The red light is on on my def gage on my new unit. Don't tell me there is a problem already. Or is there a simple solution. Here is how to find that simple solution and a place you need to check early on.
Just like your phone or PC, sometimes a reboot and updates is all you need! On a side note Joe, I have to tell you something this channel has forced me to improve my skills on. MS Excel! Being able to take log files and organize, group by sheets, and convert data into graphical form has helped me a lot. As I do this, more questions pop in my head though! Curious on the ISX15- X-15 platform if Cummins has any guidelines on DPF differential pressure and pressure after during DPF during a stationary regen? On the 12.9L Paccar, a reading above 0.26 PSI (0.53" Hg) towards end of regen is one indicator that DPF restriction is starting to get on the higher side. On outet pressure, anything over 0.5 PSI (1.02" Hg) indicates a restriction after DPF. Going from the 13L to 15L, the air mass and volume would be different so I assume the pressure drop criteria would be different as well. Curious if Cummins has any general guidelines or you do through the many log files you've reviewed. Thanks and enjoy the weekend.
cummins, .69 or .63 volts at key on engine off, should be .69 but system will work fine with .63, at .88 volts the regen is triggered (engine running, snap accelerator to floor), 1.25 to 1.50 volts the regen will be kicked out from faced plugged and you will have to use a sensor to hang on the truck and force the regen then reattach the dpf sensor and do another regen, if you have access to a cummins when your mx is having issues move the sensor to the cummins and read the voltage there, paccar only lets you see the info during a regen and is impossible to diagnose a bad sensor. also you should go into features, aftertreatment, dpf, and turn on the first two items, parked regen and during pto, the above info can be seen in monitor with the stationary regen preset tab opened, the first sensor voltage is just a couple of lines below the open screen, the second set of voltages should mirror the first if not the second side of the sensor is bad, the large port sensors have been failing on the secondary side alot. will show almost 5 volts engine off key on.
I think I told you we have about 25 MX-13's in our fleet now. Mostly boom trucks. One was stranded in a transformer substation the other day. It was stranded (for the same problem) two weeks after an $8K repair at a dealer (new dpf and whatever) We borrowed a laptop with Davie 4 and ended up towing it home. Our guy figured out how to log. I opened the csv and it is not what I normally see. Now i have to learn how to manipulate the log it makes so it is understandable to me. We are waiting for the unit to come back. They are sending it on
@@ENGINESHOPJOEmake sure your operators are keeping a oil usage log, mxs like to use a gallon a week, OTR, the doc if not new is your most likely culprit, new dpf and whatever could be alot of things, you need a paccar sign on to use the ecm paramaters and adjust any that you can and download the file 15 min after the changes, before downloading the file and flashing the unit, if you get a aftertreatment absent or anything that needs a regen to clear you must regen, engine fan on and then driven 20 mins to get the code to go inactive, the engine fan on is a must.
Thanks for replies! @youtubeisawesome2487: Thanks for the numbers, pretty much same spec as Paccar at KOEO (0.7 V +/-0.2). On the MX13 EPA10 checking data, they have volts to pressure graphs and showed the one for 1818119PE (Cummins 2871960) DPF pressure sensor. At one time I zoomed it out and plotted some numbers to plug it into a 0-5 V signal converter calculator that I saved on an online calculator. It has basically range -6 kPA to 37 kPa ( -0.869834 to 5.3663963 PSI) from 0-5 V. With the MX, the sootload is measured in oz/Gal from 0.0-1.34 for soot load (combined) and the soot load (based on DPF pressure sensor). I believe mobile regen on EPA13 is triggered (seems to be a moving target) when around 57% of this and goes into stage 1 (regen light on, P3797 active) at around 65% of this. So at about 0.7 oz/Gal, mobile regen is allowed and at .87 oz/Gal driver initiated with switch is enabled. This was for EPA13, EPA17 and 21 it seems they moved the goal line back to around 0.5 oz/Gal so EPA17 seem to regen more often and have more triggers like deep clean triggered, diff pressure triggered, ineffective regen triggered, reactive (SCR ammonia buildup of blockage), soot load, time triggered and so on. Weird one is when you get to stage three and P1496/P3798 set together and you have to regen with dash switch because wont regen with DAVIE requested regen (or just update the software and code clears...) Interesting one on using a Cummins truck to monitor the delta pressure readings. Only have one Cummins currently, so what I started doing is monitoring all four circuits of sensor with Picoscope to catch issues. Joe: Good luck on sorting out your issues with the MX powered trucks. I know the default is Regen disabled in PTO mode. Need also make sure HC desorb is set correctly for application. Some bodybuilders integration with chassis isn't the greatest. One thing that I have found to keep DPF issues under control is air management services and DPF services. On our dumptrucks, I do the air management service @ 75,000 miles and DPF cleanings @ 150,000. Should really be hours, but operations here only tracks miles. The boost sensors and EGR venturi tubes seem to soot load the most and those readings are weighted heavily for mass airflow calculation. And yes, the CSV file is not as easy to view vs Cummins or a Eaton one in Excel. It is hands down easier to just use DAVIE as the viewer, but you can clean them up some by clearing empty cells or use the import data field on a new workbook to at least view it nicer. Cummins timebase is one second per data field across the board, while Paccar seems to float the sample rate as every sensor has different update rate. Again, thanks for both replying but I guess I never got the answer I was asking! On the Paccar, once you hit regen temp of about 977 the regen runs for about 30 minutes. I always check the DPF delta pressure during the last five minutes while it is @ regen temp. If the pressure isn't below 0.26 PSI, the DPF typically needs pulled off because of ashload and cleaned or replaced. One thing I have come across is none genuine DPF's seem to have more restriction and will cause frequent regens and this strategy is how I discovered this. I was curious if Cummins had a general guideline. A new OE DPF on Paccar at end of regen reads around 0.10 PSI. Thanks!
