How To Egr Dpf Delete 2

Deleting the After-treatment system on the ISX Engine These parameter changes completely remove the logic for the DPF and After-treatment (Dosing) injector. It took many hours of research and comparison of CAL files to get the proper changes. These changes should work on ALL CM87x engines that have a DPFand no DEF system. The Information has been verified and tested as well. After making these adjustments, Remove the DPF and DOCand hollow them out with a hammer and chisel, or replace them with a muffler. The main Wiring harness going to the DPF then needs to be unplugged and wrapped to prevent corrosion. Please take note that these changes do NOT affect the EGR system itself, only the After-treatment system. If the vehicle has more that 200k+ miles on it, then the IMAP (Intake Manifold Air Pressure Sensor) should alsobe removed from the intake and replaced or cleaned thoroughly with a dry toothbrush to ensure accurate charge pressure feedback to the ECM. This will ensure maximum horsepower and fuel efficiency as the ECM will now rely heavily on this sensor for its torque curves because of the lack of extra sensors that were arranged at the DPF. Here are the changes that need to take place.. . Disable DPF… T_OCL_FacePlug_Disable 1 C_PTM_ATM_Input_Override_En 1 T_OCL_FacePlug_Disable 1 T_EMD_Low_Eff_ErrReset_Enbl 1 C_EPD_Derate_Suppress_En 1 C_APM_NR_OverTemp_SysIO 01D90E3F C_APM_NR_OverTemp_SysPerf 006EC103 C_APM_tm_DPFOut_HiTmptr 10 P_OCD_fn_DOC_NmlEff 1 C_EPD_Soot_Spd_Derate 1900 C_OFC_FCEnable 0 C_PTM_AppLbl_Monitor_ En 0 C_PTM_SwitchTest_Enable_Time 0 C_PTM_DL_RTD_InhibitRegenEn 0 C_PTM_IneffDesoot_NoLamp_Enable 0 C_PTM_IneffDesoot_YLamp_Enable 0 C_EMO_DocFacePluggedEnable 0 C_EMO_SwappedThermistorEnable 0 C_PTM_MobileRegenVehSpdDisEnable 0 C_EMO_HiEOPMEnable 0 C_EMO_HiEOPMEnable 0 C_PTM_MobileRegenVehSpdDisUserSel 0 T_TFC_Texh_ULim_Allowed 0 C_AIM_FT_DPFDeltaP_Enbl 0 C_SRegen_Switch_Mux_User_Selectable 0 C_AIM_FT_DPFOutTmptr_Enbl 0 T_SRegen_Switch_Mux_Enable 0 C_CHH_EGRTubeClogEnable 0 C_AIM_FT_Filter_Init_Enbl 0 C_EMO_DocMissingEnable 0 C_AIM_FT_Filter_DeGreening_Ext_UserSelect 0 C_EMO_DPFMissingEnable 0 C_EMO_DPFPluggedEnable 0 C_EMO_EgrOffEPD_Enable 0 C_ATD_RTD_T1T3Field_En 0

C_EMO_HiEOPMEnable 0 C_DLC_BAS_Zero_Fuel_Ndot_Enable 0 C_AIM_FT_DOCInTmptr_Enbl 0 C_AIM_FT_DOCOutTmptr_Enbl 0 C_AIM_FT_Filter_DeGreening_Enbl 0 C_AIM_FT_Filter_DeGreening_Ext_Enbl 0 C_AIM_FT_Filter_DeGreening_UserSelect 0 C_AIM_FT_Filter_Init_UserSelect 0 C_APM_DOCDelta_Hi_Select 0 C_APM_NR_HCDesorb_Check 0 C_ATD_FT_AFT_History_Enbl 0 C_ATD_FT_HET_Setup_UserSelect 0 C_HIM_FT_DoserTest_Enbl 0 C_HIM_FT_DoserTest_UserSelect 0 C_HIM_FT_Dosing_Enbl 0 C_HIM_FT_Dosing_UserSelect 0 C_SFP_FT_Soot_Fill_Enbl 0 C_SFP_FT_Soot_Fill_UserSelect 0 C_CCP_Mod_Err_En 0 T_ATD_FT_HET_Setup_Enbl 0 T_ATM_Enbl 0 T_HIM_Enbl 0 C_RegenInPTOUserSelectable 0 T_OCM_Enbl 0T_SFM_Enbl 0 C_CCP_Least_sev_Err_En 0 T_DOP_DPFLampEnable 0 C_EPD_AECD_Trq_Drt_En 0 T_EPD_CCP_Torque_Derate_En 0 C_SRegenSwitchUserSelectable 0 C_EPD_Soot_Trq_Drt_En 0 T_OCD_DOCD_LoEff_Keyon_Clr_En 0

A WARNING BEFORE CONTINUING... DISABLING / DELETING YOUR EGR WILL KILL YOUR TURBO IF PRECAUTIONS ARE NOT TAKEN ! The main problem that is created whenever the EGR on a newer engine is disabled is that Exhaust gas temperature (EGT) is nolonger regulated. Newer VGT turbo's are not designed to withstand the higher exhaust gas temperatures created when there is nolonger EGR. With EGR in place, Exhaust gas is regulated to roughly 570 Deg Fahrenheit. Modern VGT Turbo's like the Holset brandcan handle 1350 Deg F for only 3 minutes at a time, and an outer casing temperature of no more than 900 Deg F at the exhaust housing. With NO EGR, a clean burning diesel can have EGT's as high as 1400+ Deg F or more during a hard pull. What this means is that SOMETHING or SOMEONE (the driver) will have to manually regulate this temperature while driving under heavy torque conditions. The easiest and cheapest way to do this, is to install a $50.00 Pyrometer in the dash of the truck and put the sensor on the OUTSIDE of the exhaust housing of the turbo. If pulling up a steep hill and the turbo casing reaches 850+ Degrees F, then the driver will need to back off the accelerator, choose a lower gear, and use less torque. The only other alternative to this is to replace the turbo with an older-style turbo that is less fuel efficient. There is a second problem that is created by the higher exhaust temps as well, and that is the accumulation of heat on the exhaust side of the engine overall. After high torque conditions, this extra heat MUST be bled off before the engine can be shut down, or exhaust components, including, yet again, the turbo, can be damaged over time. What this second problem translates to is that after a hard hill climb, or other heavy torque conditions, the engine must be idled for

several minutes before shutting it off. Again, that Pyro gauge on the outside of the turbo housing can help you with this. When the Pyro gaugeis less than 450-500 Deg F. it is safe to turn off your engine without causing heat damage to the turbo. This is actually a problem that exists on most all bigger diesel engines, even with EGR still active because the exhaust gas is allowed to get 800+ degrees at times during Regen cycles, or at high altitude conditions.This warning is from experience and from researching and performing failure analysis on several dozen failed turbo's after an EGR delete was performed, so don't say I DIDN'T KNOW ANY BETTER when your looking at a popped turbo, a runaway engine, and $3,000 plus just to get a new turbo.

Switching OFF EGR... The EGR logic on the ISX CM87x engines is deeply embedded. After all, The Entire ECM and all of its programming was re-designed for just that purpose. To completely remove the EGR from the engine, including its hardware, some pretty tricky thing shave to be done. There are a few places out there that have figured out some of the changes needed, like PDI and others, but NONE OF THESE BUTCHER SHOPS HAVE ACCOMPLISHED IT CORRECTLY SO FAR!!! What you end up with, After spending several thousands of dollars to these over-priced crooks, is an engine that cannot control the turbocharger correctly. Their solution to try and cover these facts up, is for you to buy some Over priced After-Market Mechanical Turbo for several thousand more dollars. The end result is an engine that has no more engine brake, or a very crappy aftermarket exhaust brake, as well as little or no control by the ECM to maintain decent combustion efficiency. Secondary effects include excess head and exhaust pressures, poor cylinder compensation, poor timing control, and if you decide to keep your existing VGT, destroyed turbocharger(s) and possibly a cracked head or gaskets.I was challenged with these same problems when researching this subject, and know full well that THE ECM CAN IN FACT OPERATE THE ENGINE VERY WELL with its existing VGT and EGR switched OFF. The 'Combustion Manager' has the final say, as to weather or not the EGR should be on or off, and making it WANT the egr off is the problem. It cannot be satisfied by disabling the EGR logic or any components. The only thing that will make it happy so that it runs the engine as efficiently as possible while the EGR is actually off, is if it is being told to do so by the 'Emissions Manager'. The Emissions Manager is the only thing in the ECM has this ability because the EGR can actually cause the engine to stall and shut down when it is being operated in extreme high altitudes (like the top of veil pas at 12,000 ft), or while the engine is below 140 degrees for the same reason. It can also request an 'off condition' if there is a fault in one of the EGR components. THE PROPER WAY is to leave the EGR logic ON, and Instead, convince theEmissions Manager that there are conditions present where there is no need for it to be on. BOTH must be happy for the engine to run as efficiently as possible.Knowing all that would make it Easy right?... NOT!!!. Someones first assumption would be to make the engine think its at high Attitude all the time, but the problem with that, is that the Combustion Mgr needs the correct Altitude for the engine to keep combustion efficiency at its peak. The same problem exists for the engine temperature, so this leaves only one obvious option left, and that is Component Failure.Component failure does in fact work to disable the EGR, but causes other problems. Some calibrations are lenient on this, but some aren't. That is why some people get away with unplugging their EGR valve or EGR Temp sensor, and others do not. Suppressing these errors is easy, so this is a viable option, but the Emissions Mgr will stop, or perhaps get stuck while performing other tasks, like a 'Turbo or Pipe cleaning cycle'. These things help keep the engine and turbo healthy, so how do we 'Get our Cake and Eat it Too'?The Emissions Mgr determines how much EGR we need by calculating it. It uses EGT, and various other sensors and tables to do this, and comes up with some results. Lowering Exhaust Gas Temps by a large amount, by editing how the engine calculates EGTmakes the Emission Mgr want far less EGR. It can be so much less, that it can actually shut OFF the EGR just for that reason alone. Also Fortunately, the Combustion Mgr does not use EGT in its calculations, unless it becomes excessive. This means that if EGT werevery low, then BOTH managers will be happy. This is the start of how I got the EGR turned OFF, and all the Managers happy about it. After that, I just set some insurances, or redundancies, in place to ensure the conditions are permanent no matter the actual engine

conditions. Now, with both Managers happy, the component faults, removal, etc, do not interfere with their operations.It is NOT recommended to remove the 'Exhaust Back-pressure sensor' or the 'Turbo Inlet Temp Sensor'. These help with engine and turbo efficiency. It is however perfectly OK, but not necessary to block / remove the EGR cooler, Egr Valve, 'Egr Temp Sensor', 'DeltaPSensor', and/or block the EGR mixing pipe after the parameters are changed. IT IS ALSO HIGHLY RECOMENDED to re-map the turbocharger for optimal NON-EGR performance via the 'TGC Min/Max Closing Tables'. This will improve horsepower and fuel mileage by allowing the combustion manager to move the VGT where it needs to for full non-egr operations. It knows what to do,... Give it some breathing room to do it

Turn Off / Delete EGR… C_EGR_Enable 1 function Properly.} T_INM_EGRT_Lead_Enable 1 become Eratic During Turbo CleaningCycle.} T_CBL_EGR_Frac_User_Override 1 C_CBR_EGR_Off_Override_Value 1 T_CBR_EGR_Off_User_Override 1 T_EMO_Cap_EL_User_Override 1 C_EPD_EMT_Virtual_Sensor_En 1 C_TPE_Exhaust_Offset_Parameter 1 C_TPE_Exhaust_Boost_Parameter 1 C_EPD_EGR_RPM_Drt_Err_Sev 511 C_AIP_EGROrificeTmptr_Ovrd_Val 260 C_CBL_EGR_Frac_Override_Value 0 C_CSE_EGR_Frac_Cmd_On_Thd 1 C_EMO_Cap_EL_Override_Value 16 C_TGC_ULim 65C_TGC_LLim 5 C_EMO_EgrOffEPD_Enable 0 C_CHH_EGRTubeClogEnable 0 C_EPD_AECD_Trq_Drt_En 0 C_EPD_EGR_RPM_Drt_En 0 C_EPD_EGR_Trq_Drt_En 0 C_EPD_EGR2_Trq_Drt_En 0 T_AIP_EGROrificeTmptr_Ovrd_En 0 T_EGA_DL_AZ_Enable 0 T_EGA_DL_CS_Enable 0 T_EGA_DL_Pos_Estimate_Enable 0 C_EMO_VGT_EGR_Chi_Allowed 0 T_EMO_AAP_AECD_Enable 0 T_EMO_Air_Handling_AECD_Enable 0 C_EGRDeltaPEnable 0 T_EGR_DP_IR_Enable 0 T_CIT_Adj_Enable 0 T_TIB_Fuel_Adjustment_Enable 0

<- {THIS MUST STAY ON Or VGT Turbo will not <- {THIS MUST STAY ON Or VGT Turbo will

Suppress EGR Missing Component Errors and Allow for ON / OFF Switch to be wired into Engine Fan Solenoid… CAGT_Block_Fault_Codes CFTR_Block_Lamp_Fault_Codes

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

2367 2368 111 2375 2377 1667 2274 1893 2254 0 0 0 0 0 0

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14

3385 2375 2377 1667 2274 1893 2254 0 0 0 0 0 0 0 0

Tweaking the Engine Brake... The ISX uses charge pressure to increase the strength of the engine brakes. The condition is known a VGT OC or Over-Closedcondition. In an Over-closed condition, the VGT is used to produce back-pressure to place resistance on the engine. This also results in increased charge pressure at the intake manifold, making it harder for the engine to compress the cylinders as well. This double-actionof resistance makes the engine brake for the ISX one of the strongest in its class of engines. For this to happen properly, the ECM must have control of the VGT, and it also needs the ability to force the turbo past its normal 'Boost-Providing' range of operation. TheVGT has a travel range from 0 to 100%. From about 5-70%, it will provide boost for combustion, but above 70%, although it will provide boost, it will provide the excess back-pressure needed to force exhaust gases into the EGR system, so that it can 'Overcome' thatboost at the intake manifold. It is this same excess in exhaust back-pressure that is needed for the engine brake, so between 70% and100%, there is little increase in boost gain, but much back-pressure gain. When this is happening, the turbo's actuating ring is extended past the main housing and relies on a keyed retainer ring in the most rear housing to keep it in place. This retainer ring suffers heat expansion on a constant basis and has been known to vibrate at high frequency as it gets worn. The sound is almostIdentical in nature to the sound produced if the turbine were to touch the housing. This annoying 'squeal' is actually not nearly asharmful as it would seem, but can easily confuse a driver or mechanic into thinking the turbo is bad. If this vibration becomes severe to the point of fluctuating the engine during over-closed conditions, then it is time to replace the turbocharger. Usually, by the time it get sthis worn, the rest of the turbo will show signs of failure as well. Here are the tables that control the Over-Closing limits during engine braking events with modified values to provide maximum braking ability. Please note that values above 90% closing can be difficult for the VGT Actuator to achieve or maintain as the outer retaining ring gets worn, so higher values should be avoided. Engine Brakes… T_ERC_ServiceBrkActivateEn 1 <-- 1 = Engine Brake Activates when Brake Pedal is pressed (and Jakes are turned on in thedash). T_FCC_Engine_Brake_En 1 <-- 1 = Engine Fan is used to help engine brakes C_FCC_Engine_Brake_Time 15000 <-- 15000 = Make fan come on after 15 seconds. C_FCC_Engine_OverSpd_Thd 2500 <-- Max RPM Engine Fan can spin before it Explodes! Use VGT to make Engine Brakes Stronger…

C_TGC_E_Brake_OC_ULim_Table C_TGC_Exh_E_Brake_OC_ULim_Table RPM % 500 6 600 6 700 30 800 50 900 80 1000 90 1100 90 1200 90 1300 90 1400 90 1500 90 1600 90 1700 90 1800 80 1900 80 2000 72 2100 72 2200 72 2300 72

RPM 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300

% 6 6 30 50 80 90 90 90 90 90 90 90 90 80 80 72 72 72 72

Engine Timing... The Engine Timing can be monitored via Parameter [ Final_Timing ]. When watching this parameter, you will quickly notice that it will swing both Positive AND Negative. It is not the absolute timing of the engine, but rather an Offset to the mechanical timing set when the engine is built. The actual timing is 7.01 Degrees forward of this parameter. Thia means that when the timing is zero, the mechanical Timing is at 7.01 Degrees, and when this parameter reads 1.0, the mechanical timing is actually 8.01 TDC. The ECM has the ability to alter the engine timing greatly, and is mapped via several timing and fuel tables. The engine is mapped correctly, and is set for very good fuel efficiency vs power already, so if you are not planning on doing something radical with the engine, these tables are best left alone. There is however the issue of EGR, or lack thereof, once it has been deleted. The Timing is generally retarded a bit by defaultdue to EGR. This means that without EGR, there is a slight power increase due to timing, but also an increase in actual EGT's. Without EGR, the timing can be advanced easily via a 'Timing Shift' to further improve engine fuel efficiency, Lowering EGT's as well, wich help protect the turbo and improve fuel mileage at the same time. Studying the mechanical process heavily, I also noticed that when it comes to timing, there is little or no live 'lead compensation' for mechanical lash in the engine concerning timing. Having lead compensation in the engine timing on the fly will allow the engine to run slightly smoother, as well as make the fueling rate more stable,witch saves fuel. Studying how the injectors are actually primmed during a fueling/timing cycle actually revealed that the timing actuators actually finish their cycle very close to when the overhead cam starts to compress the injector for combustion. Because of this, a slight shift forward in Hydraulic delay during the timing actuator process, would result in the cam actually ending the timing cycle mechanically just ahead of the solenoid. Too much shift and the timing cycle becomes erratic, and too little causes the timing to become very unstable. The default hydraulic delay set in [ CTS_ti_TmActDelay_c ] of 1.3 ensures the timing cycle ends before the mechanics takes over. Shifting this delay forward a bit will cause interference from the cam (and also increases timing slightly). The lash in the cam itself will alter the timing, and the result is a mechanically compensated timing offset, witch now includes the engine lash. A value of 2.4 seems to work quite well for this on engines that do not have other timing or actuator problems.Shifting the timing forward to improve fuel economy works well, but the further the shift, the higher risk of

cylinder flashing. With lessforward compression and a lower angle on the piston arm, there is less resistance for engine cam to be pushed forward, resulting in a faster, hotter burn. Since the burn is faster, less residual heat is produced, but much higher combustion temps will occur. This canresult in burning the tops of the pistons and / or scoring them, the injector, or the valves if it is not kept in check. Most documents on this subject for diesel engines agree that the problem will not likely occur under heavy engine load until the timing shifted forward morethan +12-14 degrees. This must be kept in mind if you plan on performing any timing shifts to improve fuel mileage. The further the shift in timing, the better fuel mileage will become on the ISX, but also, top end torque will suffer resulting in slightly less power. This is NOT the same as lowering the power, or slowing acceleration rates on the engine to save fuel, but rather an actual trade-off of fuel economy,cleaner, hotter burning fuel, lower EGT's, and less engine strain at the expense of direct torque. With all that said, I have some parameter examples. Please note also that with the hydraulic delay set further ahead, the timing is actually cut short from the actualnumbers used for the shift, and is slightly less

For Best Power and Performance (Lower Fuel Economy and Higher EGT's) … CTS_ti_TmActDelay_c T_CBL_SOI_Increment_Enable C_CBL_SOI_Increment

1.3 1 -0.7

For Best Power vs Fuel… CTS_ti_TmActDelay_c T_CBL_SOI_Increment_Enable C_CBL_SOI_Increment

2.4 1 0.5

Trade 5% power for Much Better Fuel Economy and Lower EGT'S… CTS_ti_TmActDelay_c T_CBL_SOI_Increment_Enable C_CBL_SOI_Increment

2.4 1 3

Max Fuel Economy Possible via Timing Shift. Can be as much as 2+ MPG. Very Low EGT's (8-10% Power loss on top end)… CTS_ti_TmActDelay_c T_CBL_SOI_Increment_Enable C_CBL_SOI_Increment

2.4 1 8

Cruise Control...Make Cruise Control Operate Down to 3 MPH. (Great for long hill climbs)… C_CC_MaxRoadSpdLowerLim C_CC_MinReferenceSpeed C_CC_CancelSpeed C_Road_Speed_Limit_Default

5 5 5 140

Reading Incal Files... At some point, it is inevitable. You are going to need to reference, or compare your edits to a factory calibration for a particular engine.Incal is a set of software disks that have ALL of the latest

factory calibrations for ALL engines. These files are stored on the disks in their various folders and can be easily searched for, but Calterm will not read them in their current format. The files on the disks are compressed and password protected, so they will have to be uncompressed before Calterm will read them. To Uncompress a particular calibration file, just copy it from the CD, then re-name it, changing its extension to '.rar'. Of coarse, you will need WinRar to De-compress it, and of coarse, it will ask you for a password. The pw is either going to be 'ndse' or 'ocec' (special thanks to Simmax for providing these passwords) depending on what kind of file it is. After decompressing it, Calterm will read it just fine. You can aslo use them for making Compare files. This is extremely handy in identifying what settings have been altered in an engine, especially engines with edited calibrations from other companies.Anyways, thats all I wish to elaborate on for now. I hope this helps those out there that are willing to experiment a bit and are not afraid to 'Brick' their ECM like me.