Diesel Laptops Handheld Heavy-Duty Diesel Diagnostic Scan Tool with DPF Regen

[Neal]

During this last trip which just ended I wanted to monitor the DPF soot level. I was afraid to touch anything so I waited until I got home and today put the coach in storage and fired up my Diesel Laptops Handheld scan tool. I updated it just prior to leaving a month ago, for those that have them be sure to check for updates.

Once I got the right 9-pin connector attached, amazing how several look so close to one another I started looking at the information. I don't recall viewing a datastream area last time I used this so this screenshot is interesting. What I wasn't sure was how to get the DPF soot level as when I went to the DPF Regen area I got as far as an Actuator Test and I didn't want to go into that. Anyone recall how to view the soot level which I believe we've seen shown at 200% and the steps to get there?

 

[Rich W.]

I haven’t done the update but IIRC this unit doesn’t show your actual soot percentage. The “Diesel Decoder” does (along with about 500 other live data parameters) and OTR shows it along with about 30 other important parameters. If the Handhed now does this it would be worth the update hassel which to me sounded just involved enough that it wasn’t worth it. But maybe it is…?

 

[Rich W.]

In the 45,000 miles and three years I’ve driven my coach I’ve learned the best defense against DPF problems is to drive it hard to take full advantage of passive regen, and if you interrupt an active regen (pulling off the highway and having the warnings go off), either get back out on the road and run it hard or if thats not practical, do a forced regen to finish up the process.

I definitely found that lagging along at a leisurley pace on back roads and through small towns with frequent stops is the worst thing you can do when the regen need arises. If that instance arises again, I’ll change course and head for an interstate or stop and do a forced regen. Knowing what the rig needs and what it’s trying to do, is key and I had to learn all that on my own.

 

[Neal]

As previously discussed, my theory and concern area is high altitude ops but I hope to never prove any of these theories. I got lucky in my incident and don't ever want to be in that situation again so I'll take precautions but trying to find some indicator in the process of learning.

 

[Rich W.]

I went through the pages on the device yesterday but finally just got frustrated with it. I found the “data stream” pages probably the same way you did, but got what seemed like inconsistent results using it - probably operator error. OTR was better for reading live data but I didn’t feel the need to keep paying the $600/ year subscription. But FWIW heres the process I used:

 

[Neal]

Yeah, went through that for the datastream area, but I didn't get too deep into the DPF section and stopped when it was going to do the Actuation Test. But I recall seeing some 200% number somewhere. I just didn't have time to wait on a regen if somehow I triggered one looking through the screens.

 

[Rich W.]

You can always interrupt a regen without causing any problems, other than the incomplete regen status if your soot level was high, so there’s no harm in initiating one. Just pressing the brake pedal will stop a regen and it can be re-started any time.

It takes a lot of stop and go, low speed/rpm driving, or as you found some set of circumstances in high altitude driving (still unclear exactly what happened), to load enough soot to require a forced regen. I’m finding that for the most part, highway driving takes care of it and my soot levels are never high enough to even trigger an active regen, much less the need for a forced one.

I don ’t use cruise control as much these days, I shift manually often, and generally try to run at higher rpm. Using the cruise control and running in “D” will try to keep you at the lowest rpm possible, and while thats great for fuel economy, its also what loads your DPF. As to post #1, if I saw 47% I’d run a forced regen.

 

[Neal]

That may be the number for us to watch. I see you have a recent regen and a near 0 reading. Did you just do a forced regen?

 

[Rich W.]

That may be the number for us to watch. I see you have a recent regen and a near 0 reading. Did you just do a forced regen?

Yes, I generally do one after any trip that involves low rpm driving - back roads, two lane highways, stop and go, etc. I’m going to the coast later this week and will be driving slow, winding two-lane roads (Hwy 1 and others like it) so that will probably cause some soot loading. I’ll watch it and report any useful findings and subsequent actions.

 

[Joe Hogan]

For those that have no idea what is being discussed here, a nice video on DPF by Banks,

 

[Rich W.]

For those that have no idea what is being discussed here, a nice video on DPF by Banks,

interesting video. I have a ‘17 F250 PSD and its been trouble free with none of the emission issues I’ve encountered with my ’16 FL Chassis coach. At this point I’d call Ford’s version of this system bullet proof, I never know when it’s in regen, and it doesn’t seem to matter, while I still consider the FL system fragile and in need of constant monitoring and care.

 

[newmarokie]

I am plugged in and can’t find a day stream anywhere. Rich I followed your steps to auto/ manual search. Data stream is not there. I just bought my unit three weeks ago new. It can’t need a flash already, can it?

 

[Rich W.]

I am plugged in and can’t find a day stream anywhere. Rich I followed your steps to auto/ manual search. Data stream is not there. I just bought my unit three weeks ago new. It can’t need a flash already, can it?

Since your rig is a 2019 your DH will probably never need an update. As far as live data goes, I’d have to go out and go through the commands and pages to find it - I can never remember all the functions and commands of all my electronic devices. Same with my TPMS, dash cam, ME-RC, etc. Its all trial and error for me. And occasionally referring to a manual as a last resort.

You can view stream being discussed at about 4:20 on this video Diesel Laptops Handheld Heavy-Duty Scan Tool with Regen (as long as you can ignore the gang tats)

 

[newmarokie]

The only difference between what you showed and I had to do was at the manual search command I had to select engine first to get to aftertreatment. Maybe I went to datastream and then engine then aftertreatment.

 

[Rich W.]

The only difference between what you showed and I had to do was at the manual search command I had to select engine first to get to aftertreatment. Maybe I went to datastream and then engine then aftertreatment.

That was also back in August (I just checked) so its no wonder I forgot all about that. The best live data I’ve seen was with OTR but as I probably mentioned the $600 annual subscription pushes the cost-benefit envelope. The Diesel Decoder (same company as the handheld) will display readings from all 672 sensors (or however many there are) and while thats impressive, its a bit of a chore sorting through all that stuff to find that which you seek.

 

[Neal]

I just checked my diesel laptops tool while sitting here at Gaffney awaiting service tomorrow. My data stream soot threshold is 79%. Not sure what that means. Is that some level at which a regen will occur or is that my current level? And is this out of 200%? Still trying to learn when and if I should do a parked regen.

 

[Rich W.]

I just checked my diesel laptops tool while sitting here at Gaffney awaiting service tomorrow. My data stream soot threshold is 79%. Not sure what that means. Is that some level at which a regen will occur or is that my current level? And is this out of 200%? Still trying to learn when and if I should do a parked regen.

Ive been saying parked and forced regens are the same thing up until a couple months ago when I discerned a slight difference. I now understand that parked regens are when the rig is calling for it (HEST and/or the DPF lamps lit), perhaps because you’ve interrupted an active regen, or maybe just because the soot level has built up to that point. If you are a trucker you park and flip the switch on the dash and regen away, but since we RV’ers can’t be trusted with such conveniences we would have to resort to the shorting plug. Forced regens occur when you use some external device such as the DLHH or any other adjunct that can initiate a regen through the J1939 connection whether it says it need it or not.

So. Since your’e at 79% soot load (yes out of 200% as I understand it) but you aren’t getting the audible “ding” or any indicator lights (HEST, DPF lamp, etc) on the dash, you’d have to do a forced regen to clean it out, which is fine because you can. And if I noticed I was at 79% I would do it too.

According to the cognescenti over at OTR you can’t hurt anything by doing non-demanded regens early and often, and in fact the more the better. For truckers they suggest monthly forced regens. I put it on my calendar as a monthly reminder, but when I’m not driving much I obviously dont bother. And even when I am driving a lot, if the majority of my driving is freeway (highway, four lane whatever) I still don't bother. But if I drive a lot of back roads (which I prefer) or end up driving through a lot of towns resulting in a lot or stop and go driving, I do my forced regens periodically.

So in your case Neal, I’d do a forced regen. Turn that soot into ash and keep your DPF happy and healthy. I don’t like waiting until the ECM demands it because then you are under a time constraint to get it done before you start down the derate path, which is never fun.

 

[Neal]

So much for trying to use the right term haha!

My question though is what is the 79%. I think we learned that 100% isn't the top end.

I'm just trying to monitor the value but I'll likely do a forced regen if when I get home I don't see a change in this value in the right direction. I want to see the system doing its own thing but have no problem cleaning up when needed for safe keeping.

 

[Rich W.]

So much for trying to use the right term haha!

My question though is what is the 79%. I think we learned that 100% isn't the top end.

I'm just trying to monitor the value but I'll likely do a forced regen if when I get home I don't see a change in this value in the right direction. I want to see the system doing its own thing but have no problem cleaning up when needed for safe keeping.

I just edited the above - its my understanding as well that 200% is actually 100% for whatever reason so 79% is actually 39.5%. Makes perfect sense, right? You probably will see lower values after a good freeway run on the way home and that would be a good system test. And if its in active regen and you interrupt it you’ll know. So this would be a good test case.

its crazy that we are still adapting to all this and I was thinking the other day that it would be nice if the chassis manufactures got together with the EPA, engine manufacturers, component suppliers, DEF producers, etc and published an honest, factual document that lays out the actual indisputable facts about each iteration of the emissions systems so we would all have a set of facts we could count on instead of relying on guessing, trial and error, and the internet rumor mill. And dealers could provide said document at the time of sale so consumers would be fore-warned and informed. Instead we have the exact opposite and are still playing guessing games with stuff that can leave us stranded. Oh well, there’s some Makers Mark calling to me so… rant off. Cheers!

 

[truckingrepairz]

I would recommend for everyone to get one from dieselscanners. I had one from Autel and it broke within a few months and the battery would barely last me. This one works super well and never had any complaints about it, works better than any other scanner I have owned.