battle for mileage, 2007 Century, 14L EGR Series 60

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I can hear my tech Jeffery saying, "always check the wiring first"..... I'm glad you found the harness issues... I'd be interested in the fuel mileage you're now getting, compared to the previous fuel mileage... I'm averaging 6.2, but I can get up around 7 just by running slower in direct....will probably be going with that duralite CAC here in a couple weeks, Jeff thinks it will boost performance.... The intake boots are made of silicon, and I have blue boots all the way around, (all four), is there really a difference between the red boots and the blue boots?

 

Hmm.. I was thinking more along the lines of weird stuff going on involving multiple systems. I had a condition that was going on where the exhaust temps would run high, and the engine would throw a shut down code and shut the engine off.... Detroit in Ktown told me that the injectors were overfueling and that they all needed to be replaced, on my model year that was going to be expensive, $3,500 just for the parts, so I called my guy in CT and ran it by him.... "don't put injectors in the truck, get up here and let me have a look...", went up there and couldn't find anything wrong, the code the engine threw was for high dpf outlet temps.... checked the wire harness for the dpf and it checked out fine, replaced the sensor and pronounced it fixed.....

two days later had the same thing happen....

I started looking at all wires...

everywhere.

even wires not associated with the dpf, per se....

found one going to the turbo temp sensor with a really small nick and some green corrosion..... not a lot, just a little itty bit.....

Replaced the sensor.

Problem solved, never happened again.

cool, sometimes I'll just lay underneath mine while taking a break during greasing and just let my eyes wander.... amazing the little things you'll notice that need attention...

Once the new boots have been clamped on for a while they should seal themselves, I know I have a he ll of a time getting them off when they've been on for awhile, it's like they're self gluing or something...

I keep thinking about that shiny new high performance CAC and higher fuel mileages.... I'll be dropping a new Duralite in sometime soon....

Have changed my mind on the turbo blanket, that thing gets white hot now running out in the southwest desert, insulating the turbo so it gets even hotter may not be a great idea... probably be better off cutting louvers into the hood and getting some air flow through the engine compartment...

 

That's what I do when greasing a truck. I'll find a battery cable too close to the frame, electrical wires loose needing zip ties, a frayed airline, carrier bearing rubbers looking worn, u-joint caps spinning in the yoke, and a cut on the sideall of the inside tire.

That a lot to be seen when your boss keeps thinking you are under the truck trying to take a nap.

 

My god that sounds like a nightmare. But with your fuel milage numbers that your seeing as of your first post well worth the nightmare. The fuel savings over the next couple months should pay for your repairs barring any more problems. Good to hear you got the issue fixed though driver.

 

Looks like you guys are experiencing Stateside what we have seen for the last 5 years or so here in Europe. The quality of truck wiring harness's seems to have begun deteriorating rapidy about 10 years ago, leading to problems like you have experienced MN Driver. These issues normally begin when the truck is 4 or 5 years old. I think a lot of manufacturuers went down the cheap Chinese copper route, which caused major headaches with 'dirty signals' being transmitted when these wiring looms failed, especially when the truck was operated in damp climates. Paccar products were the worst offenders since the 2002 model range, however this situation seems to have improved since 2009. Volvo also seems to have suffered from poor wiring.

I often wonder why manufacturers cannot offer a simple plug in unit to test the resistances and also load their vehicle wiring harness's in situ. This would save operators thousands of dollars in wasted workshop time and keep trucks on the road performing at their best. It can't be that difficult to organise something like this....

 

Why would they want to do something like that. Just think of all the labor costs and parts they can sell and not to speak of all the stuff that gets replaced that did not need replacing. Most of the shops just throw parts at the trucks without really fixing anything just hoping they might get lucky.