Category Archives: Tips & Tricks

DD15 EPA10/GHG14 Maintenance Intervals

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Lubricating Filter35,000mi
Lubricating Oil35,000mi
Coolant Filter105,000mi
Fuel Filter35,000mi
Frame Mounted Filter35,000mi
Top Set/Tune UpInitial top set 100,000mi
Second 500,000mi there after every 500,000mi
Air Cleaner50,000mi
ATD Inspect hardware and all connections every 6 months
Diesel Particulate Filters300,000mi
DEF Pump Filter175,000mi
DEF Pump Air BladderRefill every 24 months

DD Engine Coolant Filters

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The coolant filter has been removed from DD platform engines. The change comes with an improved Oil Cooler Module which resides on the front, left-hand side of the engine and houses the coolant pump, thermostat, oil fill, and oil filter. On engines built prior to this change, the coolant filter access cap was located just forward of the oil filter.
The current coolant filter is only partial flow (~15%). Testing showed that coolant and engine protection were not affected by the removal of the coolant filter. Customers will also benefit from reduced maintenance costs by eliminating the coolant filter inspection/replacement cycle.
The new Oil/Coolant Module is NOT backwards compatible on older engines. However, customers may choose to remove the coolant filter on their current engines at the next applicable Preventative Maintenance stop.
The new Oil/Coolant Module became effective with the following approximate change points.
• DD15AT engine s/n 472906S0326388 built on 23-Mar-15.
• DD13 engine s/n 471927S0326736 built on 17-Mar-15.
• DD15TC engine s/n 472909S0327137 built on 17-Mar-15.
• DD16 engine s/n 473908S0327187 built on 19-Mar-15.
Please note that the new oil fill is now connected at the bottom by a flexible tube, which increases the restriction when the engine is filled with oil. Shops using an automatic oil filling machine may need to adjust their flow rate to avoid spills.

Latest Software Levels

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GHG – Current Software

MCM – Software w/Fuel Map ZGS001 ACM – Software w/ Fuel Map ZGS001 CPC – r34.00.000
Detroit DT12 Transmission

CPC Production Software is R34.00.000A
TCM Software is NAMT070700
DD13 and DD15 Except for 400/1750 rating, Shift Map P/N A0174488402 ZGS001
DD15 with Integrated Powertrain 400/1750 rating, Shift Map P/N A0174488202 ZGS001
DD16 Shift Map P/N A0174488302 ZGS001

EPA10 – Current Software

MCM – Software w/Fuel Map ZGS001
ACM – Software w/Fuel Map ZGS001
CPC – 22.02 Software

Please note that you must have DiagnosticLink 8.0 to program the new GHG Software

DD Engine EPA07
MCM v13.4.2.0 Software with Fuel Map ZGS003
CPC – r5.03 Software

S60 EPA07
MCM v63.2.1.0 and Fuel Map ZGS002
CPC – r5.03 Software

MBE4000 EPA07
MCM – v13.5.0.0 with Fuel Map ZGS002
CPC – r5.03 Software

MBE900 EPA07
MCM – v11.4 with Fuel Map ZGS005
CPC – r4.03

EPA 10 DDE 15 Regen Log File Normal Values

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Coolant TemperatureAbove 140*F
DOC Inlet Temperature600-725*F
DOC Outlet Temperature1050-1150*F
DPF Outlet Temperature1050-1150*F
SCR Inlet Temperature950-1100*F
SCR Outlet Temperature950-1100*F
DEF Pressure66-85 psi
DEF Air Pressure19-29 psi
Actual DEF Dosing Quantity800-900 g/h
NOx Conversion Efficiency 70-100%
SCR Inlet NOx Sensor200-300 ppm
SCR Outlet NOx Sensor5-25 ppm
DOC Inlet Pressure<1.3 psi(1box) or <1.74 psi(2box)
DPF Outlet PressureAround 1/2 of DOC Inlet Pressure
Engine Speed1100 rpm
Fuel Cutoff Valve100%
Throttle Valve Actual Position75-90%
Fuel Doser Injection Status10-30%
Fuel Compensation Pressure80-90 psi
Doser Fuel Line Pressure15-30 psi
EGR Delta Pressure-0.05 - 0.20 psi
EGR Command Governor Value5%
Jake Brake 1 100%
Actual Fuel Mass100-130 mg/st
Inlet Manifold PressureBarometric Pressure +2-3psi
Actual DPF ZoneDrops to 0(if not already)

Winter Fronts

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Reasons to use a winter front:

Winter fronts on DD engines are necessary due to the design of the engine cooling system. The coolant thermostat is on the inlet side of the cooling system on the DD Platform engine and regulates coolant flow from the radiator into the engine. The thermostat regulates coolant flow to control the temperature of the coolant within the coolant circuit. The following benefits are a result from regulating the coolant at the inlet temperature side of the engine:

  • Reduced thermal cycling of the engine
  • Operating temperature of the engine is reached faster
  • Improved vehicle heating because of the better temperature regulation

Dangers of the using the wrong winter front:
Use of a winter front on a DD platform engine, especially those that are fully closed, it’ll cause performance issues and is not recommended on DD engines. Winter fronts can result in the following:

  • Excessive fan run time due to higher CAC outlet temperatures resulting from low air flow through the CAC
  • Increase in fuel consumption
  • Failure of the DEF system heaters to turn on when needed causing fault codes to appear, poor Aftertreament performance and power loss. Worst case engine shutdown.
  • Failure of emission components that will result in a derate and possibly engine shutdown.

Use of a winter front should be avoided as this has been shown to cause false fault codes with the engine and aftertreatment system. This has also been linked to specific component failures that will cause vehicle downtime and lost productivity.


There are two specific situations where a winter front may be temporarily needed:

  • To improve cab heating while idling under extreme cold ambient temperature
  • When the ambient temperature remains below -30°C and the engine is unable to maintain running coolant temperature of 80°C during normal on road operation.

If either of the above situations is encountered, then a winter front may be temporarily used. A minimum of 25% of the grill must be open in sectioned stripes that run perpendicular to the charge air cooler tube flow direction. This assures even cooling across each tube and reduces header-to-tube stress and possible failure. winter front

Cylinder Head Gasket Failure

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When diagnosing a cylinder head gasket failure, it is highly recommended to measure the liner protrusion. Measure the liner protrusion at four locations, 90 degrees apart at each cylinder head. If the liner protrusion is below spec(0.001″) you have counterbore damage. At this point in time there is no repair for counterbores, the entire block will need to be replaced.