![]() Sometimes called cold-air induction, the theory behind a cold-air intake is sound: Cold air is denser than hot air, so cold air packs more oxygen into a given volume than does hot air. Related: What’s the Difference Between a Supercharger and a Turbocharger? It can do this by drawing air from above the hood, under the front bumper or a spot inside the engine compartment that isn’t as hot as other places. Usually a failed turbo.The purpose of a cold-air intake is to find cold air in an otherwise hot under-hood environment. Turbo actuator position - 89% or higher 87% or less will cause a drop in exhaust temps, but there are no codes for this. Typically a weak metering actuator, the engine heat makes the actuator weak. This is also what is near 0% with a cold engine and 5-7% with a hot engine. Percent load - less than 2% (with the fan off) I've seen most regens fail with this at 5% or higher. Intake manifold pressure - 10-14" Hg - Low could indicate boost or air to air leaks. Monitor these parameters during a regen, and you should have these values ĮGR differential pressure - less than 0.5" Hg - if higher, could be stuck open/leaking EGR valveĮGR valve position - 0% - EGR valve must be closed.Įxhaust gas pressure - 120-150" Hg - Low could indicate a failing turbo. If the temps reach 525 or better and the inlet temp to the DPF stalls around 800 or is very very slow to reach 1000+ then something is wrong with the injector or DOC. If the system doesn't reach this then something is wrong with engine, not the DOC or injector. Once the system reaches 525 or better then the doser starts to inject fuel to get the really high temps. This is actually done by the turbo vanes closing, causing high exhaust back pressure and load on the engine. Once a regen is initiated the DOC inlet and DPF inlet need to reach about 525 -550 degrees. When running a regen you need to open up data monitor and watch all the exhaust temps and doser injector state. Also, is the DOC and DPF due for cleaning? It sounds like you have access to Insite. Cummins does have requirements to remove and clean the doser injectors because they do get plugged up rather easily. Weak metering actuators and warped diffuser plate in the turbo are common problems that get worse with hot engines versus warm or cold engines. I know it is easier said than done, sorry. ![]() This is where you need to reproduce the situation that is causing the fault. ![]() The reason for this is not always the same. Once the truck has sat for 8 hours and the regen retried it takes off and performs a perfect regen. I have had several regens fail with a fully hot engine and exhaust systems. You would have to try a regen with the truck freshly back from a long run and see what happens. It is quite common for us to follow the TS and perform a regen and everything is fine because we started with an engine that hasn't been running for hours and has cooled down. Most regen faults get logged after a failed regen, when the engine and everything else is right up to operating temp and has been there for hours. I see those temps all the time on successful regens. The temps you have listed probably will never cause a fault.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |