A common failure now on all EPA10 DD15 is becoming a one box and DPF failures, these are costly items to repair. To repair these failures correctly you must determine root cause for failure, as these parts will never fail on their own. Find the primary failed part and repair prior to replacing a onebox or DPF’s to prevent repeat failure down the road.
- Verify the air filter is installed correctly. Measure the Air Inlet Restriction with a manual gauge under 100% load (do not use the gauge on the air filter assembly). Is the Air Inlet Restriction greater than 18 H2 O”? Repair as required over restriction level.
- Pressurize the intake track, including the Charge Air Cooler (CAC) and associated piping, inspecting for leaks. Was a leak found? Repair for any leaks.
- Inspect for excessive oil coming out of the turbocharger compressor. If any oil is present Replace Turbo.
- With engine OFF, visually inspect the Exhaust Gas Recirculation (EGR) linkage for damage or limited travel. Repair for EGR component Failure.
- Using DiagnosticLink® , sweep the Intake Throttle Valve (ITV). Is the ITV stuck or is there limited travel? If a seized valve is found, repair as necessary.
- Inspect for exhaust leaks before the Aftertreatment Device (ATD). Are any exhaust leaks found? Repair all exhaust leaks.
- Inspect for plugged delta P ports. Are the delta P ports plugged? Clean/replace delta p if found plugged.
- Compare Inlet Manifold Pressure (IMP) ______ kPa ______ (psi) and Barometric Pressure (BP) sensor ______ kPa ______ (psi). Are both sensor readings within 10.3 kPa (1.5 psi) of each other? Replace IMP if found readings out of spec.
- Get readings of ATD temperature sensors with the ignition ON (key ON, engine OFF). Note coolant temperature. The best way to determine if a sensor has drifted out of range is to check the system with a cooled ATD.
- Coolant ______ °C (______ °F)
- DOC in ______ °C (______ °F)
- DOC out _____ °C (______ °F)
- DPF out ______ °C (______ °F)
- SCR in _______ °C (______ °F)
- SCR out ______ °C (______ °F)
- Inspect the CAC Outlet Temperature/Inlet Manifold Pressure (combination) sensor connector for corrosion. Was corrosion found? Repair as required.
- ct the IMT sensor connector for corrosion. Was corrosion found? Repair as required.
- Perform Idle Speed Balance (ISB) test. Then Perform a Relative Cylinder Compression Test with DiagnosticLink. Look for any internal damage, then proceed according to findings.
- Remove DOC inlet pipe from ATD and perform three throttle snaps. There should be one puff of smoke (the size of a basketball) that quickly clears. Is there excessive smoke? If yes, Manually cut cylinders to try and identify an over-fueling injector.
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.
GHG – Current Software
MCM – 220.127.116.11 Software w/Fuel Map ZGS001 ACM – 18.104.22.168 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 – 22.214.171.124 Software w/Fuel Map ZGS001
ACM – 126.96.36.199 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 v188.8.131.52 Software with Fuel Map ZGS003
CPC – r5.03 Software
MCM v184.108.40.206 and Fuel Map ZGS002
CPC – r5.03 Software
MCM – v220.127.116.11 with Fuel Map ZGS002
CPC – r5.03 Software
MCM – v11.4 with Fuel Map ZGS005
CPC – r4.03
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.
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.