Fault Code Help

Turbo charger 1 turbo outlet pressure above desired. This is basically your exhaust back pressure. It is too high because of some kind of exhaust restriction. Either the after treatment is plugging or the exhaust back pressure valve is sticking closed or closing when not commanded. Because of the sound you are hearing, I would check to see if your exhaust back pressure valve is stuck closed. This valve is right after the turbo outlet to the main exhaust pipe. It has a vertical air cylinder. If you can see the cylinder rod coming out the bottom of the cylinder, then it is stuck closed causing your issues. They do get stuck every so often. We have great success with simply spraying the pivots with penetrating oil and taping it back up into position to free it up.

 

Yes, that is it. It is retracted in your picture. It uses air to extend and only spring force to retract. Next time you hear any funny noises check to see if the rod is extended. It will extend about 4 inches or so.

 

A lot can happen in a year. 50,000 miles is not too much, but how many hours? Does this truck idle a lot, or lots of stop and go operation? The whole Maxxforce engine and aftertreatment hates excessive idling and/or stop and go work. Anything other than highway and the system will go down hill quicker. Depends on what they all did to the after treatment system. The DPF is only one of several components that need to work properly for the whole system to work properly. DPF, DOC, Pre-DOC and the doser injector all need to be working tip-top for the system to remain healthy. On our lease and rental units, we remove and clean the DPF, DOC and Pre-DOC yearly at safety inspection time! (Pre-DOC is a small DOC in the pipe right after the turbo. This pipe has a bulge in it.) We also remove and clean the doser injector and I perform a spray test on it to make sure it actually sprays properly. Only having the DPF cleaned is the minimum. If your system is plugging there isn't too much you can do. If your aftertreatment is the vertical type that runs up the back of the sleeper, you can disconnect the pipe that connects at the bottom of it. You can then get a flashlight and look up into the DOC. A normal healthy DOC will be blackened from the soot, but you should see the small grid pattern of the DOC material. If it is plugged you will see a layer of black solid carbon covering it/most of it. Other than that, you need to have a tech with a laptop recording a test drive of what we call a 0-60 mph snap shot. The truck is driven to highway speeds. In high gear I will let the rpms come down to about 1000 and then floor it. The engine is under max load and will accelerate until the rpms max out or at least go to 1800. This is when the engine is producing the max boost, fuel pressures, and exhaust pressures. There are specs a healthy engine must meet. In your case, with an exhaust restriction the boost will be low, (air can't out, air can't get in either), turbo charger 1 outlet pressure will be high, higher than 7 psi and I can also see the DPF differential pressure, or the difference between the pressure at the inlet of the DPF compared to the outlet. Anything more than about 1.2 psi is excessive. If the back pressure valve is ok, but exhaust back pressure is high I then look to the DPF diff pressure. If the DPF is really plugged you will see about the same pressure there as the turbo outlet. If the DPF pressure is ok, the main restriction is in the PRE-DOC or the main DOC. Usually once the main the DOC starts to plug it isn't working anymore and now the DPF is also plugged. So they both need service of some kind now, either cleaning or replacement. We will disconnect the exhaust at the DOC inlet and repeat the 0-60 along with a snap throttle test. A snap throttle test is to check if the engine is producing excessive soot or continual soot. I'll have someone snap the throttle to full while I watch the exhaust. It will puff black for a second or two, but should clear up. If the engine smokes solid black and never really clears up, then something is wrong with the fuel system. Then, I will redo the 0-60. If the back pressure is now good, turbo boost good we can be confident the engine is healthy and focus on the aftertreatment system. Now you look at the doser injector which plugs up quickly and easily and needs to be cleaned yearly. This is another part International has improved with updated parts. If the injector is original, it is probably the old style. There is also a newer style gasket for it that helps prevent carbon plugging. After thay, you clean the DOC, Pre-DOC and DPF and reinstall. There is a new test International has come out with that better checks the efficiency of the DOC by how well it raises those exhaust temps. Then you replace if necessary. One thing that really hasn't been disclosed very publicly by International is that they are having most of the Maxxforce 13 problems with the 475 hp rating. This horsepower produces slightly more soot than the system can handle. They are derating it 450 hp with great success. 450 hp actually produces a hotter and cleaner burn than the 475 which leads to less soot production and therefore a cleaner aftertreatment system. We have derated several so far and most customers do not notice the power difference.

 

No, down rate is free of charge for problem trucks, but uprating would cost the normal amount. I do not know of any other hp rates that are problematic. I think you should leave it as is.