chiptune dpf delete problems

[lehel1]

hello all
im sad to report chiptune in austrailia is not yet up to speed on the us fuso, the fuso specific diagnotic tool supplied only by fuso and only to dealers, or the dealers abilities to do a final program process that is require.
i am having to return my truck back to stock with dpf and canceling my trip south for the moment, the whole project has cost me close to $5000 to date with minimal support from chiptune. i do not recommend them for the fuso at this time and would be sure that any aftermarket product you look at is a finished product and not needing further programming that in this case is not yet doable at fuso dealers with the current diagnostic tool available.

that it, very disappointing as i put so much time in trying to get south this year to be stopped by fuel. refreshing old trucks is looking better all the time, never had these problems with my old tried and trued unimog

cheers and happy travels lehel

 

[michaelvanpelt]

hello all
im sad to report chiptune in austrailia is not yet up to speed on the us fuso, the fuso specific diagnotic tool supplied only by fuso and only to dealers, or the dealers abilities to do a final program process that is require.
i am having to return my truck back to stock with dpf and canceling my trip south for the moment, the whole project has cost me close to $5000 to date with minimal support from chiptune. i do not recommend them for the fuso at this time and would be sure that any aftermarket product you look at is a finished product and not needing further programming that in this case is not yet doable at fuso dealers with the current diagnostic tool available.

that it, very disappointing as i put so much time in trying to get south this year to be stopped by fuel. refreshing old trucks is looking better all the time, never had these problems with my old tried and trued unimog

cheers and happy travels lehel

Hello Lehel
I have a computer that is for that truck. If you are going to the EXPO I can bring it and we can play and see if we can get it to work if you want. I think it has benefit to a great number of people to try. Let me know
Mike Van Pelt
Global X Vehicles
417582-5050
gxv-mike@hotmail.com

 

[haven]

Please remember than any diesel tuner kit that modifies or removes part of the truck's factory emissions control system is illegal for street use in USA. After the EPA cracked down last year, all the Internet sellers changed their ads to read "for off-road use only" or words to that effect.

If you plan to modify your vehicle's emissions control system for use outside USA (ultra-low sulfur fuel is unavailable in almost all markets worldwide), be sure to keep the original parts so you can restore your vehicle to original condition when you return.

 

[dlh62c]

Overlanders are traveling the world using vehicles that meet Euro5 diesel emission standards requiring ULSD. Here's a link to a traveler who overcame a DPF/DPD related issue.

 

[haven]

Thanks for the link!

In brief, a French family is traveling from Australia to Paris in an All Terrain Warriors camper based on a modern Isuzu truck chassis. The truck's DPF system fails to work properly at the high altitudes of Sichuan province, on the southeast edge of the Tibetan Plateau. At elevations above 2200 meters / 7000 ft, there just isn't enough oxygen to properly burn off the DPF residue. (Backpackers' portable stoves also suffer from poor performance at high altitude.)

Unable to clear the DPF, the truck 's ECU puts the truck into limp-home mode. The truck now makes barely enough power to drive up mountain passes. Crossing the Tibetan Plateau, which rarely dips below 3500 meters, seems out of the question.

Isuzu has a support network in China, but Chinese trucks have different emissions control systems. The local Isuzu service center can't offer a viable solution for a truck built to European/Australian standards.

The family arranges to purchase an OBD (on board diagnostics) reader from Isuzu Australia. The reader allows them to clear the error codes, and return the truck to full power. They also find a way to clean the DPF manually with water.

Unwilling to risk continued problems, the family decides to change their route across China to avoid the high elevations of the Tibetan Plateau. They travel to Lhasa by train instead.

 

[Mr Rehab]

We travelled 35,0000km from Malaysia to Europe over 2013 in an ATW camper built on an Isuzu Euro IV chassis. Most of these kilometres were covered using 350ppm diesel - the truck ran smoothly and usually completed a regen without problems or excessive smoking.

In Malaysia we had to use what I think was 500ppm and we blew smoke like a steam engine, and the same again in Siberia but the only time we had real issues completing a regeneration was at altitude. We had done our research and knew this would be a problem so had already forgone Tibet and the higher areas of Sichuan. While in northern China one of our travelling companions was contacted by the French family mentioned above seeking assistance and we advised them to obtain a cheap OBD reader to clear the fault codes and return to lower altitudes.

We also met a German couple in Western Mongolia who had just travelled through Central Asia in their Europe sourced Japanese brand cab-chassis camper and experienced the same problems but at higher altitudes around 3000 metres. They were also carrying an OBD reader and simply cleared the fault codes and continued driving at altitude. I'm not suggesting this is a good strategy and wonder how long before this approach might lead to engine damage?

But, with some research and an awareness of the problems you can manage the HS diesel fuel issue and still travel many of these countries. It's also surprising where you can buy ULSD fuel to help you along the way.

 

[dlh62c]

But, with some research and an awareness of the problems you can manage the HS diesel fuel issue and still travel many of these countries. It's also surprising where you can buy ULSD fuel to help you along the way.

Mr Rehab

Water separator and fuel filter aside, some day you'll have to tell us the strategy you use to limit your risk to imperfect diesel fuel when running a modern CRD engine in far away exotic lands.

 

[ozzyfishaman]

we advised them to obtain a cheap OBD reader to clear the fault codes.

So Mr Rehab,Can you tell me were you can buy a CHEAP 24 Volt OBD 11 Reader ???
Cheers Ozzyfishaman

 

[Mr Rehab]

So Mr Rehab,Can you tell me were you can buy a CHEAP 24 Volt OBD 11 Reader ???
Cheers Ozzyfishaman

Ozzy, I looked at several options, none cheap and possibly without the required Isuzu data but the mechanics at Burpengary Isuzu recommended the Launch Creader VI ordered off the net from Hong Kong for about $100 (in late 2012). It comes with a 12 volt plug but you remove the plastic divider in the plug and it works on the 24volt system. Sounds dubious I know but it works.

I haven't used it except once in China to check for problems after prolonged regeneration efforts at altitude. My travelling companion cleared his fault codes for failed regen/manual regen - neither of us had got to the 'limp home' mode. I suggest phoning the service desk at Burpengary Isuzu - can't remember the name of the young mechanic that helped but it was very beneficial.

 

[Mr Rehab]

Ozzy, have you got a workshop manual for your Isuzu? I could probably email you a copy but it's a pretty large PDF. Send me a pm with your email address if you need a copy.

 

[Mr Rehab]

Lehel,
Sorry to hear the DPF delete and travel plans haven't worked out so far. I've put a lot of time into trying to find some way to get the DPF off our Isuzu, so far it's only cost about $500 and a few grey hairs, but not $5K. Commiserations.

A Swiss over-landing couple we met last year put us in touch with an Austrian specialist, Erich, who develops Bremach trucks for over landing and is a technical advisor to Iveco. Erich generously offered to work on the Isuzu DPF delete while it was in storage with him and only charge us if he was successful in removing the filter. Yahoo!

We returned to Austria in April to collect the truck really hopeful the filter would be gone but no joy.
Only option appears to be to have an associate engine tuner remove the ECU from the truck and see if he can decipher the data to enable a reprogram, also help if I can locate a Euro 3 version of the ECU for this engine, possibly out of South Africa. Getting complicated, cost about 1500 Euro and a little risky for the ECU? So we're mulling this one over for a while.

 

[alan]

From what i have experienced and read if you remove the DPF the sensors must be retained in the system and the computer flash tuned to suit.

 

[Jfet]

I have a 2006 Isuzu NRR so no dpf but I am curious how the ECU and sensors work.

Are the sensors analog or do they use some digital protocol to communicate back to the ECU?

If they are analog, might it be possible to program a $0.25 8 bit Atmel microcontroller and DAC to act as a fake sensor, always sending back the correct information to the ECU no matter what the filter is doing (or if it is even removed?). This way you would not need to mess with the ECU programming at all, it would just think everything is fine.

 

[whatcharterboat]

I have a 2006 Isuzu NRR so no dpf but I am curious how the ECU and sensors work.

Are the sensors analog or do they use some digital protocol to communicate back to the ECU?

If they are analog, might it be possible to program a $0.25 8 bit Atmel microcontroller and DAC to act as a fake sensor, always sending back the correct information to the ECU no matter what the filter is doing (or if it is even removed?). This way you would not need to mess with the ECU programming at all, it would just think everything is fine.

Gidday again Jfet

You would think it should be as simple as tricking analogue sensors (18kohms is close I think) and making a tee'd branch off the pipe with the in and out pressure sensors fitted so they read the same pressures......... But it's not. My understanding from Isuzu is that the ECU does a compulsory regen burn even if the pressure sensors indicate the DPF is not building up back pressure.... There has been a lot of people try thinking that a DPF Delete on the NPS will be straightforward and then 300 or 400 ks down the road it's back to the drawingboard

I don't know whatever panned out with those guys from Singapore that claimed to have a answer ....... ATW had been looking at this for underground mining applications where a DPF burn could be quite dangerous but so far have no solution.

Regards John

 

[DzlToy]

Lehel, sorry to hear of your unsuccessful attempts to remove or disable the DPF for your travels south.

I have not done much research on this specifically, but I am aware of some options that may work for you, though none appear to be cheap. Maybe someone like EarthCruiser or ATW would be willing to tackle this for customers travelling the world.

Option One: install a third Party Engine Control Unit: http://www.superturbodiesel.com/std/Thread-The-aftermarket-CR-ecu-thread
This is no different than building a hot rod or custom car and having a stand alone ECM to control the engine, trans and ancillaries.

Option Two: 12 Valve Cummins (or similar) swap, runs on almost anything including WVO, SVO, Biodiesel, ATF, High Sulfur Diesel, Kero, Jet Fuel and probably even gasoline in a pinch On top of that you can get a ridiculous amount of power out of them and with good maintenance, they are 400-500k motors. Auto trans can be built to handle power, NV4500 manual is stron, Allison 5/6 speed can be adapted pretty easily.

Option Three: buy, sell or trade for a "more compatible" platform. Maybe the manufacturers will eventually realise that cutting emissions at the expense of terrible fuel economy and incredibly complex engine management systems is not all its cracked up to be.

Option Four: Don't go outside the US, Canada or European countries where ULSD and/or a dealer/service network is at your fingertips.

Option Five: Modify your existing platform to carry large amounts of the fuel you require, possibly blended with local fuels or additives so you can take trips into "unsafe" regions. I met a guy a few years ago in a large Unimog (1550 or 2150 type truck, not a 404/416) and he was carrying 250-300 gallons of WVO, SVO and B99. Said he had over 3000 miles of range, especially when the WVO/SVO was mixed with bio or pump diesel. The truck ran better and it saved on fuel expenses. This would not work for a RTW trip but could get you to Mehico and Central America for the winter for example. Then back to the states to fill up. May be feasible, may not be.