Deleting the After-treatment system on the ISX Engine These parameter changes completely remove the logic for the DPF and After-treatment After-treatment (Dosing) injector. It took many hors of research and comparison of !A" files to get the proper changes. These changes shold #ork on A"" !$%&' !$%&' engines that have a DPFand no DF system. The Information has een verified and tested as #ell. After making these adjstments* +emove the DPF and D,!and hollo# them ot #ith a hammer and chisel* or replace them #ith a mffler. The The main iring harness going to the DPF then needs to e nplgged and #rapped to p revent corrosion. Please take note that these changes do ,T affect the /+ system itself* only the After-treatment system. If the the vehicle has more that 011k2 miles miles on it* then the the I$AP (Intake (Intake $anifold Air Air Pressre 3ensor) shold alsoe removed from the intake and replaced or cleaned thoroghly #ith a dry toothrsh to ensre accrate charge pressre feedack to the !$. This #ill ensre ma'imm horsepo#er and fel efficiency as the !$ #ill no# rely heavily on this sensor for its tor4e crves ecase of the lack of e'tra sensors that #ere arranged at the DPF. 5ere are the changes that need to take place.. . Disale DPF6 T7,!"7FacePlg7Disale 8 !7PT$7AT$7Inpt7,verride7n 8 T7,!"7FacePlg7Disale 8 T7$D7"o#7ff7rr+eset7nl 8 !7PD7Derate73ppress7n 8 !7AP$7+7,verTemp73ysI, 18D91:F !7AP$7+7,verTemp73ysPerf 11;!81: !7AP$7tm7DPF,t75iTmptr 81 P7,!D7fn7D,!7mlff 8 !7PD73oot73pd7Derate 8911 !7,F!7F!nale 1 !7PT$7App"l7$onitor7 !7PT$7App"l7$onitor7 n 1 !7PT$73#itchTest7nale7Time 1 !7PT$7D"7+TD7Inhiit+egenn 1 !7PT$7IneffDesoot7o"amp7nale 1 !7PT$7IneffDesoot7<"amp7nale 1 !7$,7DocFacePlggednale 1 !7$,73#appedThermistornale 1 !7PT$7$oile+egen=eh3pdDisnale 1 !7$,75i,P$nale 1 !7$,75i,P$nale 1 !7PT$7$oile+egen=eh3pdDis>ser3el 1 T7TF!7Te'h7>"im7Allo#ed 1 !7AI$7FT7DPFDeltaP7nl 1 !73+egen73#itch7$'7>ser73electale 1 !7AI$7FT7DPF,tTmptr7nl 1 T73+egen73#itch7$'7nale 1 !7!557/+Te!lognale 1 !7AI$7FT7Filter7Init7nl 1 !7$,7Doc$issingnale 1 !7AI$7FT7Filter7De/reening7't7>ser3elect 1 !7$,7DPF$issingnale 1 !7$,7DPFPlggednale 1 !7$,7gr,ffPD7nale 1 !7ATD7+TD7T8T:Field7n 1
!7$,75i,P$nale 1 !7D"!7?A37@ero7Fel7dot7nale 1 !7AI$7FT7D,!InTmptr7nl 1 !7AI$7FT7D,!,tTmptr7nl 1 !7AI$7FT7Filter7De/reening7nl 1 !7AI$7FT7Filter7De/reening7't7nl 1 !7AI$7FT7Filter7De/reening7>ser3elect 1 !7AI$7FT7Filter7Init7>ser3elect 1 !7AP$7D,!Delta75i73elect 1 !7AP$7+75!Desor7!heck 1 !7ATD7FT7AFT75istory7nl 1 !7ATD7FT75T73etp7>ser3elect 1 !75I$7FT7DoserTest7nl 1 !75I$7FT7DoserTest7>ser3elect 1 !75I$7FT7Dosing7nl 1 !75I$7FT7Dosing7>ser3elect 1 !73FP7FT73oot7Fill7nl 1 !73FP7FT73oot7Fill7>ser3elect 1 !7!!P7$od7rr7n 1 T7ATD7FT75T73etp7nl 1 T7AT$7nl 1 T75I$7nl 1 !7+egenInPT,>ser3electale 1 T7,!$7nl 1T73F$7nl 1 !7!!P7"east7sev7rr7n 1 T7D,P7DPF"ampnale 1 !7PD7A!D7Tr47Drt7n 1 T7PD7!!P7Tor4e7Derate7n 1 !73+egen3#itch>ser3electale 1 !7PD73oot7Tr47Drt7n 1 T7,!D7D,!D7"off7eyon7!lr7n 1
A WARNING BEFORE CONTINING!!! DISAB"ING # DE"ETING $OR EGR WI"" %I"" $OR TRBO IF &RECATIONS ARE NOT TA%EN ' The main prolem that is created #henever the /+ on a ne#er engine is disaled is that 'hast gas temperatre (/T) is nolonger reglated. e#er =/T troBs are not d esigned to #ithstand the higher e'hast gas temperatres created #hen there is nolonger /+. ith /+ in place* 'hast gas is reglated to roghly C&1 Deg Fahrenheit. $odern =/T TroBs like the 5olset randcan handle 8:C1 Deg F for only : mintes at a time* and an oter casing temperatre of no more than 911 Deg F at the e'hast hosing. ith , /+* a clean rning diesel can have /TBs as high as 8112 Deg F or more dring a hard pll. hat this means is that 3,$T5I/ or 3,$, (the driver) #ill have to manally reglate this temperatre #hile driving nder heavy tor4e conditions. The easiest and cheapest #ay to do this* is to install a EC1.11 Pyrometer in the dash of the trck and pt the sensor on the ,>T3ID of the e'hast hosing of the tro. If plling p a steep hill and the tro casing reaches %C12 Degrees F* then the driver #ill need to ack off the accelerator* choose a lo#er gear* and se less tor4e. The only other alternative to this is to replace the tro #ith an older-style tro that is less fel efficient. There is a second prolem that is created y the higher e'hast temps as #ell* and that is the accmlation of heat on the e'hast side of the engine overall. After high tor4e conditions* this e'tra heat $>3T e led off efore the engine can e sht do#n* or e'hast components* inclding* yet again* the tro* can e damaged over time. hat this second prolem translates to is that after a hard hill clim* or other heavy tor4e conditions* the engine mst e idled for
several mintes efore shtting it off. Again* that Pyro gage on the otside of the tro hosing can help yo #ith this. hen the Pyro gageis less than C1-C11 Deg F. it is safe to trn off yor engine #ithot casing heat damage to the tro. This is actally a prolem that e'ists on most all igger diesel engines* even #ith /+ still active ecase the e'hast gas is allo#ed to get %112 degrees at times dring +egen cycles* or at high altitde conditions.This #arning is from e'perience and from researching and performing failre analysis on several doen failed troBs after an /+ delete #as performed* so donBt say I DIDBT , A< ?TT+ #hen yor looking at a popped tro* a rna#ay engine* and E:*111 pls jst to get a ne# tro.
S(it)hing OFF EGR!!! The /+ logic on the I3G !$%&' engines is deeply emedded. After all* The ntire !$ and all of its programming #as re-designed for jst that prpose. To completely remove the /+ from the engine* inclding its hard#are* some pretty tricky thing shave to e done. There are a fe# places ot there that have figred ot some of the changes needed* like PDI and others* t , ,F T53 ?>T!5+ 35,P3 5A= A!!,$P"I35D IT !,++!T"< 3, FA+HHH hat yo end p #ith* After spending several thosands of dollars to these over-priced crooks* is an engine that cannot control the trocharger correctly. Their soltion to try and cover these facts p* is for yo to y some ,ver priced After-$arket $echanical Tro for several thosand more dollars. The end reslt is an engine that has no more engine rake* or a very crappy aftermarket e'hast rake* as #ell as little or no control y the !$ to maintain decent comstion efficiency. 3econdary effects inclde e'cess head and e'hast pressres* poor cylinder compensation* poor timing control* and if yo decide to keep yor e'isting =/T* destroyed trocharger(s) and possily a cracked head or gaskets.I #as challenged #ith these same prolems #hen researching this sject* and kno# fll #ell that T5 !$ !A I FA!T ,P+AT T5 /I =+< "" #ith its e'isting =/T and /+ s#itched ,FF. The B!omstion $anagerB has the final say* as to #eather or not the /+ shold e on or off* and making it AT the egr off is the prolem. It cannot e satisfied y disaling the /+ logic or any components. The only thing that #ill make it happy so that it rns the engine as efficiently as possile #hile the /+ is actally off* is if it is eing told to do so y the Bmissions $anagerB. The missions $anager is the only thing in the !$ has this aility ecase the /+ can actally case the engine to stall and sht do#n #hen it is eing operated in e'treme high altitdes (like the top of veil pas at 80*111 ft)* or #hile the engine is elo# 81 degrees for the same reason. It can also re4est an Boff conditionB if there is a falt in one of the /+ components. T5 P+,P+ A< is to leave the /+ logic ,* and Instead* convince themissions $anager that there are conditions present #here there is no need for it to e on. ?,T5 mst e happy for the engine to rn as efficiently as possile.no#ing all that #old make it asy right... ,THHH. 3omeones first assmption #old e to make the engine think its at high Attitde all the time* t the prolem #ith that* is that the !omstion $gr needs the correct Altitde for the engine to keep comstion efficiency at its peak. The same prolem e'ists for the engine temperatre* so this leaves only one ovios option left* and that is !omponent Failre.!omponent failre does in fact #ork to disale the /+* t cases other prolems. 3ome calirations are lenient on this* t some arenBt. That is #hy some people get a#ay #ith nplgging their /+ valve or /+ Temp sensor* and others do not. 3ppressing these errors is easy* so this is a viale option* t the missions $gr #ill stop* or perhaps get stck #hile performing other tasks* like a BTro or Pipe cleaning cycleB. These things help keep the engine and tro healthy* so ho# do #e B/et or !ake and at it TooBThe missions $gr determines ho# mch /+ #e need y calclating it. It ses /T* and varios other sensors and tales to do this* and comes p #ith some reslts. "o#ering 'hast /as Temps y a large amont* y editing ho# the engine calclates /Tmakes the mission $gr #ant far less /+. It can e so mch less* that it can actally sht ,FF the /+ jst for that reason alone. Also Fortnately* the !omstion $gr does not se /T in its calclations* nless it ecomes e'cessive. This means that if /T #erevery lo#* then ?,T5 managers #ill e happy. This is the start of ho# I got the /+ trned ,FF* and all the $anagers happy aot it. After that* I jst set some insrances* or redndancies* in place to ensre the conditions are permanent no matter the actal engine
conditions. o#* #ith oth $anagers happy* the component falts* removal* etc* do not interfere #ith their operations.It is ,T recommended to remove the B'hast ?ack-pressre sensorB or the BTro Inlet Temp 3ensorB. These help #ith engine and tro efficiency. It is ho#ever perfectly ,* t not necessary to lock J remove the /+ cooler* gr =alve* Bgr Temp 3ensorB* BDeltaP3ensorB* andJor lock the /+ mi'ing pipe after the parameters are changed. IT I3 A"3, 5I/5"< +!,$DD to re-map the trocharger for optimal ,-/+ performance via the BT/! $inJ$a' !losing TalesB. This #ill improve horsepo#er and fel mileage y allo#ing the comstion manager to move the =/T #here it needs to for fll non-egr operations. It kno#s #hat to do*... /ive it some reathing room to do it
T*rn Off # Delete EGR6 !7/+7nale 8 fnction Properly.M T7I$7/+T7"ead7nale 8 ecome ratic Dring Tro !leaning!ycle.M T7!?"7/+7Frac7>ser7,verride 8 !7!?+7/+7,ff7,verride7=ale 8 T7!?+7/+7,ff7>ser7,verride 8 T7$,7!ap7"7>ser7,verride 8 !7PD7$T7=irtal73ensor7n 8 !7TP7'hast7,ffset7Parameter 8 !7TP7'hast7?oost7Parameter 8 !7PD7/+7+P$7Drt7rr73ev C88 !7AIP7/+,rificeTmptr7,vrd7=al 0;1 !7!?"7/+7Frac7,verride7=ale 1 !7!37/+7Frac7!md7,n7Thd 8 !7$,7!ap7"7,verride7=ale 8; !7T/!7>"im ;C!7T/!7""im C !7$,7gr,ffPD7nale 1 !7!557/+Te!lognale 1 !7PD7A!D7Tr47Drt7n 1 !7PD7/+7+P$7Drt7n 1 !7PD7/+7Tr47Drt7n 1 !7PD7/+07Tr47Drt7n 1 T7AIP7/+,rificeTmptr7,vrd7n 1 T7/A7D"7A@7nale 1 T7/A7D"7!37nale 1 T7/A7D"7Pos7stimate7nale 1 !7$,7=/T7/+7!hi7Allo#ed 1 T7$,7AAP7A!D7nale 1 T7$,7Air75andling7A!D7nale 1 !7/+DeltaPnale 1 T7/+7DP7I+7nale 1 T7!IT7Adj7nale 1 T7TI?7Fel7Adjstment7nale 1
K- LT5I3 $>3T 3TA< , ,r =/T Tro #ill not K- LT5I3 $>3T 3TA< , ,r =/T Tro #ill
S*++ress EGR ,issing Com+onent Errors an Allo( for ON # OFF S(it)h to .e (ire into Engine Fan Solenoi/ CAGT0Blo)10Fa*lt0Coes CFTR0Blo)10"am+0Fa*lt0Coes
1 8 0 : C ; & % 9 81 88 80 8: 8
0:;& 0:;% 888 0:&C 0:&& 8;;& 00& 8%9: 00C 1 1 1 1 1 1
1 8 0 : C ; & % 9 81 88 80 8: 8
::%C 0:&C 0:&& 8;;& 00& 8%9: 00C 1 1 1 1 1 1 1 1
T(ea1ing the Engine Bra1e!!! The I3G ses charge pressre to increase the strength of the engine rakes. The condition is kno#n a =/T ,! or ,ver-!losedcondition. In an ,ver-closed condition* the =/T is sed to prodce ack-pressre to place resistance on the engine. This also reslts in increased charge pressre at the intake manifold* making it harder for the engine to compress the cylinders as #ell. This dole-actionof resistance makes the engine rake for the I3G one of the strongest in its class of engines. For this to happen properly* the !$ mst have control of the =/T* and it also needs the aility to force the tro past its normal B?oost-ProvidingB range of operation. The=/T has a travel range from 1 to 811N. From aot C-&1N* it #ill provide oost for comstion* t aove &1N* althogh it #ill provide oost* it #ill provide the e'cess ack-pressre needed to force e'hast gases into the /+ system* so that it can B,vercomeB thatoost at the intake manifold. It is this same e'cess in e'hast ack-pressre that is needed for the engine rake* so et#een &1N and811N* there is little increase in oost gain* t mch ack-pressre gain. hen this is happening* the troBs actating ring is e'tended past the main hosing and relies on a keyed retainer ring in the most rear hosing to keep it in place. This retainer ring sffers heat e'pansion on a constant asis and has een kno#n to virate at high fre4ency as it gets #orn. The sond is almostIdentical in natre to the sond prodced if the trine #ere to toch the hosing. This annoying Bs4ealB is actally not nearly asharmfl as it #old seem* t can easily confse a driver or mechanic into thinking the tro is ad. If this viration ecomes severe to the point of flctating the engine dring over-closed conditions* then it is time to replace the trocharger. >sally* y the time it get sthis #orn* the rest of the tro #ill sho# signs of failre as #ell. 5ere are the tales that control the ,ver-!losing limits dring engine raking events #ith modified vales to provide ma'imm raking aility. Please note that vales aove 91N closing can e difficlt for the =/T Actator to achieve or maintain as the oter retaining ring gets #orn* so higher vales shold e avoided. ngine ?rakes6 T7+!73ervice?rkActivaten 8 K-- 8 O ngine ?rake Activates #hen ?rake Pedal is pressed (and akes are trned on in thedash). T7F!!7ngine7?rake7n 8 K-- 8 O ngine Fan is sed to help engine rakes !7F!!7ngine7?rake7Time 8C111 K-- 8C111 O $ake fan come on after 8C seconds. !7F!!7ngine7,ver3pd7Thd 0C11 K-- $a' +P$ ngine Fan can spin efore it 'plodesH >se =/T to make ngine ?rakes 3tronger6
!7T/!77?rake7,!7>"im7Tale !7T/!7'h77?rake7,!7>"im7Tale +P$ N C11 ; ;11 ; &11 :1 %11 C1 911 %1 8111 91 8811 91 8011 91 8:11 91 811 91 8C11 91 8;11 91 8&11 91 8%11 %1 8911 %1 0111 &0 0811 &0 0011 &0 0:11 &0
+P$ C11 ;11 &11 %11 911 8111 8811 8011 8:11 811 8C11 8;11 8&11 8%11 8911 0111 0811 0011 0:11
N ; ; :1 C1 %1 91 91 91 91 91 91 91 91 %1 %1 &0 &0 &0 &0
Engine Timing!!! The ngine Timing can e monitored via Parameter Q Final7Timing R. hen #atching this parameter* yo #ill 4ickly notice that it #ill s#ing oth Positive AD egative. It is not the asolte timing of the engine* t rather an ,ffset to the mechanical timing set #hen the engine is ilt. The actal timing is &.18 Degrees for#ard of this parameter. Thia means that #hen the timing is ero* the mechanical Timing is at &.18 Degrees* and #hen this parameter reads 8.1* the mechanical timing is actally %.18 TD!. The !$ has the aility to alter the engine timing greatly* and is mapped via several timing and fel tales. The engine is mapped correctly* and is set for very good fel efficiency vs po#er already* so if yo are not planning on doing something radical #ith the engine* these tales are est left alone. There is ho#ever the isse of /+* or lack thereof* once it has een deleted. The Timing is generally retarded a it y defaltde to /+. This means that #ithot /+* there is a slight po#er increase de to timing* t also an increase in actal /TBs. ithot /+* the timing can e advanced easily via a BTiming 3hiftB to frther improve engine fel efficiency* "o#ering /TBs as #ell* #ich help protect the tro and improve fel mileage at the same time. 3tdying the mechanical process heavily* I also noticed that #hen it comes to timing* there is little or no live Blead compensationB for mechanical lash in the engine concerning timing. 5aving lead compensation in the engine timing on the fly #ill allo# the engine to rn slightly smoother* as #ell as make the feling rate more stale*#itch saves fel. 3tdying ho# the injectors are actally primmed dring a felingJtiming cycle actally revealed that the timing actators actally finish their cycle very close to #hen the overhead cam starts to compress the injector for comstion. ?ecase of this* a slight shift for#ard in 5ydralic delay dring the timing actator process* #old reslt in the cam actally ending the timing cycle mechanically jst ahead of the solenoid. Too mch shift and the timing cycle ecomes erratic* and too little cases the timing to ecome very nstale. The defalt hydralic delay set in Q !T37ti7TmActDelay7c R of 8.: ensres the timing cycle ends efore the mechanics takes over. 3hifting this delay for#ard a it #ill case interference from the cam (and also increases timing slightly). The lash in the cam itself #ill alter the timing* and the reslt is a mechanically compensated timing offset* #itch no# incldes the engine lash. A vale of 0. seems to #ork 4ite #ell for this on engines that do not have other timing or actator prolems.3hifting the timing for#ard to improve fel economy #orks #ell* t the frther the shift* the higher risk of
cylinder flashing. ith lessfor#ard compression and a lo#er angle on the piston arm* there is less resistance for engine cam to e pshed for#ard* reslting in a faster* hotter rn. 3ince the rn is faster* less residal heat is prodced* t mch higher comstion temps #ill occr. This canreslt in rning the tops of the pistons and J or scoring them* the injector* or the valves if it is not kept in check. $ost docments on this sject for diesel engines agree that the prolem #ill not likely occr nder heavy engine load ntil the timing shifted for#ard morethan 280-8 degrees. This mst e kept in mind if yo plan on performing any timing shifts to improve fel mileage. The frther the shift in timing* the etter fel mileage #ill ecome on the I3G* t also* top end tor4e #ill sffer reslting in slightly less po#er. This is ,T the same as lo#ering the po#er* or slo#ing acceleration rates on the engine to save fel* t rather an actal trade-off of fel economy*cleaner* hotter rning fel* lo#er /TBs* and less engine strain at the e'pense of direct tor4e. ith all that said* I have some parameter e'amples. Please note also that #ith the hydralic delay set frther ahead* the timing is actally ct short from the actalnmers sed for the shift* and is slightly less
For Best &o(er an &erforman)e 2"o(er F*el E)onomy an 3igher EGT4s5 / !T37ti7TmActDelay7c T7!?"73,I7Increment7nale !7!?"73,I7Increment
8.: 8 -1.&
For ?est Po#er vs Fel6 !T37ti7TmActDelay7c T7!?"73,I7Increment7nale !7!?"73,I7Increment
0. 8 1.C
Trae 67 +o(er for ,*)h Better F*el E)onomy an "o(er EGT4S/ !T37ti7TmActDelay7c T7!?"73,I7Increment7nale !7!?"73,I7Increment
0. 8 :
,a8 F*el E)onomy &ossi.le 9ia Timing Shift! Can .e as m*)h as :; ,&G! ?7 &o(er loss on to+ en5/ !T37ti7TmActDelay7c T7!?"73,I7Increment7nale !7!?"73,I7Increment
0. 8 %
Cr*ise Control!!!,a1e Cr*ise Control O+erate Do(n to @ ,&3! 2Great for long hill )lim.s5/ !7!!7$a'+oad3pd"o#er"im !7!!7$in+eference3peed !7!!7!ancel3peed !7+oad73peed7"imit7Defalt
C C C 81
Reaing In)al Files!!! At some point* it is inevitale.
factory calirations for A"" engines. These files are stored on the disks in their varios folders and can e easily searched for* t !alterm #ill not read them in their crrent format. The files on the disks are compressed and pass#ord protected* so they #ill have to e ncompressed efore !alterm #ill read them. To >ncompress a particlar caliration file* jst copy it from the !D* then re-name it* changing its e'tension to B.rarB. ,f coarse* yo #ill need in+ar to De-compress it* and of coarse* it #ill ask yo for a pass#ord. The p# is either going to e BndseB or BocecB (special thanks to 3imma' for providing these pass#ords) depending on #hat kind of file it is. After decompressing it* !alterm #ill read it jst fine.
