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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