AdBlue issues started with tank sensor, but I did xemodex rebuild. Later Indy diagnosed NOx sensors as bad, and replaced both. CEL kept returning so I took it in to the dealer, they said the sensors needed to be calibrated, though the indy said they did the adaptations. Light stayed off for some time after that. Now I'm getting multiple codes

Common Rail;
Event 134300, and Event 163400 - No CAN message was received from the control unit N1 8/5 (AdBlue control unit) Event 15E100 - CAN controller: CAN bus OFF, Event 16CE00 The test of the AdBlue system has not yet been carried out, 134800 No CAN message received from component NOx sensor downstream of SCR catalytic converter, 134900 No CAN message received from component NOx sensor upstream of SCR catalytic converter. 111500 - The regeneration frequency of the diesel particulate filter is not OK.106100 - The upper limit value for long-term adaptation of the SCR exhaust after treatment system was exceeded.111600 - Regeneration of the diesel particulate filter was aborted

SCR;
C10031 - Communication with control unit 'combustion engine has a malfunction, C10087 - Communication with control unit 'combustion engine has a malfunction, C10029 - Communication with control unit 'combustion engine has a malfunction, C1001F - Communication with control unit 'combustion engine has a malfunction, C10081 - Communication with control unit 'combustion engine has a malfunction, C10039 - Communication with control unit 'combustion engine has a malfunction.combustion

From what I’ve read w the SCR codes, the actual DPF may be cracked and leaking onto the wires thus melting and shorting them. (https://f01.justanswer.com/73bbchevy...9066_Ver_2.pdf) The regeneration issues are likely do to the massive amount of oil the motor is burning (3qt/1k mi) likely due to blown turbo seals from the back pressure of a bricked DPF. The strange thing is the ash content stays at 0.002 lbs, but the load state varies as you drive, starting at 0.002 lbs but reaching as high as 0.018 lbs after an hour or so. I’m getting AdBlue remaining starts countdown, which Indy has cleared on multiple occasions w a SD connect xentry setup only to return within one or two ignition cycles. I guess my next step is to drop the DPF and physically check for cracks and clean, if it doesn’t need to be replaced. And replace/rebuild the turbo to stop clogging the DPF. I have been monitoring various pressures, but really have no idea what acceptable ranges should be.

I also have a DTC for the CGW on my GL350 (9118 - Control module CGW is not sending any data), but I cant find much on it. Its a stored code, and not listed as current.

I also have intermittent rear door issues where it wont close, but I have read there is a common pinched wire issue. I do have a code associated with that;
988613 (Stored & Current) Contact strip 1 for anti-pinch protection has a malfunction. There is an open circuit.

Would you think all of this is related to the CGW module? I don't really have any other issues w gauges, or windows etc. Or am I looking at multiple issues?

I haven't looked at the module itself to check for corrosion, is it located near the steering column?

I would drop the dpf, clear all errors and drive around for a bit to see what comes back. The errors are not logical and do not flow from each other. In other words there is no cause- effect chain that will allow for effective troubleshooting.

Yeah I’m really leaning towards the Xentry tips link I posted. All DTC’s present are listed. Seems like I have a short somewhere in the harness. I’ll update after I take a look.

Took a quick peek when I got home, loom was sitting on the front passenger axle. Didn’t appear to wear completely through, so I am not sure if this is the cause. Is it possible the signal could be affected by the spinning of the axle, or would there need to be a physical short? I didn’t get a chance to chase the wires behind the heat shields, but it didn’t appear that either the DPF or O2 catalyst had any cracks. Hopefully I’ll get a little more time tomorrow. The liqui moly DPF cleaner & purge came in today, but I likely won’t get to it until we return from the beach next Saturday.

Sent the spare turbo off to be rebuilt today as well. Appears to be more oil on the bell-housing too, hopefully not the oil cooler seals going.

The spinning axle should have no (hall) effect on harness. Please reread my previous post. Unless you get incredibly lucky you are mostly wasting your time right now

Drop the DPF and drive without it in the vehicle or are you suggesting to inspect it and clean if necessary?

drop dpf, clear errors and drive for 15-30 mins without it. See what comes back. Post it here if you dont mind.

Had the Indy come clear the remaining starts, left notes that he believes the repaired tank is the issue and recommends replacement w genuine MB assembly.

He also stated that he had to ‘put MB software in ad tank.’ I’m assuming he updated the SCR module?

Within two ignition cycles, CEL light returned. 106100- ‘The upper limit for long term adaptation of the SCR after treatment system was exceeded,’ 111700 - ‘Excessive nitrogen oxide emission due to low quality AdBlue,’ 16CE00 ‘The test of the AdBlue system has not yet been carried out. Frequency counter ‘possible engine starts is active.’

Headed to the beach Saturday morning, and had to work my day off this week so I haven’t had time to drop cat or dpf. I have been monitoring the NOx sensors while driving though. Still leaning towards short, all of a sudden the readings would hit the max. They would then randomly start reading accurately. Also the CEL light literally flickered. AdBlue remaining starts came on, and the CEL light would turn off when the NOx sensors would read correctly.

As an update, ended up breaking down and purchasing a DAS setup. Haven't been able to find time to drop the DPF, but per DAS the Ash content is 0, and the Load state filter was at 4. Ran some plausibly tests on temp sensors which all checked out fine. Spare turbo was rebuilt by Tim's Turbo, so hopefully I'll find some time in the near future to swap that out. Hopefully that will take care of the oil consumption. Also picked up a def refractometer, and the DEF was fine.

Finally swapped the turbo. Looks like the seepage on the bell housing was the turbo inlet seal. Hope to pick one up at the dealer tomorrow, as well as the o-rings I need to fix the seepage on the front of the motor. Quite a bit of oil down the charge pipe all the way into the resonator. Oil cooler seals seem to not be leaking, so that’s good.

Will update on oil consumption soon. Also have a provent 200 catch can to install, just need to gather hoses and clamps.

Hope to drop DPF next Sunday to manually clean.

Just disconnect from scr the NO x sensor.

After a little snafu w the turbo swap (see this thread), the load state is down to 2g. Back to the same old codes, plus a new one;


Before EGR function returned, I was getting a code related to the temp sensor ahead of the turbo - 14AC00 “there is an internal fault in component B19/11 (Temperature sensor upstream of turbocharger).” I ran the plausibility test and everything looked fine. I cleared that and the soot content too high code. Both are yet to return. I did notice that the Lamba upstream of the TWC is showing 0.0 as actual value when specified is 1.0-32.1 (while up to temp and enabled). Ran the test on that and the resistance was within spec.


Was hoping to drop the DPF today for visual inspection and manual cleaning, but didn’t have time. Maybe tomorrow afternoon.

Dropped the DPF today, didn’t look too bad. Pulled and sprayed w a pressure washer after the cleaner and not too much soot came out. The port for the tube on the pressure sensor before the ‘honeycomb’ was clogged but the code related came back even though it was cleaned.

Pulled the intake elbow off today to replace the seals. EGR tube was pretty clogged, cleaned it up and put new seals on. Tried to clean the elbow as well but it was pretty difficult to get anything in there to scrape it.

That elbow looks really jammed up! Were you able to scrape it out?