Section 8.6
Coolant Leaks

• Venturi Pipe Design
• Venturi Pipe Dd15 Price
• Venturi Pipe Dd15 For Sale
• Venturi Pipe Dd15 Pipe
• Venturi Pipe Dd15 Specifications
• Venturi Smoking Pipe
• Dd15 Venturi Pipe

Check as follows:‪

1. Clean the engine.
2. Fill the coolant system if low.
3. Attach a pressure test kit.
4. Pressurize the coolant system per OEM specs.
5. Check for external leaks, are any leaks found?.
   1. If yes, repair as necessary.
   2. If no, check the EGR cooler for leaks. Refer to '8.6.1 EGR Cooler Leak Test' .

Section 8.6.1
EGR Cooler Leak Test

Test as follows:‪

Note: Before performing this procedure, turn off the engine and allow it to cool. But coolant should be warm (above 140°F/60°C).

1. Remove Marmon clamps from the hot pipe and remove the pipe.
2. Remove EGR mixer pipe.
3. Disconnect Delta P Sensor connector.
4. Disconnect Coolant Inlet Temperature Sensor connector.
5. Remove the Delta P venturi pipe.
6. Unbolt and move the exhaust gas crossover tube, lifting the eye to the side away from the EGR cooler.
7. Install W470589019100 onto the EGR cooler. Install the hot pipe cap (2) with the supplied Marmon clamp (3) on to the hot pipe end. Install the cold pipe plug (1) into the cold pipe end and retain it with the supplied clamshell and clamp (4).
8. Use regulator from kit J–41473 and apply 30 psi air pressure to the cooler. Close the valve and disconnect the air supply.
9. Wait for 30 minutes and record the air gauge reading. There should be no drop in pressure. There should be bubbles in the surge tank if the cooler is leaking internally. If there is a pressure drop and there are no bubbles, use a soap and water solution to make sure that there are no leaks externally from the test kit.
10. Is the cooler leaking internally?
    1. If yes, change the cooler. Refer to '5.1 Exhaust Gas Recirculation (EGR) Cooler' in the “Engine” chapter of the EPA07 DD15 Workshop Manual (DDC-SVC-MAN-0002).
    2. If no, troubleshoot for other internal coolant system leaks. Check for coolant out exhaust from an exhaust port and check for internal engine damage.

Ventury flow meter works on the principle of Ventury Effect. A reduction in fluid pressure occurs when a fluid flows through a constricted section of pipe. This happens mainly due to increased flow velocity because of reduced cross section. Reduction in pressure is related to actual fluid velocity as well as density of the fluid. Inspect the EGR delivery pipe delta P pressure ports for blockage. If excessive build up or blockage is found, clean the venturi pipe and reinstall the sensor, Go to step 24. If no damage is found, Go to step 7. Remove EGR cooler hot pipe, EGR crossover tube and mixer pipe.

Inspect the EGR pipes (Hot Pipe, Venturi and Delivery Pipe) for leaks. Are leaks present? Yes; repair and/or replace as necessary and verify repairs. No; Go to step 12. NOTE: Oil residue at the turbo compressor wheel is normal. Excessive oil can be caused by excessive idle time, high air inlet restriction, or high crankcase pressure. Covers: Detroit DD13, DD15, DD16 EGR, Exhaust, Aftertreatment For EPA07/EPA10/GHG14 emissions levels 2007-2016 Pages: 340 Format: PDF File size: 38mb Works with: Windows/Mac/Tablet Notes: Bookmarked, searchable, printable, instant download This shop manual covers operation, removal, inspection, cleaning and installation of EGR, exhaust and aftertreatment components in Detroit DD. Inspect the EGR delivery pipe delta P pressure ports for blockage. If excessive build up or blockage is found, clean the venturi pipe and reinstall the sensor, Go to step 24. If no damage is found, Go to step 7. Remove EGR cooler hot pipe, EGR crossover tube and mixer pipe and inspect for excessive build up or blockage.

Section 8.2
Functionality of EGR Components

The following subsections detail the functions of specific EGR components.‪

DDEC V Electronic Control Unit

The Electronic Control Unit (ECU) provides overall engine management, self-diagnostic checks, and monitors other system components. System diagnostic checks are made at ignition-on and continue throughout all engine-operating modes.‪

A DDEC equipped engine is built with an electronically controlled fuel injection system which eliminates control racks or mechanical linkages requiring periodic adjust. Fuel economy and vehicle performance are also improved during cold starting and the increased initial idle speed allows for fast engine warm-up.‪

Horsepower, torque, idle, and engine speed are managed by the ECU. Such functionality eliminates the need for a mechanical governor. Mechanical governors are equipped with springs that require adjustments for idle and high-speed control.‪

The Accelerator Pedal Assembly (AP) eliminates the need for any throttle linkage eliminating throttle delay.‪

The DDEC V ECU has two 68-pin Tyco connectors; one for the engine and the other for the vehicle. There are two data links on the Vehicle Interface Harness (VIH). One link is based on SAE J1708 and the second is SAE J1939. The engine harness, is Controller Area Network (CAN) based and will be used for proprietary communications such as multi-ECU applications and DDC factory programming. See Figure 'Series 60 DDEC V EGR Engine Harness' for the Engine Harness and see Figure 'DDEC V Vehicle Interface Harness' for the Vehicle Interface Harness.‪

Turbocharger Compressor Inlet Temperature Sensor

The Turbocharger Compressor Inlet Temperature Sensor (TCI) sensor is installed by the OEM within piping between the air filter and the turbocharger inlet. The TCI sensor along with other DDEC sensors are monitored by the ECU as a means of fuel management during normal operation.‪

The TCI sensor is supplied a 5-volt signal from the ECU and returns a voltage signal to the ECU relative to turbocharger compressor air inlet temperature. As return voltage decreases the air inlet temperature voltage increases. The TCI operating values during normal engine operation are 0.10-5.0 V.‪

Venturi Tube

The venturi tube with a port at each end is located in the EGR delivery pipe which is connected to the EGR cooler outlet. The Venturi tube ports are connected to the Delta P Sensor to monitor the pressure differential across the venturi as EGR exhaust gases flow through the EGR delivery pipe to the charge air mixer. DDEC V uses this information along with temperature and density of the exhaust gases to determine precise EGR Mass Flow Rate.‪

Figure 1. Venturi Tube

EGR Cooler

The primary purpose of the EGR cooler, see Figure 'EGR Cooler' , is to cool the engine exhaust gases prior to entering the intake manifold. Exhaust gas cooling is accomplished by the flow of exhaust gases through the EGR cooler tubes. The EGR cooler core then transfers the heat removed from the exhaust gases to the engine coolant. The cooled exhaust gases are then mixed with incoming air from the charge air cooler before being sent to the intake manifold.‪

Figure 2. EGR Cooler

Venturi Pipe Design

Charge Air Mixer

The charge air mixer, see Figure 'Charge Air Mixer' , combines exhaust gases into the fresh air supply flowing from the charge air cooler. Once the air has passed the charge air mixer, the intake manifold diffuses the EGR exhaust gases evenly to each cylinder. DDEC sensors are mounted in the intake manifold to monitor the air temperature and boost pressure.‪

Figure 3. Charge Air Mixer

Charge Air Cooler

The Charge Air Cooler (CAC), see Figure 'Charge Air Cooler' , is mounted in front of the cooling system radiator and is connected to the turbocharger and intake manifold which permits a more dense charge of air to be delivered to the engine. The compressed air leaving the turbocharger is directed through the CAC before it flows into the CAC to be mixed with EGR exhaust gases before entering the intake manifold. Cooling is accomplished by incoming air flowing past the tubes and fins of the CAC. The compressed intake charge air flowing through the CAC core transfers the heat to the tubes and fins where it is dissipated to the outside air.‪

Figure 4. Charge Air Cooler

Variable Nozzle Turbocharger

Variable nozzle turbocharger (VNT), see Figure 'VNT Actuator' , uses an actuator to regulate and control turbine vanes. There is no wastegate with this system. The VNT actuator is mounted on a bracket attached to the turbocharger and receives air pressure from engine-mounted VPOD. The VNT actuator connects via a rod to the pin joint of the turbine external arm. Rotation of the external arm simultaneously rotates several pivoting nozzle vanes positioned inside the turbine housing at the outer periphery of the turbine wheel. This adjusts turbocharger speed, boost and EGR flow in accordance with DDEC engine management control.‪

Note: VNT actuator is spring loaded. If air pressure is lost the actuator will open the VNT vanes resulting in low/no boost.

Figure 5. VNT Actuator

Variable Pressure Output Device

There is one VPOD which controls the VNT. See Figure 'EGR Valve and VNT Control System' . The location of the VPOD is application dependent.‪

‪

Two system components are required for proper operation of the EGR valve and the VNT control system.‪

Venturi Pipe Dd15 Price

• 12V or 24V Power Supply
• DDEC V ECU: PWM#3 (E1) EGR and PWM#4 (E4) VNT

  Note: VNT is fully open at 7% and closed at 90%

Figure 6. EGR Valve and VNT Control System

Hydraulically Actuated EGR Valve

The EGR valve is hydraulically actuated using engine oil and eliminates the need for an EGR VPOD. The butterfly valve design is still used to control the exhaust gas flow through the EGR cooler. The ECU continuously monitors all engine operation modes and performs self diagnostic checks for engine RPM, engine load, altitude, incoming air temperature, and uses this information to determine the EGR valve position. The ECU changes the EGR valve position via a PWM to the solenoid in the actuator. See Figure 'Hydraulic Actuator with Solenoid' .‪

Note: When installing a new hydraulic actuator or EGR valve, manually closing the valve during installation will make the first start up easier. Once the engine has started and oil pressure through the actuator has equalized, operation will be normal.

The EGR valve operating values are 0-12 V or 0-24 V depending on vehicle electrical system.‪

Figure 7. Hydraulic Actuator with Solenoid

EGR Temperature Sensor

Venturi Pipe Dd15 For Sale

The ECU uses the EGR Temperature Sensor to monitor exhaust gas temperatures in the EGR delivery pipe and uses exhaust temperature and delta pressure across the venturi tube to determine rate of EGR flow. The temperature sensor is supplied a 5-volt reference signal from the ECU and returns a voltage signal to the ECU relative to exhaust gas temperatures in the EGR delivery pipe. The sensor return voltage decreases as exhaust gas temperature increases (sensor operating values are 0.10-5.0 V). See Figure 'EGR Tempertaure Sensor' to view the sensor with connector.‪

Figure 8. EGR Tempertaure Sensor

Delta P Sensor

Venturi Pipe Dd15 Pipe

The Delta P Sensor monitors the pressure differential across the venturi (in the EGR delivery pipe at the EGR cooler outlet) and uses the delta pressure and exhaust temperature to determine the rate of EGR flow. See Figure 'Delta P Sensor' . The sensor is supplied a 5-volt reference signal from the ECU and returns a voltage signal to ECU relative to pressure difference across the Venturi tube. Return sensor voltage increases as pressure differential increases during engine operation (operating values are 0.23-4.77 V).‪

Figure 9. Delta P Sensor

Venturi Pipe Dd15 Specifications

Intake Manifold Pressure Sensor

Venturi Smoking Pipe

The Intake Manifold Pressure Sensor (IMP Sensor), see Figure 'Turbocharger Boost Sensor' , is used to monitor air pressure in the intake manifold. The DDEC V ECU uses this air pressure data for fuel management during engine acceleration. The IMP Sensor sensor is supplied a 5-volt reference signal by ECU and returns a voltage signal to the ECU relative to turbo boost pressure. Return voltage increases as boost pressure increases. Operating values are 0.10-5.0 V during normal engine operation.‪

Dd15 Venturi Pipe

Figure 10. Turbocharger Boost Sensor