| Author | Message | ||
     Denny_hahn Member Username: Denny_hahn Post Number: 178 Registered: 08-2004 |
Shane, We have the same problems everyone else has experienced with the ISL. We have done all the things everyone here has listed. We also had a bad fan controller like Steve. Check Cummins Quick Service to see what updates and recals you are entitled to. Cummins completed all of ours and the buses seem to be OK now. Since I've said that it will probably start again. Denny | ||
| John Miller New member Username: John_miller Post Number: 1 Registered: 02-2011 |
Hi Shane. I ran this by my diesel instructor. The following are some of his suggestions. John, in response to the original post, we first need to know is the problem DPF plugging, or is it Oxidation Catalyst face plugging? There is a difference and the causes will differ. Assuming that the problem is repeated DPF plugging requiring frequent stationary or manual regens or manual cleanings, there are a few items that should be checked. Is the engine ECM calibration correct for the application and the latest version? Cummins has had issues with calibrations that affect the soot load and have updated calibrations to correct this. Exhaust Aftertreatment settings within the Features and Parameters settings must be correct. In particular there is one setting under the feature “Aftertreatment DPF”, “Automotive Mobile Regeneration”. The parameter is titled “Minimum Vehicle Speed”. The factory default setting is 3 mph. This means that if a Passive Regen begins, it will be aborted if the vehicle speed drops below 3 mph. For a transit application, this speed must be set to 0 mph, otherwise passive regens will never complete while the vehicle is in service. Insite can be used to check and change these settings if they are incorrect. All other engine sensor readings should be checked to ensure that the sensors are reading correctly, especially any temperature sensors. If the calibration of the sensor is off (I.E. An intake temp sensor reads 15 degrees on a 90 degree day) it can cause to ECM to fuel the engine incorrectly, increasing soot loads. As long as the out of calibration sensor produces a reading within the sensors range, it will not cause a fault code even though the reading is incorrect. Finally, the Cummins approved cleaning method for the DPF is to use a combination of a vacuum DPF cleaning machine and baking the DPF in an oven to convert any reaming soot to ash, which can then be removed by the vacuum DPF machine. The DPF passages can be checked with a rod, but only for proper depth. The inlet passages are only open on the inlet end. They are closed at the outlet end to only permit gas to pass through the DPF. If a rod passes through any opening to the opposite side, then the DPF is bad and must be replaced. | ||
| Steve Myers Member Username: Steve_myers Post Number: 129 Registered: 08-2004 |
Shane, Is the face of the catalyst plugging or is it the filter? They are two different problems and each has different causes. If the face of the catalyst is plugging it can be from injectors, turbo, and most cases an EGR issure. It means there is some type of contaminant in the exhaust since the catalyst is the first object before the filter. Filter plugging most of the time comes from re-gens being interrupted for whatever reason. Also how are you cleaning the filter? Washing them out with a water hose is the best way to get them cleaned. You can take a small rod I think it is .030 and make sure it goes all the way thru the filter. The machine Cummins uses does not do a very good job of cleaning the filter. If you can get this rod completely thru the filter than it is cleaned properly. We manually re-gen weekly to make sure they are done. I have one bus out of 7 that kept giving me problems and it ended up being related to the EGR pressure differential sensor wiring. We just had one with a bad fan controller that would interrupt the re-gen because the fan would not run when the temperature went up. I hope this helps. Steve | ||
| Tyler Smith New member Username: Tyler_smith Post Number: 23 Registered: 06-2011 |
Shane, Do you run any type of fuel additive? We use an additive all year long and haven't had any problems with our ISL's (lately). I know it will not completely fix the problem but it might help. I was at a Ford 6.0 class awhile back and the instructor was telling us that Ford's Cetane booster will fix the Mack 7th injector issues with the MP8 enigne. I don't know if it's true or just a sales pitch but like I said it might help with DPF issues on the ISL's | ||
| Shane Lint New member Username: Shane_lint Post Number: 41 Registered: 09-2010 |
Has anyone attempted any fixes for the Cummins ISL-- the DPFs plugging. I'm looking for something "outside the box". We've run the whole gamut of fixes; injectors, new DPFs, Cummins has been here about six times. We started a new program of regen-ing during PMs, but we can’t even make it the whole 6,000 miles before the requiring pulse cleaning. I want to tear the whole system out and put a muffler on!! |
