New Engine Technology; EGR systems, DEF, DPF

Discussion in 'Trucks [ Eighteen Wheelers ]' started by fencitup, Feb 13, 2014.

  1. fencitup

    fencitup Light Load Member

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    Bronx, NY
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    Anyone operating a new truck with new engine technology (EGR systems, DPF, DEF) satisfied with the product and would buy again if they could turn back time?

    I always see people comment on their negative experience, but there has to be some happy operators!?
     
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  3. pcfreak

    pcfreak Heavy Load Member

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    Have only had my truck with all that fun stuff for just under a year, and no issues. I'd prefer an older truck without all the emissions stuff on it, but not much choice.

    Does the job just fine.
     
  4. Elvenhome21

    Elvenhome21 Heavy Load Member

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    07-10 trucks are complete garbage along with all internationals that dont use DEF. They have nothing but problems with regens and DPF getting plugged and needing replacement. However for the most part the trucks that use DEF (2010+) are fairly decent. Some brands have more issues than others with DPFs still getting plugged, but it seems to have more bearing on how hard you work the engine and how much idling it does.
     
  5. Elvenhome21

    Elvenhome21 Heavy Load Member

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    I dont care to much for the new detroit engine. Seems like 1 in 3 has a idle surge (bad injectors), in our fleet of 30 cascadias (2012-2013) I think at least 10 of them always have a check engine light on. The 5 trucks I regularly drive 2 have bad injectors, 3 have bad delta p sensors and one just had the entire DPF system replaced at 200K mi. Granted this is a penske fleet, and similar to LTL style driving/idling so we dont really work the engines super hard to burn the soot out for 14 straight hours but I think if I owned one of these trucks I would dump it in a heartbeat once the warranty ran out.
     
  6. 4vmach1

    4vmach1 Light Load Member

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    Apr 3, 2013
    Los Angeles, CA
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    It all makes sense why its garbage, but doesn't the regen allow the particular filter to clear up rather then getting on a heavy load? Or is that too much time consuming? Were still operating a 2000 model Volvo 770 which is why I'm curious to know in case we upgrade later on due to these Cali emissions.
     
  7. WitchingHour

    WitchingHour Road Train Member

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    Broomfield, CO
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    Regen delays the inevitable... there comes a point when there's just too much accumulation for a regen to take care of on its own, and the DPF filter needs to be changed. Another thing I encounter often is cracked DPF outlets.... they don't seem to last very long.
    On top of that, you have to be sure to service your dosing injector regularly... the process itself isn't very difficult, but how much of a PItA it is depends on your engine... on the newer Cummins engines, it's very easy to get to. The ISX models from a few years ago... a little more inconvenient, but not terrible. On the PACCAR engine.... I hate that thing.
    When you get into DEF, then you have the DEF filters which need to be changed regularly... that's quite easy... some trucks have a cover with three bolts... you take one completely out and loosen the other two in order to let the cover hinge on them, then pop out your DEF filter with a 1-1/16" combination or box wrench (you don't want to use a ratchet, because if the DEF gets on your ratchet and doesn't get 100% cleaned off right away, it'll cause your ratchet to seize).
    DEF dosers are a little more fun. Not sure how they are on other trucks, but I've had to service them on Kenworths with the ISX.. they're not a snap of the fingers and done, but they're not terrible, either. The little "hockey puck" which goes in them is usually extremely hard and basically has to be chiseled out. Fortunately, DEF dosers don't have to be done very often.
     
    fencitup Thanks this.
  8. Elvenhome21

    Elvenhome21 Heavy Load Member

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    It would be really nice if you could get a international prostar with a DD15 with DEF. That would be probably the most ideal for creature comforts and a halfway decent engine in a company style truck. I do like the DD engines when they have the power turned up and dont have a problem. They have a ton of torque and really pull all the way down to 1000 rpm. On the flip side you the junk maxxforce which you have to wind up like a screaming jimmy to get any power 1500RPM min and bounce it off the rev limiter before shifting.
     
  9. dieselpowerd

    dieselpowerd Bobtail Member

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    as a diesel tech about 80% of my repairs are related to dpf egr issues, there is just to many factors that will throw the truck into a derate or engine shutdown and as a driver you are locked out to do a stationary regen without the proper software. Then all you can do is call for a tow. the newer def/scr systems are better so far but in cold temps you can have a lot a problems with the def freezing if you don't idle your truck at all times as it uses engine coolant as a heater.
     
  10. fencitup

    fencitup Light Load Member

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    In other words, you're dammed if you do and dammed if you don't

     
  11. homerjer

    homerjer Bobtail Member

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    Imlay City, Michigan
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    We have two 13 kenworths with isx 15 600/2050 engines. So far I have nothing but great things to say about them. But we really work them, average load 165,000 lbs. According to Cummins that is the best way to avoid dpf problems, coals burning hot and minimal idling. As far as def freezing it has been one of the coldest winters in Michigan I can remember, a lot of days 15 to 20 below zero and we haven't had any issues. Fuel economy the same as our preemision cats.
     
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