Originally Posted By: TiredTrucker
Since the DPF is downstream seems strange that the DPF "cooked" a turbo. I would contend that the higher EGT's due to restriction made waste of the turbo and the coolant was taking care of it properly. All of these modern VG turbos related to the emissions stuff are coolant supplied to dissipate heat. As for probably the higher EGT's causing the turbo to grenade, I would probably suspect that the DPF was not burning off properly so that restriction wasn't being eliminated.
Either way, this ia all a mess. But always remember..... your government cares for you.
I didn't say the DPF cooked my turbo, I said the DPF regeneration process did it. The emissions system on the early 6.7L Cummins had pressure sensors upstream and downstream of the DPF to measure the restriction caused by the buildup of soot particles. When the engine computer decided it was time, which was approximately every 50 miles for me, it would begin the regeneration process. For a few minutes the engine would inject fuel into the combustion chamber during the exhaust stroke (which also caused fuel dilution of the oil). The extra rich exhaust would hit the diesel oxidation catalyst where it would burn, making the exhaust extra hot. The hot exhaust would then burn the soot out of the DPF. The problem was that the extra fuel made the exhaust hotter even at the manifold and turbo. During the regeneration process my EGT gauge showed a steady temp of 1,200-1,300 while cruising on the freeway. That is what killed the turbo at less than 30k miles. Without all the emissions nonsense now my EGTs rarely exceed 1,000 even at full throttle.
Since the DPF is downstream seems strange that the DPF "cooked" a turbo. I would contend that the higher EGT's due to restriction made waste of the turbo and the coolant was taking care of it properly. All of these modern VG turbos related to the emissions stuff are coolant supplied to dissipate heat. As for probably the higher EGT's causing the turbo to grenade, I would probably suspect that the DPF was not burning off properly so that restriction wasn't being eliminated.
Either way, this ia all a mess. But always remember..... your government cares for you.
I didn't say the DPF cooked my turbo, I said the DPF regeneration process did it. The emissions system on the early 6.7L Cummins had pressure sensors upstream and downstream of the DPF to measure the restriction caused by the buildup of soot particles. When the engine computer decided it was time, which was approximately every 50 miles for me, it would begin the regeneration process. For a few minutes the engine would inject fuel into the combustion chamber during the exhaust stroke (which also caused fuel dilution of the oil). The extra rich exhaust would hit the diesel oxidation catalyst where it would burn, making the exhaust extra hot. The hot exhaust would then burn the soot out of the DPF. The problem was that the extra fuel made the exhaust hotter even at the manifold and turbo. During the regeneration process my EGT gauge showed a steady temp of 1,200-1,300 while cruising on the freeway. That is what killed the turbo at less than 30k miles. Without all the emissions nonsense now my EGTs rarely exceed 1,000 even at full throttle.
