Taxi Driver Online

Appeared while doing a longish hire to Rutherglen. Pretty sure it was doing the standard regen at the start of the job. Starts, stops and drives as normal - not in limp mode.

Tried an Italian tune-up on the M74/M8 on the way back but it was still there so quit the shift.

Anyone seen this before?

Answer - failed active regen.

Flashing DPF light will not reset itself - LTI computer needed to cancel it. Steady DPF light will sometimes reset. Fix was a forced regen (LTI computer again) and oil+filter change, as unburned diesel can get into the oil system. £170 all in.

Somewhat annoying as there was no warning of a DPF problem developing. But the same thing has happened to at least two other Euro6 TX4s locally.

Great that it’s sorted.

Also good that your issue, and solution, is now on the internet to pop up in the future for some other poor soul who needs help.

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IDFIMH

While it was driveable, the diesel-in-oil thing wasn't a gamble I fancied muchly.

Hi m8. Newbie here and 1st post. I have a 2017 Euro 6 and had the usual DPF light with doing all the short runs round the city. Usually it goes away eventually. I got the same flashing light as yourself a few months ago and the garage I use did a forced regeneration. Advised me to change the oil as I had put too much in and it was above the max on the dipstick. Regen cost me £40 up here in Edinburgh. I was due a service so I replaced the oil and made sure it was just below the maximum. I have just bought some JLM DPF cleaner which supposedly cleans your filter at low speeds. I'll see how that works over time.

Thanks - I've read elsewhere that high oil level might also be due the DPF problem (diesel getting into the sump).

I'd been using premium diesel thinking it would prevent this kind of nonsense - it didn't. I've switched back to standard and might try the Wynns DPF cleaner.

Not overly impressed with this Euro6 TX4 - needed a new starter motor at 57k miles.

I'd stick with the Euro 6 TX4. I've read horrendous stories of guys with Vitos being off the road for weeks under warranty with sticking doors, broken cables, stuck electric steps, nox sensors etc. EV's popping up sensor problems all the time. The TX is tried and tested with limited electronics to go wrong. Less is more as they say. This guy is worth a watch https://www.youtube.com/@mec-tec/search?query=Taxi

Yes, I'll stick with it for now - when it's driving well it's fine. And not many better options out there for now.

There's very few Euro6 TX4s in Glasgow, so many of the cab garages aren't comfortable working on them. I've struggled to find one willing to do the timing belt for example.

Mec-Tec's videos are pretty good - probably should do more myself.

Cam belt is every 90,000 and cost me £800 fitted when I bought the cab at 95,000 miles just to be sure as there was no record of it having been replaced. Some mechanics are getting lazy now as the TX is what they call agricultural and they have to get their hands dirty. Good luck with the cab and change the oil and filters regularly. Says every 15,000 but I change mine every 10/12,000 to keep it sweet. For the DPF, take it a run once a month up the motorway, 50 miles there and back. Helps burn off the particles.

Got the belt done last month at 58000/7 years - like you, no proof it had ever been changed. And it was definitely the original belt (intact but pretty soft).

All good so far. I ended up at an old-school mechanic who's done dozens of Euro5 belts but never a Euro6, so I sourced the locking kit for him. Took a day and a half as I think he was being ultra-cautious with it. Used a Gates belt kit and FAI water pump so it worked out a bit cheaper - just over £500 all in. Genuine LTC parts are a lot dearer and I heard two Glasgow cabs had new LTC water pumps fail recently.

I'll need to plan a routine longer run. Must admit I'd got into a bad habit of letting it idle a lot until I'd sorted the battery/starter mystery. That probably didn't help the DPF.