5011119R91 | Genuine International® Converter CCA DOC Assembly

This assembly is primarily used on engines requiring strict $NO_x$ and particulate matter reduction (EPA10 and newer).

• Engine Platforms: * Cummins: ISB 6.7L, ISL 8.9L, ISX 12L, and ISX 15L.

  • PACCAR: MX-11 and MX-13 engines.

• Emissions Standards: Engineered for EPA10, EPA13, EPA17, and EPA21 standards.

• Primary Vehicle Applications:

  • Class 8 Trucks: Kenworth (T680, W900), Peterbilt (579, 389), Freightliner Cascadia, International LoneStar.

  • Medium-Duty & Vocational: Vocational dump trucks, mixer trucks, and school buses (Blue Bird/Thomas).

• Chemical Function: It uses precious metals (like platinum and palladium) to oxidize carbon monoxide ($CO$) and unburnt hydrocarbons ($HC$), turning them into less harmful $CO_2$ and water.

• Thermal Management: One of its most critical jobs is to generate heat. It converts $NO$ into $NO_2$, which helps the downstream DPF burn off soot at lower temperatures during "passive regeneration."

• The "CCA" Designation: The Catalytic Converter Assembly (CCA) refers to the complete unit, including the stainless steel housing, the internal catalyst brick, and the specialized flow diffusers that ensure exhaust gases are distributed evenly across the surface.

• Sensor Integration: It typically houses the first set of Temperature Sensors and Pressure Taps that the engine's computer (ECM) uses to verify that the aftertreatment system is warming up correctly.

• Face Plugging (Soot/Ash Build-up): If the engine is running "rich" or has a turbo issue, the front face of the DOC can become caked in soot. This causes high backpressure, leading to a loss of engine power and poor fuel economy.

• Hydrocarbon Slip: If the precious metal coating inside the DOC is degraded (poisoned by low-quality fuel or oil), it can no longer oxidize fuel. This results in the system being unable to reach the high temperatures required for a DPF regeneration.

• Upstream Fluid Contamination: Blue or white smoke from the tailpipe often indicates that the DOC is "soaked" in engine oil (from a failed turbo seal) or coolant (from an EGR cooler leak). A contaminated DOC cannot function and often must be replaced.

• "Incomplete Regen" Fault Codes: If the ECM detects that the temperature increase across the DOC is insufficient during a regeneration attempt, it will trigger codes like FC 2639 or 1691.

• Structural Damage (Melting): If raw fuel enters the DOC (e.g., from a leaking 7th injector/hydrocarbon doser), it can cause an uncontrolled "torch" effect, melting the internal ceramic substrate.