theory on 350 HP problems.

[RVTRKN]

I think I have the problem solved, at least in theory. The 305 HP C&C has not had any problems with the regen issue and I believe it is because it emits less soot pre DPF due to the fact it is less HP. When you chip a Diesel it will smoke more due to more fuel injected and can not burn all the fuel, so if D/C were too increase the size of the DPF on the 350 HP version, it can hold more until regen can burn it off



The example can be found in a pleated filter, the larger the pleated folds, the more filtering surface you will have which allow less restriction. The DPF has a pressure drop sensor just for that reason to let the computor know it is time for regen due to pressure drop.



I think that woud be the hardest, to trick the system when modifiers remove the DPF and there is no more pressure drop and would record it until downloaded by the tech who would void the warranty. By increasing the size of the DPF you would still have the soot filtered but there would be less regens and would allow time to burn the soot off before the filter gets clogged. Just think of the MPG increase if the DPF were enlarged



TDR members, what do you think of this theory?

Steve...

 

[HoleshotHolset]

Do the C&C trucks and normal 2500/3500 trucks have the exact same DPF?



If so, there are still many other variables that could affect regen frequency - but I definitely think that the HP rating could be a big factor. It is important to remember, however, that increased fuel rate alone is only one factor influencing the overall HP rating of a diesel.



Also - are we merely seeing the effects of a trend where the C&C trucks are spending more time on the highway (steady state conditions) than the 2500/3500 trucks which undoubtedly make short trips to Home Depot?



Beers,



Matt

 

[CUMMINZ]

No

07. 5 6. 7L regular body



#ad




07 6. 7L chassis cab



#ad

 

[RVTRKN]

The C&C are much bigger so it seems, but I dont see were the pressure sensers are unlike the C&C were the sensers are easly seen. Maybe I'm right about the size helping but it turns out the C&C DPF is bigger and probably is the reason for no issue's with the C&C. I'm willing to bet that changes in the near future and possibly change them out on the 07. 5 regular trucks for the bigger DPF's.

 

[HoleshotHolset]

Dang - talk about a night/day difference between the two...

So now we're left waiting to see if the 2500/3500's will get the 'better' DPFs...



How long before the little stainless tubes clog up just like those used for the exhaust back pressure sensors on the 7. 3L PSDs (and possibly other PSDs... I've never worked on a 6. 0L or a 6. 4L and I'm OK with that. )?



Beers,



Matt

 

[Caveman]

Nice theory, but there is a TSB specifically for the C&C that corrects some PBF issues. It has to do with regen times. The tech advisor and I found it while looking for the regular TSB for my truck today.



I would certainly like to have the C&C DPF, although I don't think it will fit under the truck. They clearly put a more appropriate size DPF on the C&C with the expectation of heavier duty cycles.



My truck seems to be hitting regen cycles normally. The dealer expected my truck to throw a code after the reflash. When it didn't the guys told me I was lucky and no code was a good sign. Of course, I am not putting the miles on this truck like I did with the last either.



The few trucks having problems seem to be related to cheap diesel and additives. Don't think for a second that gas station won't try to squeeze out a little extra profit by buying subgrade diesel and reselling it as ULSD.

I think I have the problem solved, at least in theory. The 305 HP C&C has not had any problems with the regen issue and I believe it is because it emits less soot pre DPF due to the fact it is less HP. When you chip a Diesel it will smoke more due to more fuel injected and can not burn all the fuel, so if D/C were too increase the size of the DPF on the 350 HP version, it can hold more until regen can burn it off



The example can be found in a pleated filter, the larger the pleated folds, the more filtering surface you will have which allow less restriction. The DPF has a pressure drop sensor just for that reason to let the computor know it is time for regen due to pressure drop.



I think that woud be the hardest, to trick the system when modifiers remove the DPF and there is no more pressure drop and would record it until downloaded by the tech who would void the warranty. By increasing the size of the DPF you would still have the soot filtered but there would be less regens and would allow time to burn the soot off before the filter gets clogged. Just think of the MPG increase if the DPF were enlarged



TDR members, what do you think of this theory?

Steve...

 

[MRosinski]

Didnt the member EB have issues with his C&C dpf??? And he hauls heavy daily.

 

[Ross]

CC's have their problems, too.

My brother's CC 6. 7 (305 hp) quit on him June 12; would crank but wouldn't start. Dealer towed it in and diagnosed it as a bad Power Control Module (PCM). Dealer said that they were "dropping like flies" and that there were no PCMs available, all were on backorder. Dealer also said that they were supposed to install a new DPF, based on a service bulletin. Long story short, my brother got the truck back on July 6th, some 3 weeks later.



Odd thing is, the truck ran great, and never gave any signs of problems (other than sub-par fuel economy).



I think gutting the pdf is the way to go, although I would never make such a suggetion :-laf

 

[ModifiedDiesel]

The DPF does not look that much bigger on the C&C to me, it just looks like the Cat Converter and DPF are welded together.

 

[RVTRKN]

Didnt the member EB have issues with his C&C dpf??? And he hauls heavy daily.

Yes he did have a problem, however it was the techs issue. I think it was the throttle senser with no codes and when the tech diagnosed it, they reflashed his truck with the reg truck update and screwed up the ECM. Took him a week I think, and had another dealer properly diagnose the senser and reprogramed for the C&C, Last word from EB, all is fine now



Steve...

 

[EB]

Yes he did have a problem, however it was the techs issue. I think it was the throttle senser with no codes and when the tech diagnosed it, they reflashed his truck with the reg truck update and screwed up the ECM. Took him a week I think, and had another dealer properly diagnose the senser and reprogramed for the C&C, Last word from EB, all is fine now



Steve...

That's exactly what happened. The problem wasn't a throttle control sensor, it was a throttle control valve. The valve was replaced and no more problems. I'm over 61,000 miles now. My problems happened at 50k, so I've run 10k since the problem was fixed. All is well, and I do tow daily.

 

[KEpperly]

(ROSS- I think gutting the pdf is the way to go, although I would never make such a suggetion)

already thought about it but there expensive if it doesn't work right. I was thinking test pipe with bungs welded in.