Diagnostics of trucks, especially EURO 5 and 6, is a big challenge for a mechanic. Everyday work in the workshop involves problems with AdBlue, the need to code injectors and repair the braking system in the trailer. We can repair all these cases (and many others) ourselves using the appropriate device.
In this article, we will try to outline the capabilities of a professional diagnostic tester which, thanks to its multi-brand software structure, can meet most of the diagnostic requirements in your company's vehicle fleet - get to know the TEXA tester .
Let's assume that in our fleet of vehicles one of them shows high AdBlue consumption - as we know, a common topic. Or in the vehicle serviced by our service, the particulate filter burns out more and more often. We will return to this topic later in the article.
As we know, many actuators, sensors and other factors may influence such faults. By connecting to a diagnostic tester, we can first check what errors are registered by the vehicle's self-diagnosis, but we can also perform a number of activations and tests aimed at checking the correct operation of the entire system or its individual elements.
So, to perform diagnostics we will use the TEXA TXT Multihub device (A: 299244) :
The TEXA set is based on the IDC5 diagnostic platform - it enables, among others, diagnostics of trucks, semi-trailers, buses, industrial engines, but also agricultural and construction machines, passenger cars and motorcycles. It offers your workshop not only diagnostic capabilities, but also an extensive database of technical data, tips and diagnostic procedures.
The range of supported vehicle brands and models is huge. This applies not only to the "truck" environment, but also to all other TEXA environments, which, depending on the needs of the workshop, can be integrated into one software. Thanks to this, we can use one tester - which is a great solution for multi-environment workshops. 
But let's return to our vehicle with a fault involving high AdBlue consumption. Many factors may influence this state of affairs. The first and basic problem may be the low quality of this liquid, which, due to e.g. poor storage (which is strictly specified in the specification), has reduced its effectiveness. This is due to the urea content
in the water mixture has decreased, i.e. in order to achieve the reduction in nitrogen oxides concentration on the second NOx sensor requested by the controller, the controller injects a larger amount of AdBlue to meet emission standards. But if we are sure that the factor is of good quality, we can use one of the tests available in diagnostics:
This example test is called "high dosing level" - it involves controlling the AdBlue system with the assumption that the injector or spray nozzle (depending on the type of system) will be dismantled from the exhaust system and placed in an appropriately large measuring cup. The software then drives the system in the test phase. The amount of AdBlue injected into the beaker must equal the amount specified in the technical data sheet available in IDC5. If not, what could be the cause? Due to the limited space in the article, I can only recommend taking advantage of TEXA EDU training courses, where we discuss such cases with the assumption of typical and atypical faults affecting the incorrect operation of AdBlue systems.
Can we diagnose the cause of frequent DPF clogging using software? The answer is: of course. As we know, incorrect operation of injectors (injector tips) results in incorrect fuel spraying into the combustion chamber. Such a defect affects combustion deterioration, resulting in excessive soot production. It also often happens that the tip is so out of calibration that an excessive amount of fuel enters the combustion chamber, which the controller is no longer able to reduce by applying corrections. The result will again be excessive soot production. And where does the soot go? Of course, the DPF filter, which can be assessed for its patency thanks to the differential sensor. Importantly, the more soot from combustion, the more frequent the filter burns out.
We check quantitative comparisons of injectors, but this will only give us an idea of what corrections the controller makes to equalize, for example, idle speed. To assess the injectors more precisely, I recommend also performing a compression pressure test and a cylinder efficiency test. Remember that a lower compression pressure on a given cylinder may result in a positive correction of the dose on the injector of that cylinder - therefore we must be initially sure whether the fault is caused by the injector or the lower compression pressure. The above description is, of course, very brief. We can obtain more information at specialized TEXA training courses, where we devote a lot of time to explaining the relationships between individual elements of the systems.
Concluding a quick review of the testers' capabilities, I would also like to outline the case when the EBS modulator is damaged, e.g. on the pneumatic side, and its replacement is necessary. Thanks to the TEXA diagnostic tester, we can copy the parameterization of the old modulator and upload it to the new component. This operation is really simple and safe. This possibility gives an additional advantage among workshops providing truck repair services.
Let us remember that repairing current vehicles packed with electronics requires the use of modern and constantly updated diagnostic software. If the selected possibilities described above are interesting for you, please contact the Autos Workshop Equipment department, where you can learn more about the possibilities of TEXA IDC5 TRUCK.
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