The Duramax diesel engine in your GMC was running like a champ until just a few days ago, but now you need to get your hands on a Duramax manual so you can get your vehicle back on the road again. A Duramax manual makes it easy to do your own repairs so you can spend more time behind the wheel than under the hood.
The manual comes with an extensive index to help you locate the information you need quickly and accurately. You can also gain access to handy diagnostic charts that help you make sense of the engine components you are working with. Wiring diagrams are also included within the pages of a Duramax manual, and these come in handy when it is time to check engine spark plugs and wire efficiency. The paperback design means that you can easily stow your book in the glove compartment or under the seat, so you can have it with you whenever you are on the road.
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Will a problem with the DOC cause the truck not to regen? They keep saying that the P0420 is a converter code not the indirect injector but also said everything is working as it should when he did the forced regen. I need to keep it running until I can get the money for the delete stuff. Service Information Home Publications Number Search New Bulletins Bulletin Search Feedback TIS2Web Help 2014 GMC Truck Sierra 2500/3500 - 4WD Sierra, Silverado 2500/3500 Service Manual 7229012 Document ID: 2400107 DTC P0420 Diagnostic Instructions Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. Review Strategy Based Diagnosis for an overview of the diagnostic approach. Diagnostic Procedure Instructions provide an overview of each diagnostic category.
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DTC Descriptor DTC P0420 Catalyst System Low Efficiency Circuit/System Description The diesel oxidation catalyst, main function is to control emissions of non methane hydrocarbons and soluble organic fraction. Its secondary function is to assist with the diesel particulate filter (DPF) regeneration, by obtaining and sustaining the temperature necessary for regeneration. In order to generate the high exhaust temperatures needed for regeneration, the aftertreatment system increases exhaust temperatures by injecting diesel fuel directly into the exhaust gases entering the DOC. This is accomplished by means of an ECM-controlled fuel injector called the hydrocarbon injector (HCI), also referred to as the indirect fuel injector or exhaust aftertreatment fuel injector. The fuel injector is located in the exhaust pipe upstream of the DOC.
3500 Duramax Diesel For Sale
The injected fuel is converted into heat by the DOC to incinerate soot accumulated in the DPF. The engine control module (ECM) monitors the exhaust gas temperature (EGT) sensor 1 and 2 to determine if the operating temperature of the catalyst is achieved during a regeneration event. The hydrocarbon conversion to oxygen is calculated from the heat flow in the oxidation catalyst, based on measured and modeled temperatures, to determine the efficiency of the oxidation catalyst. The modeled temperatures are calculated using the injection quantity and air mass flow. When the ECM detects that the diesel oxidation catalyst hydrocarbon conversion rate is below a calibrated threshold during an active regeneration event this DTC sets. Conditions for Running the DTC The hydrocarbon converted in the diesel oxidation catalyst is greater than 115 g and the hydrocarbon mass flow is greater than 0.0009 g/s. The ECM is commanding a regeneration.
The exhaust gas temperature sensor 1 is greater than 250°C (482°F). The engine speed is between 700–3,400 RPM. The barometric pressure (BARO) is greater than 74.8 kPa (10.8 psi). The ambient air temperature is greater than −7°C (19.4°F). DTC P0420 runs once per driving cycle when the above conditions are met. Conditions for Setting the DTC The ECM determines that the efficiency of the diesel oxidation catalyst has degraded below a calibrated threshold.
Action Taken When the DTC Sets DTC P0420 is a Type B DTC. DPF regeneration is inhibited. Conditions for Clearing the DTC DTC P0420 is a Type B DTC.
Diagnostic Aids The use of off road red dye fuel or continuing use of non ultra low sulfur fuel may be a contributor to diesel oxidation catalyst failure. If exhaust gas temperature sensor 4 is greater than exhaust gas temperature sensor 2 during an extended (greater than 5 min) steady state DPF regeneration event, the fuel from the indirect fuel injector is being consumed in the DPF. This may indicate that the diesel oxidation catalyst is not functioning properly. Reference Information Schematic Reference Engine Controls Schematics Connector End View Reference Component Connector End Views Component View Reference Powertrain Component Views Description and Operation Exhaust Aftertreatment System Description Electrical Information Reference Circuit Testing Connector Repairs Testing for Intermittent Conditions and Poor Connections Wiring Repairs DTC Type Reference Powertrain Diagnostic Trouble Code (DTC) Type Definitions Scan Tool Reference Control Module References for scan tool information Circuit/System Verification Ignition On.
Verify DTC P003A, P0047, P0048, P0101, P0201–P0208, P02E0, P02E2, P02E3, P02E7–P02E9, P02EB, P0300–P0308, P0402, P0545, P0546, P1048, P1049, P10CC, P10CD, P10CE, P2032, P2033, P2047, P2048, P2049, P20CB, P20CC, P20CD, or P20CE is not set. If a DTC is set Refer to Diagnostic Trouble Code (DTC) List - Vehicle If no DTC is set Engine running, observe the DTC information with a scan tool. DTC P0420 should not be set.
If the DTC is set Refer to Circuit/System Testing If the DTC is not set Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data. Verify the DTC does not set. If the DTC sets Refer to Circuit/System Testing If the DTC does not set All OK. Circuit/System Testing Verify the following conditions do not exist with the exhaust system: Exhaust system for leaks or restrictions—Refer to Symptoms - Engine Exhaust. Exhaust leaks before or after the diesel oxidation catalyst. Refer to Exhaust Leakage for further diagnosis.
Physical damage Loose or missing hardware If a condition is found Repair or replace the affected exhaust system components as necessary If no condition is found Inspect for the following conditions: Restricted air filter Plugged fuel filter Off road fuel or red dye fuel Low quality B20 fuel EGR for normal operation Turbocharger for normal operation Intake system for leaks or restrictions. Perform the Full System Air Leak Test and then the Induction System Smoke Test.
Refer to Charge Air Cooler Diagnosis. Excessive water in fuel—Refer to Contaminants-in-Fuel Diagnosis. High sulfur content fuel (fuel other than Ultra-Low Sulfur Diesel) Engine coolant consumption.
Refer to Coolant in Combustion Chamber Engine oil consumption. Refer to Oil Consumption Diagnosis An engine mechanical condition—Refer to Symptoms - Engine Mechanical If a condition is found Repair as necessary If no condition is found Note: The Q67 Indirect Fuel Injector is located in the right bank exhaust pipe downstream from the turbocharger and before the DOC.
Observe the scan tool Freeze Frame/Failure Records data for DTC P0420. Determine if the temperature difference between EGT Sensor 1 and 2 is within 100°C (180° F). If EGT 2 is not within 100°C (180° F) of EGT 1 Test the Q67 Indirect Fuel Injector flow. Refer to Exhaust Aftertreatment Fuel Injector Diagnosis and repair as necessary.
If EGT 2 is within 100°C (180° F) EGT 1 Observe the scan tool Freeze Frame/Failure Records data for DTC P0420. Determine if the temperature difference between EGT Sensor 2 and 4 is within 100°C (180° F). If EGT 4 is not greater than EGT 2 by more than 100°C (180° F) Test the Q67 Indirect Fuel Injector flow.
Refer to Exhaust Aftertreatment Fuel Injector Diagnosis and repair as necessary. If EGT 4 is greater than EGT 2 by more than 100°C (180° F) Clear the DTCs. Note: P0420 will not run with a service regeneration, only with an on road driving regeneration. A Service Regeneration Enable will allow the DTC to run. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.
Verify EGT 4 is not greater than EGT 2 by more than 100°C (180° F) If the DTC sets and EGT 4 is greater than EGT 2 by more than 100°C (180° F) Replace the diesel oxidation catalyst If the DTC does not set and EGT 4 is not greater than EGT 2 by more than 100°C (180° F) All OK. Repair Instructions Perform the Diagnostic Repair Verification after completing the repair. Catalytic Converter Replacement If the scan tool DPF Soot Mass is 40 g or greater, perform the Diesel Particulate Filter (DPF) Service Regeneration procedure. © 2016 General Motors. All rights reserved. Sent from my SM-G903W using Tapatalk mebob2001 10:16 AM.
Service Information Home Publications Number Search New Bulletins Bulletin Search Feedback TIS2Web Help 2014 GMC Truck Sierra 2500/3500 - 4WD Sierra, Silverado 2500/3500 Service Manual 7229012 Document ID: 3978174 Exhaust Aftertreatment Fuel Injector Diagnosis Diagnostic Instructions Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. Review Strategy Based Diagnosis for an overview of the diagnostic approach.
Diagnostic Procedure Instructions provides an overview of each diagnostic category. Circuit/System Description The Q67 Exhaust Aftertreatment Fuel Injector is located on the right rear cylinder head. Fuel is supplied to the Q67 Exhaust Aftertreatment Fuel Injector from the low pressure side of the high pressure fuel pump. An outlet tube is connected between the Q67 Exhaust Aftertreatment Fuel Injector outlet and the exhaust down pipe.
When the engine control module (ECM) commands the injector ON fuel is sprayed directly into the exhaust system. The fuel ignites in the exhaust in the DOC and produces the heat required for the exhaust aftertreatment regeneration.
Diagnostic Aids Blockage or restriction in either banjo bolt for the Q67 Exhaust Aftertreatment Fuel Injector fuel feed line may cause DTC P0420 or P2463 to set. The banjo bolts are located in the Q67 Exhaust Aftertreatment Fuel Injector fuel feed line near the Fuel Injection Pump and where it attaches to the Fuel Injection Pump. There's the diagnoses right from gm them self.
IMO it's not that hard to.understand it. I did copy and post this off my phone. But Sill it's basicly make sure indirect injector is working. If not replace it.
If it is replace doc. If there's an issue with turbo. Charge air cooler. Anything the truck would set another code.
These emissions systems are to touching for it not to set other codes by now. Anyways I've seen lots of these injectors go bad from a p0420. And I can post the 2463 diagnoses but it says if p0420 is set go diagnoses that first Sent from my SM-G903W using Tapatalk trotorx2 07:40 PM. Guy's thanks for the info. I have my CTS set to monitor the 4 EGT's the soot grams and differential pressure in the DPF. For the last 2 yrs it has gone into regen at approx.
43 grams of soot. The differential pressure is usually less than 1 until the soot grams reach 40-43 then the differential pressure jumps to above 2 and the egt's start climbing and the regen light comes on with the egt's above 1100. I've been using the same station for fuel since I had my '06 and it is ultra low sulfer fuel with B15 bio mix. Today the truck hit 49 grams on my way home with the differential below 1 then it started bringing the egts up and it started to regen. I drove it till it stopped at 11 grams. I was thinking maybe the sensor that monitors the soot grams might have been bad because lately the grams have gone up but the differential pressure has stayed low. Doesn't matter anymore.I ordered the delete stuff tonight.
It just sucks that I'll have to put the OEM crap back on every year to pass a visual inspection. Mebob2001 06:56 AM. Guy's thanks for the info. I have my CTS set to monitor the 4 EGT's the soot grams and differential pressure in the DPF. For the last 2 yrs it has gone into regen at approx.
43 grams of soot. The differential pressure is usually less than 1 until the soot grams reach 40-43 then the differential pressure jumps to above 2 and the egt's start climbing and the regen light comes on with the egt's above 1100.
I've been using the same station for fuel since I had my '06 and it is ultra low sulfer fuel with B15 bio mix. Today the truck hit 49 grams on my way home with the differential below 1 then it started bringing the egts up and it started to regen.
I drove it till it stopped at 11 grams. I was thinking maybe the sensor that monitors the soot grams might have been bad because lately the grams have gone up but the differential pressure has stayed low. Doesn't matter anymore.I ordered the delete stuff tonight. It just sucks that I'll have to put the OEM crap back on every year to pass a visual inspection. Grams of soot is a calculation based in part on the differential pressure sensor reading. Bbv203 08:33 AM.
Had mine in the dealer on Saturday for a P2463 code Started it, 39 grams on the CTS2, drove a few miles, jumped to 42, said keep driving, cleaning exhaust filter.then a few second later MIL and reduced power. Dealer performed a stationary regen, cleared it up. I took it out for a a 70 mile drive on the freeway after that, and it went back up to 20 grams (started at 7) according to the CTS2.Doesn't 13 grams in 70 miles seem a little much? Tried to get the CTS2 to do a mobile regen, but it won't ever start. It was going into regen just fine on it's own before I installed the SPADE tunes.
Hoping something isn't wrong with the SPADE tunes. I looked at the files and they do not have the current part numbers as listed when I look up my VIN on the TIS site. Also the VIN listed in the calibration summary is not mine. Emailed them about this. EDIT: They said the VIN is a generic one, no response regarding the different part numbers. Started looking through old paperwork from previous owners, it looks like it has had a couple glow plugs replaced, 87,503 & 71,180 miles; NOx 1 replaced, 67,083 miles; 9th injector replaced, 66,980 miles; DPF replaced, 39,791 miles; DEF tank replaced, 36,799 miles; stationary regens twice, 14,537 & 18,308 miles. I need to try and get a current list, as this one is from over a year before I purchased it.
Unless I find a way to make it look like everything is intact, or take everything off and put it back every 2 years, deleting it is not an option as I am in CA. Trotorx2 03:03 PM. What are the typical readings of the differential pressure? I assume this will go up as you drive? Right now, and immediately after the forced regen, it sits at 0.15 while idling, and moves around while driving. Same idle PSI number, whether at 7 grams or 20 grams.
I had a similar issue last week, minus the P0420 code, posted elsewhere: Unless I find a way to make it look like everything is intact, or take everything off and put it back every 2 years, deleting it is not an option as I am in CA. I'm seeing less the 1 under most driving speeds but if I go WOT or so to pass or merge it will jump to above 1. It usually is like this until the soot grams reach 40-45 the it jumps to above 2. Mine regens at around 250 miles.
This started after the dealer did some ECM updates when they repaired the DEF tank for the P0205B. Bbv203 03:13 PM.
