FUEL IN OIL 2010 CUMMINS ISC 8.3

Kawi027 · Mar 16, 2018

Goodysnap said: ↑

I have had mixed results with Cummins tech help, especially out of warranty support. Sometime you get somebody good and other times they don't know their arse from a hole in the ground.

I can tell you this, a malfunctioning DEF doser will not cause your frequent regens. Checking the items that @spsauerland listed are definitely common problem areas that can cause issues. The high pressure still concerns me as after cleaning it should be alot lower that 3psi. Do you have an image saved from before so we can see what the dpf pressure was before cleaning? Let me knows how the testing goes.....
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Going to check for soot build up on the sensore @spsauerland recommended.
I am going to inspect the doser as well since it is a simple check, but my question is: Would a clogged or def soaked scr catalyst cause the ecm to want to regen? Or does a clogged scr have to bearing on if a regen is needed?
Yes I have attached a screen shot of the dpf pressure before cleaning, its the history before hour 8333.

Kawi027 · Mar 16, 2018

spsauerland said: ↑

I agree with @Goodysnap on DPF delta P. Seems like your DPF is still full of ash or decomp tube is plugged up with dried up DEF or SCR face covered. I pretty much just have them wash and bake all my DPF. Air just don't get the hardened ash out. A ISC of that vintage will Regen every 24 engine hours. That is Cummins setting.
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When you say you you "just have them was and bake all my dpf" you not talking about the Scr catalyst as well are you? I didnt know you could clean the SCR.

Kawi027 · Mar 16, 2018

Goodysnap said: ↑

I have had mixed results with Cummins tech help, especially out of warranty support. Sometime you get somebody good and other times they don't know their arse from a hole in the ground.

I can tell you this, a malfunctioning DEF doser will not cause your frequent regens. Checking the items that @spsauerland listed are definitely common problem areas that can cause issues. The high pressure still concerns me as after cleaning it should be alot lower that 3psi. Do you have an image saved from before so we can see what the dpf pressure was before cleaning? Let me knows how the testing goes.....
Click to expand...

Do you know if there is a particular differential pressure sensor or any sensor, one that tells the ecm it time to run a regen cycle?

Goodysnap · Mar 16, 2018

Kawi027 said: ↑

Do you know if there is a particular differential pressure sensor or any sensor, one that tells the ecm it time to run a regen cycle?
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Run the tests I suggested with the pipe dropped. If no change. Install a reman or new filter. The dpf delta is the main sensor for soot load and regeneration.

spsauerland · Mar 16, 2018

Kawi027 said: ↑

Do you know if there is a particular differential pressure sensor or any sensor, one that tells the ecm it time to run a regen cycle?
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DPF Delta P sensor mounted to DPF. Make sure sensing tubes are clean also. When I said all DPF's, I meant every one I take off, not the SCR catalyst. I have DOC cleaned as well. The DPF Delta P is really only "accurate" to the ECM at certain and higher exhaust flows. Most all of Regen is figured by soot model/maps. To figure the given exhaust flow, the ECM must calculate the volume, density, oxygen content of air going in and out of engine. The sensors I listed play a critical role in this calculations and all of this assumes sensor info is accurate. Once those sensors covered in soot start giving false data, the ECM usually compensates with more EGR flow making the problem worse. Newer engines are all about keeping NOx low and will do anything to do it.

Kawi027 · Mar 16, 2018

spsauerland said: ↑

DPF Delta P sensor mounted to DPF. Make sure sensing tubes are clean also. When I said all DPF's, I meant every one I take off, not the SCR catalyst. I have DOC cleaned as well. The DPF Delta P is really only "accurate" to the ECM at certain and higher exhaust flows. Most all of Regen is figured by soot model/maps. To figure the given exhaust flow, the ECM must calculate the volume, density, oxygen content of air going in and out of engine. The sensors I listed play a critical role in this calculations and all of this assumes sensor info is accurate. Once those sensors covered in soot start giving false data, the ECM usually compensates with more EGR flow making the problem worse. Newer engines are all about keeping NOx low and will do anything to do it.
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Just to confirm this delta p sensor is physically mounted on the dpf? Or is it mounted on the engine. Do you know the actually name of the part? Thank you

spsauerland · Mar 16, 2018

Kawi027 said: ↑

Just to confirm this delta p sensor is physically mounted on the dpf? Or is it mounted on the engine. Do you know the actually name of the part? Thank you
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One on DPF. Has two tubes going to it. Also one on intake for EGR. On intake.

Kawi027 · Mar 16, 2018

spsauerland said: ↑

One on DPF. Has two tubes going to it. Also one on intake for EGR. On intake.
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Okay so I should inspect bothe

spsauerland said: ↑

One on DPF. Has two tubes going to it. Also one on intake for EGR. On intake.
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Got it, can both delta p sensors be cleaned with carb/choke cleaner or if there are soot pack just replace?
Ive read online that the delta p sensors cannot be cleaned, but the tubes can be.
Thanks

spsauerland · Mar 16, 2018

Kawi027 said: ↑

Okay so I should inspect bothe

Got it, can both delta p sensors be cleaned with carb/choke cleaner or if there are soot pack just replace?
Ive read online that the delta p sensors cannot be cleaned, but the tubes can be.
Thanks
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That is correct. I replace the packed ones. Might as well get you a case of carb cleaner, brushes, and some cold beer!

Kawi027 · Mar 16, 2018

Goodysnap said: ↑

If you do suspect an injector, injectors..... drop the pipe off at the dpf, enter dyno mode in Insite and perform a snap accell test for smoke. Surely if it' s overfueling to the point of washing a cylinder and overfilling the crankcase it should show its face as black smoke during the test. Regen history should also reflect this over time with increased frequency and higher that normal temps or possibly face plugging and low temps in severe conditions.

Dyeing the fuel is an excellent idea also. I've never seen a pump or injectors leak like that on this engine ,but surely could be a possibility.
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Getting ready to do this snap test tomorrow. Just so you know my exhaust system is set up in this order:
turbo
dpf
doc
SCR catalyst.

Where exactly should I drop the exhaust for the snap test? Also wont I get a code if one is disconnected?
Thanks

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