MaxxForce DT/9/10 - TECH TIPS

ENGINE INSPECTIONS:

• Engine Oil Level - Look not just for Low Oil Level, but HIGH OIL LEVEL. Fuel Dillution from failing Fuel Injectors, Cylinder Washout, Etc, can cause High Oil Levels (This occurs in every DT-Series engine and worsens over time - eventually requiring Fuel Injector replacement). 

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• Fuel and Oil Consumption - Check with Operator to determine if there has been recent increases in Fuel or Oil Consumption, or other changes in engine performance. 

• Diesel Lift Pump - Early model engines use a "plunger style" lift pump, later models use an "electric style" lift pump. These pumps should hold pressure at ~70PSI and ~100PSI respectively under load. If finding high variance, replace the Lift Pump. 

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• Injection Control Pressure (ICP) - The DT engines use HEUI style injectors, high pressure OIL (up to 4,000PSI) is just as important as high pressure DIESEL. Using N.E.D. test the High Pressure Oil Pump & System when engine is cold, at engine cranking monitor the time taken for Injection Control Pressure (ICP) to reach ~900PSI and the engine starts, a good running engine will reach ~900PSI within ~3 seconds. If ICP is slow to build, or the engine does not start, will need to diagnose the High Pressure Oil System (worn valves in the Fuel Injectors are most commonly the root cause, along with diesel fuel diluted engine oil). 

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• Oil Leaks - Look closely for any Oil Leaks bleeding through rubber CAC boots. Oil entry into the CAC and Intake is a very common problem due to a failing Crankcase Filter Assembly. This causes Soot/Oil to mix in the EGR System and cause major engine problems.

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• SOOT/OIL in Intake - Damaged Turbocharger(s) will often lead to high amounts of Oil/Soot in the Engine Intake. Damaged Turbocharger(s) are generally due to failed CCV Filters, allowing Oil Aerosals to enter the Turbo, cavitating the impeller blades and damaging the bearings. 

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• Soot Clogged Sensors - The DT-Series engine commonly has issues with high amounts of Soot/Oil in the intake. Over time sensors such as the Manifold Air Pressure (MAP) Sensor will completely clog, forcing the Boost Pressure to read only 0-PSI, causing the engine to run very poorly. It is worth pulling out the MAP Sensor from the Intake Manifold and inspecting for soot clogging.  

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• DPF REGEN Full Test - Running a DPF Parked REGEN can provide significant info on the DPF (and engine) Performance. Look at Exhaust Temps over duration of REGEN and compare to proper running REGEN.  Exhaust Temps at DPF Outlet should reach ~1,000F.