Daf adblue filter change

By posting content to TruckNet, you're agreeing to our terms of use and confirm that you have read our Privacy Policyand our Cookie Use Policy. You acknowledge that any personal data you post on TruckNet may be accessed by other members of TruckNet and visitors to the forum. Advanced search. Contact Us. The daf guy just told me they clean out the ad blue excess crystallized build up. Ive had this 4 times already on a 59 plate. Whereabouts do the clean, i take it this is just with warm water.

They don't replace any sort of filter do they? Pain in the arse really. Offside front wing off ,fuel tank moved ect ect.

Looking at the world through a windscreen since Don't dilute or contaminate the fluid in any way. Stupid little bloody filter that filters the purge air pulse. Pull the little swine out and chuck it.

Dont need warm water as only air passes through the diffuser. On Mercs you got to chuck the filter then rev the engine to max for 5 seconds and engine check light then goes from flashing to solid amber to show stored fault on MR ecu.

You got to use the merc das to erase the fault and put the lamp out on the dash. The light comes on if the pressure drops too low to force the add blue into the exhaust gas downstream of the turbo charger. And thats caused by the piddlin little plastic filter. The add blue has its own filtering system. And you think its a pain now? Last edited by Bking on Tue Nov 27, am, edited 1 time in total.

Anyway that truck is still sitting at the workshop its nearly 4 weeks now, mines constantly ets the exhaust system warning and have been told to ignore it, starting to hate the bloody things these days.

The other day i had oneof our cfs in and it told methe adblue injecter wasnt working but it wasnt that simple if you dont know adblue is feed to theinjecter by air pressure and in the end i found out a stone had flicked up and split the air feed pipe all done now.

Why haven't DAF sorted this seemingly common fault out by now? I have a CF Although the truck can be started but it cranks for a long time even after replacing the batteries with new ones. Also, anytime the Engine warning lamps comes on during driving, the engine power derates to like 10mph with very thick black smoke emerging from the exhaust, Please help as am confused and worried.

I need your help as there is no DAF dealer here. This truck does not have the adblue system as it was manufactured before the regulation was enacted. Please helpBy posting content to TruckNet, you're agreeing to our terms of use and confirm that you have read our Privacy Policyand our Cookie Use Policy. You acknowledge that any personal data you post on TruckNet may be accessed by other members of TruckNet and visitors to the forum. Advanced search.

Contact Us. Volvo have spent hours llooking at it and can not find the fault. I am just waiting for my large bill when it packs up altogether. I dont think the system is fit for the job. Operating the exhaust brake will also raise the exhaust gas temperature, so you could try this and see if it helps.

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Some Euro VI engines actually have a throttle which restricts the flow of air through the engine on over-run to prevent the system from over-cooling. At Euro VI, a 'lazy' engine will actually burn fuel for no purpose other than to keep exhaust gas temperature up. You could try some thermal wrap around the exhaust upstream of the SCR box to keep the gas hotter DAF put this on as standard at Euro V, it's one of the features of the ATe engine pack.

Some guys here get problems because the regen cycle is not being completed fully, if it is interupted before it is full finished, the system does not dry it's self out and the liquid crystalizes in the injectors etc. I had the problem with mine when I first got it but only because the previous driver had missused the system, I had it cleaned out and reset, 18 months ago and never had any problems since Touch wood.

Two thermal sensors measure the exhaust gas temperature as it enters and leaves the SCR cat and the NOx sensor sits in the middle. It sounds like the input thermal sensor is operating outside its perameters and giving a low temp signal and reducing add blue injection until you give the engine a dose of throttle which will raise gas temperature and bring it back into operating range.

Meanwhile the NOx sensor is being told that the engine operating temperature is normal but due to reduced add blue injection it senses high nitrous oxide levels. Cat B From what has been said i gather the Volvo has only 1 NOX sensor. For a vehicle to use AD -BLUE certain criteria has to be met ,Firstly the temperature before and after the CAT has to be over degrees C ,and the engine has to be under load ,example pulling up a hill fully loaded as that is when most NOX is created.

Contrary to popular belief AD-BLUE is not continually injected as soon as the engine is started Things that you may have problems with are. A cause of poisoningblown turbo where oil makes it's way in to the CAT Lastly the NOX sensor itself ,is it too sensitive I haven't mentioned wiring as hey it's a VOLVO not a DAF Have they contacted their tech help desk ,after all that is what it is there for Now i know none of that has technically helped youthough saying that ,the system should be generating a fault code.

After a couple of trips to the local dealer there was still no reason for it to keep happening. Eventually the dealer suggested taking samples from the vehicle tank. Sure enough the two samples came back as contaminated with a high salt content. The dealer blamed our adblue supplier but we knew that the other 3 wagons in the yard were fine. Eventually the sample people said that the level of content in the DAF's tank could only have come from urine!

I was in favour of making all our drivers take a urine test to see which one was responsible!Emulator may work incorrectly if VIN code not programmed into the emulator. You can order pre-programmed emulator, or you can purchase programmer device for V4 type emulators and change the program anytime you want. Also, you can make more accurate programming by writing VIN code of the truck to the emulator for better compatibility. At first step you should locate harness in the front of truck.

You need to lift up the front hood and locate the plastic cover passenger side.

SCR system installation on the vehicle

There are 13 clips that holds up cover of the plastic box. Please open these clips carefully with a flathead screwdriver. Keep in mind that some trucks has wire C named as B and C as B. Now when you located all necessary wires you can connect emulator wires directly to the corresponding wires on the truck.

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The wire that has a higher voltage just a tenth of a Volt difference is a CAN High, and it must connect to the green wire of AdBlue emulator. Wire with the lower voltage is a CAN Low. It must connect to the yellow wire of AdBlue emulator. Next step is to remove fuses. Fuse box is located inside of the truck dashboard panel on the passenger side. Pull out fuse of AdBlue SCR module upper right corner, first column from the right side, first fuse from the top and fuse No.

After the installation no errors are displayed. Indicator from the AdBlue tank shows the level of fluid. To validate the connection of the emulator, you must unscrew the emulator cover, turn the key and look whether 2 LEDs light up inside the emulator.

The first LED indicates the proper connection of power supply.

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The second light indicates a proper connection of CAN line. Start the engine and press hardly gas pedal, then turn off the engine. Next turn on the ignition switch only on the ignition, without starting the engine and push the accelerator for seconds. Turn off the ignition, then restart the engine. After the installation of the emulator, there should not display any errors associated with SCR AdBlue gauge level.

daf adblue filter change

AdBlue emulators are illegal in some countries. You should check your local laws or laws of those countries that you might cross with your vehicle. AdBlue emulator alters SCR system thus makes the vehicle to produce higher exhaust gas emissions. By purchasing any AdBlue emulator, you assume full responsibility for the use of the device. We will not accept any liability for any consequences associated with usage of AdBlue emulator devices.

We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.By posting content to TruckNet, you're agreeing to our terms of use and confirm that you have read our Privacy Policyand our Cookie Use Policy. You acknowledge that any personal data you post on TruckNet may be accessed by other members of TruckNet and visitors to the forum. Advanced search. Contact Us.

AdBlue Emulator V4 NOx installation manual for DAF XF trucks

This is my first post on here so I hope I'm in the right section. I would be grateful of some advice. A couple of weeks ago I had a daf lf 55 in with an emission warning on dash. Some help required please. Thanks in advance of any help. Remove the test union and bend the air feed out the way. Unscrew small plastic filter from the valve, small flat bladed driver gets it and chuck it in the bin. Next a kettle of boiling water into the valve. Reconnect the air pipe with test union.

Fire up the motor and red line it for a couple of seconds. Flashing managment light will go to solid amber stored fault now not current fault Need DAS to put out lamp on MR ecu. Thanks for the replys You have posted.

The merc was changed till today so hopefully it will be blocked diffuser valve like you suggested. The daf lf is still causing me a headache so anymore help is appreciated. Flushed with hot water and was able to clear faults with Texa diagnostics so all good now. But lf is still causing problems.

Thinking about it being possible blocked or contaminated exhaust cat. I have changed these and cured various problems as if one is out the ad-blue will not dose correctly and can then cause problems. The solenoid on the fuel pump doesn't generally show up on diagnostics I have a Delphi but I changed it on all of my vehicles, 5 LF's and 1 CF usually after I had all the others changed and this cured to problem.

I have found that with LF's sometimes the faults it shows are where a sensor starts giving readings out of the set parameters and doesn't mean it is faulty.

I found this out the expensive way but changing each sensor as the diagnostics showed it was faulty and sometimes changing them twice. I hope this helps. The fault codes showing up on Texa diagnostics are and There are 2 specific fault codes ,with a fault tree to follow, and it may just be that the ecu needs an update ,I suggest you go back to the dealer and get them to check the ecu software for the engine is up to date. As that is the first item DAF suggest you check and update. DAVIE can programme it out.

Though the correct way to extinguish the lamp it to drive it loaded up a gradient there is a fair bit involved ref temps etc. But over the period you have driven it you have met the criteria etc and that has put the lamp out itself. Did a fair bit of motorway and fully loaded so yeah I s'pose that has done the trick. Will keep an eye on it. I understand the temp has to be something like c and the engine puts out most NOX when working hardest.

Be good to get the temp right on the dash too. Sent from my iPhone using Tapatalk.

daf adblue filter change

Board index All times are UTC.The AdBlue tank standard tank capacity 60 litres, but also available in 45 and litre versions is located on the right-hand side between the wing and fuel tank. The diameter of the tank tube is small enough to prevent accidental introduction of the diesel nozzle. The AdBlue gun has a valve at the end that is released by magnets located on the tank entry point and so it's impossible to accidentally fill up another tank for instance, the main fuel tank with AdBlue.

The AdBlue intake duct — a level gauge is also installed on this — is surrounded by a hose in which engine water circulates. Opening of the heating system is regulated by a temperature sensor. The AdBlue filter system includes a prefilter on the tank and a fine-mesh filter located on the pump intake. The latter is positioned under the rear cab suspension bar inside a sealed casing that also contains the control unit for dosing the AdBlue.

Adblue Controle de emissões - DAF XF 105.460

Ducts are in stainless steel or plastic insensitive to the oxidising effect of AdBlue. They are heated by engine water between the tank and pump and an electric coil between the pump and dosing module located along the chassis.

The dosing module, which is fed with compressed air and AdBlue, is connected to an injector located on the exhaust pipe. The entire AdBlue storage, dosing and injection system has been subjected to testing in extreme climate conditions, both in Scandinavia and Spain, to ensure system reliability complies with European regulations. The quantity of AdBlue to be injected is calculated by a control unit dosage unit that receives various types of input, for instance, the temperature of exhaust gases in the catalytic converter, quantity of fuel injected in the engine, flow of aspirated air and environmental conditions.

DAF Filtration Truck Parts

The catalytic converter, together with the silencer, is located underneath the battery casing and comprises ceramic elements containing rare metals. The temperature in proximity to the catalytic converter is measured by two probes, one at the intake and one at the outlet of the silencer, to check atomisation of the AdBlue.

Home Kit SCR system installation on the vehicle. Distribution of AdBlue Iveco motors. SCR system installation on the vehicle The AdBlue tank standard tank capacity 60 litres, but also available in 45 and litre versions is located on the right-hand side between the wing and fuel tank.Original Poster.

Search My Stuff What's New 3 12 24 DAF LF DPF Regeneration Issues!! I've had it from new, and it's only covered 42, miles. However, since almost day one we've had problems with the DPF.

The filter has been changed twice by DAF, as well as other bits and pieces, but it is still regenerating far too often and for far too long. So far DAF Heathrow's answer has been "take it on the motorway every weekend for a long run".

daf adblue filter change

Unfortunately that's not something my business requires of the truck, nor is it something we do with the other same spec trucks, and they have zero DPF issues! Has anyone encountered similar problems? What is the solution? Faulty EGR valve? I will be taking it to DAF tomorrow for them to investigate. It's driving me nuts as all these regenerations are impacting our day to day business. Massive headache. With DPFAdblue, EGR etc I'm fairly certain through my own suffering that some trucks work and some do notno easy answer really but the dealer has a valid point regards blasting the soot out down a motorway once a weekwell worth trying imho.

I assume OP you're doing very short journeys around the airport? The MAN's don't but they're a different gravy when it comes to engineering quality. Thanks for the reply.

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We tried the motorway blast yesterday and the soot level kept going up and up! After this it did an hour long stationary regeneration smoky and smellyand when we left work last night the soot level was at zero. Let's see what it decides to do today! Mindy99 1 posts 30 months. All new truck diesels have dpf or they don't meet euro6 emission standard. Iveco 6litre just doesnt have egr but you still need regen its dpf, they're just marketing that, but they still need regens or else how do they oxidize the soot in dpf.

MAN are no different than other marques in regards egr and certainly german engineering isnt always ace, ask VW. The issue is how much egr fraction you have at different rpm and loads.Call our Sales Team on However, Euro-6's very tightly controlled emissions limits mean trucks will be rather more picky when it comes to their daily diet of fuel and oil.

This is as much to do with the exhaust after-treatment box as the engine itself. That means using the right fluids and establishing a maintenance regime for cleaning the ash deposited in the diesel particulate filter DPF inside them. Last but not least, every Euro-6 truck will use AdBlue to some degree or other, and the implications of AdBlue issues on the road will be tougher than ever. Fuel standards If your fuel currently includes a significant amount of biodiesel you need to be aware that truck manufacturers are adamant only fuel complying with the European diesel standard EN is permissible in this first generation of Euro-6 engines.

Fuel injection equipment manufacturers such as Bosch and Delphi oppose any fuel other than ENfearing long-term consequences to fuel injection equipment. However, most truck manufacturers have sanctioned higher bio-contents on a case-by-case basis, usually after fitting appropriate seals in the fuel system and adopting strict filtration:Mat flexibility ends for Euro-6, mainly due to concerns about the effect of biodiesel on emissions and the after-treatment system, so fuels such as B20, B30 and B will be off-limits.

Tests show that biodiesel increases the amount of NOx generated during combustion. Euro-6's NOx limit is so tight that this is unwelcome. This shortens the DPF cleaning interval, raising maintenance costs. None of these issues would have an immediate catastrophic effect on an engine, but it is clear they are best avoided.

daf adblue filter change

Even though EN diesel is compulsory for the first Euro-6 engines, this does not necessarily spell the end of the road for high bio-content fuel. Technical solutions that address and manage these risks are sure to emerge, with Scania for one indicating that it plans to cater for even B in the foreseeable future.

Alternatively, truck manufacturers may choose to accommodate individual customers by making a 'commercial decision' and adjusting contract hire prices to cover the risks and maintenance implications of high biodiesel blends. Oil issues All Euro-6 trucks have diesel particulate filters in their exhaust after-treatment boxes. These are 'wall-flow' filters that force the exhaust gas through the filter substrate's porous walls, trapping even the smallest sooty particulates and ash. This ash is principally the burnt remnants of metallic additives in the tiny amount of engine oil that gets past piston rings into the exhaust stream.

These oils produce less ash, so the DPF needs cleaning less often. Their low sulphur and phosphorus content is also kinder to catalysts. This has implications if you currently use one of the popular E7 mineral oils or a more expensive semior fully-synthetic E4: neither is right for Euro David Spence, channel marketing manager for Chevron Lubricants, the company behind Texaco Ursa oils, explains that, although still mineral-based, E9 oils can deliver low-SAPS performance because they are made from low-sulphur group II base oil which goes through additional processing when compared to the group I base oil used for E7 oils.

Many E6 oils are synthetic or semi-synthetic oils, so will be more costly; they excel at piston cleanliness and are more likely to be stipulated for the longest drain intervals at Euro However, group II premium base oils can also be used in the manufacture of E6 oils, enabling a cost-effective formulation. The other important aspect of Euro-6 engines so far as oil is concerned is that most use exhaust gas recirculation EGR to varying extents.

Recirculated gas is extracted from the exhaust manifold before reaching the after-treatment box and so is not as clean as that from the tailpipe. It not only contains more soot particularly since EGR is associated with retarded injection timing but is also acidic. Resistance to thickening as the oil's soot content increases is essential for the longest drain intervals, so top-tier oils able to meet both E9 and E6 criteria will be the cream of the crop at Euro They are also backwardly compatible, replacing E4 and E7 oils for Euro-4 and -5 engines.

This mixed-fleet versatility could be a big plus on a practical level, avoiding the risk of mis-filling a Euro-6 engine with non-low-SAPS oil. A review of Euro-6 engines shows that despite the spread of EGR, manufacturers are maintaining the same oil drain intervals as at Euro Most achieve this even without increasing engine oil capacity: one notable exception is Cummins, which has larger sumps on its ISB engines, including those rebranded as Paccar in Dafs.

Capacity on the six-cylinder, 6. SCR-only engines from Iveco and Scania avoid late injection and have no EGR, so their oil is likely to stay cleanest of all, maximising drain intervals.

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We can expect oil consumption to reach an all-time low in Euro-6 engines. Oil in the exhaust contributes to particulate emissions, so truck manufacturers have done their utmost to avoid this.

Attention to piston oil-control rings and use of closed crankcase ventilation means very little oil should get into a Euro-6 exhaust. Mercedes, for example, says oil consumption will be half Euro-5's level. He is referring to a shift from traditional 15Wand 10W oils towards low-viscosity 10Wand 5W oils that reduce viscous drag inside the engine and so save fuel.

This is non-combustible material, not to be confused with the sooty particulates in the DPF that should be burnt off via regeneration.


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