if this is helpful, on my 05 pilot have similar issue except my error is 84-1. I found that the acceleration numbers are not changing with live data. Looking for a yaw/acceleration sensor for less than $700 (ohm). I noted in your video the acceleration number was 0.4, which is where mine is stuck.
I have had that happen twice on my 21 duramaxx. I put AD Blue DEF in it to fix the problem. Did that system self check once. I had put cheaper DEF in it before. It checks for % of Urea in solution. If it is low, this code comes up. Is there a standard for DEF? I did buy mine at North 40, the cheap stuff. They are well known to sell lubricants that do not have SAE certificates.
Might not be enough flow of DEF. It's reducing by 80% when you're idling but only about a 50% reduction, sometimes even less, during the test when you were revving to 2500 RPM or so.
Irony, as I just saw South Main Auto do one of these recently as well. crap needed reset in the computer XD
Gotta love the EPA for that junk.... Bring back regular, simple diesels...
We gets this on our firetrucks with the Cummins engines and the first diagnostic step is beat on the DEF tank with a rubber mallet. lol Usually happens after filling the tank and for some reason if the quality sensor gets bubbles on it it will set this code. Cummins has set the parameters so tight in the ecm that it doesn't take much to set it.
Safety problem?
@@salcas8190 Not really. The programming is such that is won't allow the truck to shut off or derate. It just throws the code. If you don't address it in a day or two it will cause an issue. It's more annoying than anything.
DEF.... just takes the piss.
Literally 😂
I think the injector is leaking slightly, just enough that it barely needs to send any command to achieve the target. I guess the real test would be to look at another of the same engine under similar conditions and see if the command is higher. I am surprised you didn't take the injector out and test it, is it really difficult to remove?
I think you should have your own UA-cam channel, Jessica. I agree with you and I've read several of your past postings. You certainly know your stuff.
@T.J. Kong I mostly disagree (though good editing is indeed difficult!). I think the technical stuff could be crap and that doesn't matter so much. The important part is being comfortable, engaging, and energetic on camera. That is also the hardest part for a lot of people, myself included. Putting someone whose element is CAD, textbooks, and code in front of a camera doesn't end well.
@T.J. Kong I know I'm in the minority here, but I personally much prefer less produced channels (seems you might, too). And yeah, they're not the biggest of the big, but there are plenty of them around with a respectable following. How much writing, storyboarding, light and sound, editing and sponsor engagement do you think Louis Rossmann does? It's just video after video of barely planned extemporaneous ranting, but it works and a lot of people love it because the guy has great on-camera energy. Sure, maybe that's the difference between a 500K and 50M sub channel, but those "small" channels are still enough to make someone a living.
@T.J. Kong Interesting. I used to watch Mentour but I honestly stopped because it is too produced for me. Stuffed with stock footage and overexplaining simple concepts. I very much enjoy Blancolirio. There seems to be some X-factor where once channels get to a certain size, they become difficult to watch. There are a handful of exceptions though. Some of the other big channels I actually enjoy are Safiya Nygaard, Matthias Wandel, Claire Saffitz, Rachel Maksy, Townsends, and Evan and Katelyn (recently their editing has become way too much though). But, I can only take that stuff in small doses. Mostly it is smaller channels. The sweet spot for the absolute best S-tier channels is probably in the 50k-200k range: PHAD (naturally), The Signal Path, Stefan Gotteswinter, Mariah Pattie. Sucks how the "algorithm" can make it hard to find such gems.
$6000 transmission - must have been a dealer repair at that price.
These engines are absolutely everywhere here in Europe joint GM Fiat Powertrain product what could possibly go wrong 🤣
I have 250,000 on my Cruze diesel runs beautiful and it’s been deleted since new no def fluid and all the fluids changed
I got a real education during the development of BlueTEC and still don’t understand how injecting watered down piss can work.
When a diesel engine is operated stop and run the system starts to get clogged the it will have to be regen again
Iv got a 2014 sitting. They no longer make a dpf filter for it anymore
This looks like it may be the same car I just saw on Craigslist for sale and tried to buy. Same miles, same issue. Was the side of the car scraped up?
Modern diesels suffer from urban driving, highway use vehicles are less prone due to reaching operating temperatures. The client may provide useful information when asked about their driving profile. Should the answer be mostly urban driving, suggest they take it on a maximum load highway drive once in a while.
Can you do a manual regen with that scanner
The customer says this first happened on a long highway drive. Perhaps he refueled at a station with poor quality fuel?
This is a "normal" condition ever since they started using DEF (diesel exhaust fluid) for emissions. The particulate filter plugs up a bit and you need to run a "regeneration" cycle to burn it off. Many a trucker has cursed this system, as it takes time away from doing their job ! Me included.
i have always said the better the fuel economy the more it cost to fix. that is why i drive a 1994 ram 2500 and a 2002 ram 1500
Yeah, but wait until the prohibit it for environmental reasons. Soon you'll probably have Low Emission Zones coming to your towns... In a few years I'll have to discard a very good, but older car, only because I won't be allowed to drive it in the city...
@@johnnyblue4799 that might happen i live in southeast alabama usa and out in the country hopefully will be a long time. i have enough parts to rebuild these vehicles several times i am 66 don't ever plan on buying another vehicle but will see how it goes
This is a common problem with this type of system , esp when dealing with short heat cycles , ( not fully warmed up ) the injector will develop a crust on the end , that restricts flow , and will set this and several other codes , Its always good practice to remove the injector and clean the tip with warm water and retest , we see this A LOT with units that idle for long periods ,
i know the SCR system is " new, different and scary " but once you understand it and use it properly "NO short trips " it as a rule is very reliable ,
So what you're saying is that we can't use our vehicles the way we need them due to a stupid design? If I don't use it, of course it's very reliable...
@@johnnyblue4799 No, what is being said is that if you bought a diesel for short trips, light loads and city driving…you bought the wrong tool for the job.
That's the real problem - these "fully environmental" diesels were designed for motorway, not city use. I have problems with my turbo-diesel CMax, due to predominantly short trips.
@@vg3430 While i 100% agree with you technically, that is not how these cars were marketed. These were saviors of the planet due to low fuel consumption according to the marketers.. Find a dealer that sold them that warned potential buyers that these were a poor choice for short trips...you wont. These cars were literally the greatest thing since sliced bread! How was a 31 year old secretary or dental assistant or office worker to know any different?
Now those same marketers and governments are pushing hybrids and electrics as the NEW greatest idea since sliced bread. Many if not most subs to this channel have greater than average knowledge about vehicles and it is easy to forget that most of the buying public doesn't.
The only advice I have is that the harder the government pushes, the more suspect we should be. It's enough to make you weep.
@@stevewhite3424 I agree completely with you. Alas…it’s the consumer’s responsibility to know what they’re buying. If a consumer relies solely on what a marketing department, salesperson or gov’t agency tells them, then unfortunately in the words of P.T. Barnum: “There’s a sucker born every minute.”
i have a 2014 cruze 2.0 diesel i had gotten a P20EE code and it turned out i just got bad diesel
Rule number one of computer programming; garbage in equals garbage out.
So, these extra emissions devices that reduce pollutants need to have a test done that runs for an hour burning diesel fuel the whole time, nice.
I was thinking of buying a new or near new turbo diesel twin cab ute (pick up truck) recently . After looking into all the types of diesel technology especially DPF and all the issues people are having I am staying with my old diesel landcruiser at this stage . Toyota Hiluxes with fifth injector technogy are unreliable and particularly dirty when they do a burn off and have been booked by local environmental officers and toyota not really helping after the trucks are booked. Adblue DEF fluid technology mainly on bigger trucks in australia seems a better way to go but looks like more issues than just paying for extra fluids after watching this vid . I now don't trust the way things are progressing with governments pushing EV,s and maybe diesel will be taxed out of existence in a way to remove them off the roads starting with cars then small trucks then big trucks with big tax on diesel fuel with rebates only for big trucks. It's a difficult decision to maybe spend 80k on any diesel pick up atm. Anything could happen in the next ten years with leftist governments getting into power pushing accelerated changes for EV,s etc and diesel is right in their sights for removal asap as whats happening in europe . Diesels are great for fuel economy low down torque and towing heavy loads gasoline is too expensive down here for bigger pick trucks and large engines generally . This video just reinforced my decision to stick with my old truck sink some $$$ into engine rebuilding and see what eventuates in the near to mid future. Sorry for the long rant but it's frustrating these days to make decisions on new small truck purchases.
@noel castle Good points, these diesel emissions systems can work very well and they can bring emissions down to "who needs an EV" levels. Toyota stuffed up their DPFs ...other manufacturers do not have the same issues. I think its totally unfair to be booked for regen smoke, unless they can prove you have been driving around with a Christmas tree of lights for a while.
@@andrewthompsonuk1 there's been a class action against Toyota down here , premature failures of DPF,s with bills sometimes up to 10k for replacement units not being covered by warranty. As I said Toyota not wanting to get involved with cases against burn off pollution leaving their customers to try to argue with authorities about the legalities of burn off smoke. I must admit they are really bad when they do a burn off , other drivers especially young ones are taking their rego numbers reporting to the EPA and the EPA are following up wanting the cars repaired and presented for testing . Toyota are playing hard ball not helping and generally not co operating with authorities will be interesting to see how they react if the class action and EPA complaints go against them they are becoming arrogant and think they can ignore government regulations it's damaging their very good reputation but they don't seem to care.
Nice repair tho Ivan! lol
injectors can block up maybe it was partially blocked
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