Excellent video series. Content like this is gold. I find that in truck leasing where there are many different manufacturers and combinations of manufacturers that a lot of issues customers experience aren’t really mechanical issues but a misunderstanding of the equipment. I don’t know how many hours I have spent diagnosing something just to find out it’s doing what it’s supposed to do.
I had my suspicions when I saw the crane. you have to think in a heavy equipment perspective at this point. Loaders and excavators experience this problem often. Doser valves clog up too, when you get an on, off, on, off scenario. This is an awesome video Joe. Thank you for your efforts.
Good as always Joe. Curious if this truck really needs a X or could get away with a smaller engine? A smaller engine with an Allison transmission can easily outperform the mechanical 14L engines that are romanticized about (I can be found guilty of that too) that we used for years. I know I can be broken record comparing to Paccar stuff, but they use a similar feature called hydrocarbon desorb to minimize soot buildup in aftertreatment during low load conditions. Here is the description: HC Desorb functionality is necessary to protect the aftertreatment from damage after extended idling. Idling a truck results in low exhaust temperatures and low exhaust flows, which promotes unburned hydrocarbons in the exhaust to absorb onto catalysts in the aftertreatment. Extended idling presents a risk for aftertreatment damage because if the aftertreatment catalysts and adsorbed hydrocarbons are brought to high enough temperatures (by driving the truck) after extended idling, there is a risk of uncontrolled temperature increase and thermal damage to the aftertreatment catalysts. After the truck has idled for long enough, there will be enough hydrocarbons accumulated that is not safe to drive the truck and an HC Desorb will be required. HC Desorb functionality protects the aftertreatment using controlled exhaust temperature increase to remove accumulated hydrocarbons in a slow and controlled manner, allowing the truck to be safely driven after completion. This can be automatic like the Cummins does or it can be set up manually to alert driver that HC desorb is needed through dash message and they start the HC desorb process. Driver initiates this by pressing the manual regen switch and HC desorb takes place which takes about ten minutes to complete and elevates exhaust temperatures and flow without injecting extra fuel. This is popular on sleeper trucks that don't have an APU and a HC desorb is mandatory if truck idles for 10 hours. On a mobile crane, not sure what type of hydraulics it uses?(XSM PTO, REPTO, or live hydraulics from crankshaft). If XSM PTO, could a different ratio PTO be used to allow engine to stay below the 950 RPM threshold for Engine Mode of aftertreatment heating be allowed to continue. While a greater upfront cost, a hybrid set up with an E-PTO is probably the future of mobile crane trucks. Run the hydraulics with electric motors and charge batteries as needed with engine at a steady duty cycle. The extra batteries might actually be useful as counter weight with a crane vs a truck worrying about payload? Just some random thoughts and look forward to more videos to come.
I did email an engineer and ask "did we buy the wrong family engines in these units?" I suggested L9 platform which can go 425 hp these days. Surprisingly I was told Currently the X15 CM2450 is the engine you want if you are going to experience excessive idle time cycles. Another dept in the company that uses forecasting related to maintenance happened to say in about two years(from now) AI will be a game changer for the reporting of that information. I wonder if down the road AI is going to be part of an ecm calibration where it kicks in after other triggers in the software initiate it. Wow interesting thinking about the possibilities there. We are starting to have issues with regen with our MX13's that nobody in the company knows about. I am going to check to see if the HC desorb is active or functioning in the engines we have. I am quite non educated in the paccar engines and their software. Hummm who do i know who could start an MX engine YT channel??? ;-)).
Yes! Start creating content Steve. I may even be in the same boat, I’ve been saving some stuff up to possibly launch my own channel too. I really like where the engine shop Joe community is going.
@@melodicimpressions Appreciate you adding your experience to the conversation, definitely adds value to the channel. Thanks for the input about X15 vs ISL9. Makes me curious to the answer. We ran some CM850 ISL's in dump trucks years ago, my first experience with common rail and ceramic plungers. When a fuel pump grenaded my first reaction was "who threw the rocks in the pump housing"! Not sure if still the case, but Cummins seemed to work with Bosch on mid range fuel systems and Scania on the heavy duty. Smoke/PM control is only as good as your injectors and I helped a couple of guys with 8.3L with DPF with constant regen issues by replacing over fueling injectors. Maybe PM control is easier in house developed fuel system or more R&D $$$ was put into the upcoming X10?(Edit, I did some digging and looks like newer L stuff is Cummins XPI) All just speculation on my part. Id be curious of Regen issues you are having on MX? I am experiencing extremely high rate of DPF failure on EPA17'S with Cummins Eco Fit single module exhaust and no one is to forth coming with the root cause. On software side, most control strategy is adaptive Model Predictive Control. Not actually AI (nobody seems to agree on definition), but "thinks" ahead. Listened to a podcast with a GM engineer and he said most sensors were only needed to comply with federal monitoring, not federal emissions.
the ability to regen in pto mode was off, unless you turned it on like i told you it will do it again, its no big mystery, dpf sensor hits .088 and a regen is triggered no matter where its at in the timer, if it constantly regens you will get the code for regen to often if the sensor is stuck,
One of the things I thought about doing years ago, was start something like Angie’s list for drivers so they could find good shops. The difficulty with that is good shops are good because of good technicians and technicians come and go or they got old and retire looking in the mirror and rolling my eyes.. when I worked for Cummins, they did do high-level training of the tech but but best of all if they screwed something up and yes we did they paid to fix it. They didn’t pay down but they would cover towing and repair and usually they fix it right I’ll probably do a video about this because I have a lot to say about it.
I work for a private fleet and we cant keep up. I help out a shop that is the only repair shop for two small fleets. They need more help before they can start taking on other customers. They have been looking for help since last June. Once they get another tech in there I will interview them on my channel. The zip code they are in is 44125. I can't post their contact information now as they already work 12 hours 6 days a week. If you can't get customers units done in a timely manor you are not doing them or yourself any favors.
