Originally Posted by dixonf
Thinking back to when the DPF problem first occurred, the day before, when I stopped at home, there was a strange ticking noise under the vehicle. I sat and listened to it for a couple of minutes, then had to turn the vehicle off to carry the groceries upstairs.
Next morning the DPF problem occurred for the first time with the odometer reading at 22,000ks.
Am now wondering if I had managed to interrupt an active regeneration.
From the information I am now getting from Torque, thanks to you Steve, I realise that the vhicle must have been performing active regens during the proceeding 22,000 k's but I wasn't aware of it.
Jeep does all sort of whirs and clicks if you listen carefully. (That ticking noise might be the heated exhaust expanding?)
It is possible to interrupt a regen in the middle, I think it does after about 2minutes of idling. I did it in my driveway this week.
You could easily sit at a traffic light for more than 2minutes and that would abort the regen.
I reckon driving around in traffic with short-ish trips we'd do about 2 regens per tank. Most of us city dwellers would never have noticed.
This sort of frequency also supported by a couple of people earlier in this thread had DPF block and limp mode with only 500 or 600k's on the ODO! when their ECU failed to trigger regens.
Originally Posted by Barboots
U0140 - Generic
TypeNetwork - Network Communication - ISO/SAE Controlled
Description- Lost Communication With Body Control Module
I tried clearing the MIL, but it is persistent. If I re-scan after clearing it's still there... it's possible my cheap dongle is not playing nice on the network, though I've had the dongle in previously without any problems. I hope the PID scan brought it on and it'll clear in time, as I really don't want to be heading to the dealership with it. Maybe think twice about doing a PID scan until I can identify the cause?
Idling in the driveway, the data produced by the manual PIDs supplied by Guru Steve indicate I am well due for a regen. I've mainly been doing ~60km/h max shopping errands for a few weeks... prior to that I had done some towing to and from the CBD fringe to the outer suburbs.
It'll be interesting to see how this pans out...
. Yes it might go off tomorrow (providing the maths in the equation field is right. Say...if you did "C*255/100" then you've scaled it from 0 to 650%!!! instead of 0-100%.
I still don't know if he Jeep uses this reading for the EVIC. If you can get it up to 80%
and get the warning msg let us know.
Just try to drive around in <5km trips and stopping, letting the engine cool for an hour or so and then starting again. That should do it. Thanks
I thought the Jeep might be looking at a separate PM sensor. The list of PIDs say the car supports a "PM sensor" but i tested it and got nothing. Maybe we don't have one. The USA version (NAS "50 states" emissions) definitetly does.
Looking at your error msg .. I think maybe Torque scanning a lot of data could have interrupted the comms between the separate ECUs the Body-Trans-Engine-OCR are all separate and linked with BUS we are tapping into.
In torque-bhp forums there are a couple of people reporting their dash lighting up with errors, and this was due to the comms being overloaded particularly with slower(older) protocols. The Jeep CANBUS is quite fast though.
Also, some found that they got errors if they already had Torque App running before switching the ignition ON.
Another guy running a "GM volt" flattened his battery even though he had the type of OBD dongle which powers down. He left the Torque app running and took his tablet inside but it was still in range of the bluetooth adaptor plugged into the car in the garage. The dongle stayed powered up and flattened the battery leaving his car disabled.
I also read a guy with in Isuzu D-max occasionally had his car just stall at the lights with the scanner/Torque running.
The other way to get MIL errors is scanning, and presumably interupting ECU addresses which you aren't supposed to.
Chrysler/Jeep "usually"(I read) have their proprietary codes PID mode 21 22 etc behind a gateway so they wont show up just by scanning.
To read them you need a diagnostic tool or be able to mimic a diagnostic tool by telling the ECU to "wake up" with a code before scanning an address.
Chrysler/Jeep mode22 info is not readily available. Plenty of JK Wrangler owners have been scouring the internet trying to find mode 22 PID for reading for transmission temperature. (it's 22 B010 by the way)
------ We already have that luxury on the EVIC display and a decent oil cooler.
For now i'll stick to poking around in the standard Mode 01 - read only.
I've just found a more up to date list of SAE J1979 from "00" to "9C" and about 45 of these the Jeep indicates are supported by the ECU. Some that i've tested so far work. Some don't.
Some of these mode1 PIDs are already in the standard list of apps like Torque and will probably work, and conversely some of those standard list of Torque ones don't work on the Jeep.