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Old 02-15-2019, 02:02 PM   #1 (permalink)
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DPF/CAT DELETE on a Duramax C5500

I have a major issue with my motorhome. It is a 2007 C5500 6.6L duramax deisel (work horse or Kodiak chassis)

It has been over heating from day one. I am on my second engine in 118000 miles. 3 radiators, 2 inner coolers, 4 turbos.
I know there were a lot of extra radiator or cooler tricks out there, but I was told that it is really an exhaust issue. Too much back
pressure not allowing the motor to cool correctly.

Here's the problem. You can find these kits all day long for the pickups. But the motorhomes or c5500 chassis need a different programmer.

Does anyone know of any company or person that could help me?


2007 C5500 6.6L duramax Motorhome

Last edited by OkDually; 02-15-2019 at 02:22 PM. Reason: prefix/sig
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Old 02-15-2019, 02:23 PM   #2 (permalink)
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Welcome to DieselPlace
I moved your post over to "Med. Duty" for better responses to your questions and issues

1996 K3500 6.5L,( "F" Eng #141 cast block) 5 speed manual, crewcab, dually longbed: 208,000mi.
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Old 02-15-2019, 03:59 PM   #3 (permalink)
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PPE 111020000 Works Fine
2007 GMC Topkick C5500 Crew Cab Long Bed Dually LLY/LBZ Duramax
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4" Exhaust Cat Died.

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2018 Cooper S AWD Countryman

Last edited by scocciante; 02-15-2019 at 04:06 PM.
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Old 02-21-2019, 05:57 PM   #4 (permalink)
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I'm just curious, you must have a late build 2007 if it has a DPF. You state that the unit overheats. Can you give me an example and what are you looking at to draw that conclusion?

First, we need to determine who actually built the truck. Does the VIN start with a 1G or 1B? I don’t recall Work Horse having access to the Duramax.

Next question is; Who built the coach, Fleetwood, Winnebago etc.? There used to be issues early on with coach upfitters taking creative license with the exhaust routing and contrary to the GM Body Builders Manual.

Has the DPF unit ever been tested or replaced?

Last and likely most important, what was the failure mode? In other words, were there blown head gaskets, crankshaft bearing failure, holes in pistons etc. or what?

We had a bunch of issues with these early trucks but generally it was on vehicles that never got to and/or maintained road speed to allow for a complete regeneration event. Typically buses or short trippers. I’m going to tell you a story on an assumption, you haven’t really stated what the root cause of the failures were.

We would see vehicles initiate a regeneration event, partially into that event, the operator would go below the required speed and thus the algorithm aborted the regeneration. The way the algorithm is designed, the regen doesn’t pick up where it left off, in other words, it starts from scratch every time regardless of how close it was to finishing or how little time it processed. So essentially the system dumps the required amount of fuel in the exhaust to get the regen started every time it initiates.

Remember the days of carburetors and how you had to pump the pedal to get the car going? All that excess fuel went into the crankcase therefore diluting the oil making it necessary to change oil every three thousand miles or risk bearing failure. Along came injection and very little fuel in the crankcase. In this case, the fuel from the aborted regen begins to collect in the crankcase and therefore you have oil dilution. Eventually this washes the lubrication from the bearings and a failure results. Add heat to that and the issue magnifies exponentially. We saw some shuttle buses that pushed oil out the dipstick the crankcase was so over full.

There’s no way a Duramax engine used in a motorhome should only go 118K. I suppose the exception would be if it is over boosted and over fueled routinely. Continuous excessive cylinder pressure will play havoc on longevity. Even the neglect and lack of maintenance should result in better life than that.

A lot of assumptions, need more detail to assist any further. …
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