Volvo D13, regen needed!!!

I have a '10 670 d13 500 hp with that system. what happens / happened when the msg popped up ? did the engine shut down or could you keep going ?

 

No - just wondering - I had the can cleaned and the guts replaced at 500,000

 

Have you checked for boost leaks. Sometimes not enough to run up a truck and squirt down the typical places. When you say checked the turbo. Did they just do a vgt function test. Did they look at the nozzle position. Was it at 84% instead of 75%. Did they just look at motor effort. In a regent is the vgt at 9 instead of 4, what is the turbo speed. Did they install what we call the crab and check to see is there is a leak down back thru the turbo into the exhaust or up into the manifold. Contrary to what I belive nasriza is referring to, a DPF is nothing like a catalytic converter and does not have any chemical reaction. The converter is a flow thru device with a coating to form a chemical reaction to lower tailpipe emissions the DPF is a filter basically to capture larger particles of soot and anything else the state of California has found that causes cancer(cheap shot but couldn't resist). It goes thru a regen cycle either passive or manual(parked) to burn off accumulated soot and leave particles of ash. The diesel oxidation catalyst is more like a catalytic convertor but plays a minor role in the aftertreatment system. The doc is responsible for approx 6-10% of lowering tailpipe emissions and is not as effective in diesel applications as it is on gasoline. The sensors monitor the dpf. It is aided by fuel supplied by the 7th injector. Pre 10 emissions T2 and T3 readings range 1000 to 1100 degrees. And 10 emissions and newer range 840 to 950. T1 temps for both run 600-650. These are Volvo engine numbers and not Cummins BTW. I have seen low temps caused by bio diesel, synthetic engine oil. You should have the old style 7th inj and it has separate fuel and air line. Have them pull the 7th inj and flow test. What is ahi fuel pressure. Has the flex pipe failed and caused face plugging. You say you replaced the doc. Why? Was the dpf cleaned what was the flow. There are few things that will keep temps low but a good tech will look at what he has and ask for info if something looks wrong. I give you the info that way it might help you convey better symptoms and know what could pose a problem

 

Check your 7th injector. Probably clogged or dirty. That is the most likely cause

 

What did they fix ? The 7th injector ? What was the problem and what were you billed ?

 

Sometimes it's as simple as a software update.

I have a 2010 and recently had the same issue of not doing a passive regen and then being shut out from doing a parked regen.

The pyrometer needle would swing wildly from one extreme to the other. Subsequently, when it went to do a regen, the computer was telling the engine the exhaust gas temp was too high or low and would not allow the regen to complete.

The Volvo shop replaced the DPF temp outlet sensor and everything was fine. Performed passive regens about every 1,700 miles.

Then, last week it started doing it again. I took it to a different Volvo shop. They plugged in the diagnostics and the same reading appeared, DPF temp outlet sensor fault. The tech removed and tested it and said it was fine.

Thank God there was a senior tech standing there listening and said he knew exactly what the problem was. A software update was needed when the previous fix was done and they didn't do it!

Low and behold, they updated the software and worked!

This is what is so discouraging about these trucks nowadays, they are mobile computers being controlled by sensors. Outdated software and a faulty sensor can lead to a rabbit trail which ultimately leads people like the OP having to spend thousands of dollars that may or may not of been necessary in the first place.