T444E EFRC Codes 1994-1997 3Box

[cadillackid]

I'm thinking in 97 a waste gated turbo became available for the standard torque. The HT turbos were nice Likely came with different fuel curves.

My bus currently has 195 HP that's not listed here.

the 195's came later from what I can tell.. they were in the 99.5 "update" if you will.. ford guys casll them early vs late 99..


mine is a late 99 and has a 1.0/1.0 non wastegate turbo.. I know all the 2002.5-2004 got wastegate turbos..


the high torque variants prior ro 02.5 seemed to get a GT37 turbo vs the GTP38 that the others got.



from what I also can tell , unlike the DT466 that got different hardware for high torque vs standard, the internals on the 444E were largely the same.. otherthan injectors and turbo.. and navistar just fuels the *&^&% out of the low end on the HT versions... the GT37 turbo is a smaller turbo which allowed for a quick spool up vs the bigger GTP38.. thus their ability to provide more torque at lower RPMs..

 

[Omnibot2000]

My 2000 195 HP is waste gated. Actually both, the spare engine I have and the one in the bus.

Falling back to the hpop, kinda wondering if all the T444e had 15 degree HPOP. With the lower governed RPM, probably did not need the volumn.

 

[Omnibot2000]

Well I got a little curious today at work and found all the EFRC codes for 2000-2003 T444e. I'll steal what Chris said, late 99.5.

My bus rating is C195 2000 model T444e

Injector 1831551c1
Long lead injector 1831774c92
Turbo 1831774c92 with EBP

Now staying with in the same injector/turbo envelope these EFRC ratings apply.

175 HP, 460ft/lbs EFRC 2111
195 HP, 520ft/lbs EFRC 2121
210 HP, 540ft/lbs EFRC 2131

On a side note.

There is a mild HT T444e with a different turbo(Same turbo as the HT models.)

215 HP, 560ft/lbs torque EFRC 2141

They are pretty close to the 1997 3 box category.

Side note. To the original post, 1994 EFRC 2141 is listed in 160HP, 1997 it is listed as 2141/210hp. Appears these numbers can be recycled?????

There is also the 2112, 2122, 2132 that appears to have a CF designation in years 2002/3. I'm going to say California. It looks like they run lower HPOP pressures but higher boost pressures while maintaining same specs.

There is also low torque variants that max out 485 ft/lbs torque. So as an example 195hp 485ft/lbs and 210 HP 485 Ft/lbs. Not including those EFRC codes here. All in all. I printed off 50 pages of just random info. that one could stare at for days.

If there is interest I can start a new thread and post all the info.

 

[cadillackid]

Well I got a little curious today at work and found all the EFRC codes for 2000-2003 T444e. I'll steal what Chris said, late 99.5.

My bus rating is C195 2000 model T444e

Injector 1831551c1
Long lead injector 1831774c92
Turbo 1831774c92 with EBP

Now staying with in the same injector/turbo envelope these EFRC ratings apply.

175 HP, 460ft/lbs EFRC 2111
195 HP, 520ft/lbs EFRC 2121
210 HP, 540ft/lbs EFRC 2131

On a side note.

There is a mild HT T444e with a different turbo(Same turbo as the HT models.)

215 HP, 560ft/lbs torque EFRC 2141

They are pretty close to the 1997 3 box category.

Side note. To the original post, 1994 EFRC 2141 is listed in 160HP, 1997 it is listed as 2141/210hp. Appears these numbers can be recycled?????

There is also the 2112, 2122, 2132 that appears to have a CF designation in years 2002/3. I'm going to say California. It looks like they run lower HPOP pressures but higher boost pressures while maintaining same specs.

There is also low torque variants that max out 485 ft/lbs torque. So as an example 195hp 485ft/lbs and 210 HP 485 Ft/lbs. Not including those EFRC codes here. All in all. I printed off 50 pages of just random info. that one could stare at for days.

If there is interest I can start a new thread and post all the info.

this is cool stuff!!! yeah the earlier service manual on this site shows the EFRC's as being different sometimes for california than 49 state.. sounds about right run lower HPOP which effectively sends the fuel charge in slower and higher boost means youd have more air to burn it.. flame spread would be slower.. less likely to black smoke but also uness the pulse width is lengthened it likely prodices a bit less torque as well...




the HEUI system is a neat design really..


1. rail pressure is constant... early T444E were 47 PSI.. this increased to 62-67 PSI in 99.5.. (the updated regular kit was offered as part of a TSB for people that had an engine knock at idle.. (this was attempt number 1 to fix this issue.. )


2. timing of the beginning of the fuel shot is completerly controlled by the computer not mechanics...


3. the HPOP oroduces high pressure oil which is used to press the fuel plunger down releasing fuel into the cylonder for as long as the computer calls for the solenoid to be engaged...


4. variable pulse width.. pulse width is the amount of time that the injector solenoid stays energized...




so for istamce running up the HPOP pressure and then reducing the pulse time you can fuel a cylinder very quickly... the reuslt will be a nice burst of torque...


on the other side a lower HPOP pressure and a bit longer pulse width can still place the same amount of fuel into the cylinder however over a longer period of time.. which can help get and keep the turbo spooled as you have a smoother more constant burn... higher horsepower is the result...



of course advancing and retarding the timing as things done similar to gasoline vehicles... heavier advance at higher RPMs often resuts in more power...


while a diesel cant have pre-ignition, it can have detonation which is often related to overfueling at too far of a timing advance.. your fuel lights off too quickly...

 

[Omnibot2000]

this is cool stuff!!! yeah the earlier service manual on this site shows the EFRC's as being different sometimes for california than 49 state.. sounds about right run lower HPOP which effectively sends the fuel charge in slower and higher boost means youd have more air to burn it.. flame spread would be slower.. less likely to black smoke but also uness the pulse width is lengthened it likely prodices a bit less torque as well...




the HEUI system is a neat design really..


1. rail pressure is constant... early T444E were 47 PSI.. this increased to 62-67 PSI in 99.5.. (the updated regular kit was offered as part of a TSB for people that had an engine knock at idle.. (this was attempt number 1 to fix this issue.. )


2. timing of the beginning of the fuel shot is completerly controlled by the computer not mechanics...


3. the HPOP oroduces high pressure oil which is used to press the fuel plunger down releasing fuel into the cylonder for as long as the computer calls for the solenoid to be engaged...


4. variable pulse width.. pulse width is the amount of time that the injector solenoid stays energized...




so for istamce running up the HPOP pressure and then reducing the pulse time you can fuel a cylinder very quickly... the reuslt will be a nice burst of torque...


on the other side a lower HPOP pressure and a bit longer pulse width can still place the same amount of fuel into the cylinder however over a longer period of time.. which can help get and keep the turbo spooled as you have a smoother more constant burn... higher horsepower is the result...



of course advancing and retarding the timing as things done similar to gasoline vehicles... heavier advance at higher RPMs often resuts in more power...


while a diesel cant have pre-ignition, it can have detonation which is often related to overfueling at too far of a timing advance.. your fuel lights off too quickly...

That was the first thing that came to mind with the lower HPOP pressures while maintaining the torque and HP ratings the same. I thought ohhh.....they are adjusting the pulse width and timing for the lower pressures.

Now what was the reason for it?

Best to my understanding it was to reduce Nox. California got the split shot injectors first in the Ford's.

However I also read that the 7.3 was essentially chopped because they could not meet noise restrictions in California.

Has me thinking now. Was it tuned differently for air emissions or noise emissions?

Does a slower burn result in a quieter engine.

I should see what I find for the 98 and 99 EFRC model years.

On a side note. The C195CF code 2122 was listed at 195HP 605 ft/tq while C195 code 2121 is 195HP 520ft/torque, what I have with same injectors and turbo. I deemed that as a publishing error for the torque rating.

The low torque ratings is kinda cool too. You could max out at 210hp 485 ft/tq but the turbo did change up to a lower AR. I suppose if you had a weaker trans. you could run a tune with more HP but a conservative torque rating

 

[cadillackid]

That was the first thing that came to mind with the lower HPOP pressures while maintaining the torque and HP ratings the same. I thought ohhh.....they are adjusting the pulse width and timing for the lower pressures.

Now what was the reason for it?

Best to my understanding it was to reduce Nox. California got the split shot injectors first in the Ford's.

However I also read that the 7.3 was essentially chopped because they could not meet noise restrictions in California.

Has me thinking now. Was it tuned differently for air emissions or noise emissions?

Does a slower burn result in a quieter engine.

I should see what I find for the 98 and 99 EFRC model years.

On a side note. The C195CF code 2122 was listed at 195HP 605 ft/tq while C195 code 2121 is 195HP 520ft/torque, what I have with same injectors and turbo. I deemed that as a publishing error for the torque rating.

The low torque ratings is kinda cool too. You could max out at 210hp 485 ft/tq but the turbo did change up to a lower AR. I suppose if you had a weaker trans. you could run a tune with more HP but a conservative torque rating

correct, the high torque versions got a smaller turbo... the standard torque single box versions in my opinion have a horrible turbo with a 1.0 AR turbine AND compressor... I can build lots of boist.. im pulling 30 PSI but it all comes in LATE so i tend to roll a bit of coal getting there unless I hold the shift points higher and drive higher revs to keep the spool up..


the high torque variants prior to 2002.5 had a GT37 turbo.. which spools real quickly.. alas they can fuel heavy in the low RPM range to get torque butthe horsepower itself isnt that much higher as the turbo runs out of steam so you have to back out of the fuel..


seemed after 02.5 (ford had already ditched the 7.3) all the turbos were the same and had wastegates.. Im running 2004 calibrations in mine.. (or was.. im running Orion now).. the 2004 ECM and calibrations gave me much nicer cold winter starts.. the orion gives me decent cold winter starts but at -10 or below it will start and surge then die sometimes.. im also running standard rotella 15W40 so im sure the HPOP is hard to regulate when the oil is more like glue than liquid...



judging how noisy all diesels were in the 90's / early 00's id say everything done was for NOX and not noise.. quiet diesels have really just been a thing in the last 10 years or so...

 

[nikitis]

+1 Adding link to Omnibots post on 98-2003 EFRC Rating Codes for the T444E. If you have a newer non-3-box bus with that engine your codes and engine specs are here:

1998-2003 T444E EFRC Rating Codes:
https://www.skoolie.net/forums/f37/1998-2003-efrc-codes-44385.html#post517405