I'd like to address a few items: 1) Fuel pump failures can and do occur with all the 2010 and later engines and can be prevented by replacing plungers/barrels/tappets (currently around $500 in parts and roughly 1 hour of labor) at about 400,000 mile intervals. The newer X15 engines (2017+) have not changed the pump design, they simply changed the oil lubrication circuit so that failure debris shouldn't contaminate the engine. The ceramic plungers were eliminated around 2013. It's highly likely (though there's no official cause) that excess soot in the oil and poor fuel filtration are the 2 biggest factors in fuel pump failures. Diesel fuel provides the lubrication to the pump plungers while engine oil lubricates the cam, rollers and tappets. With the elimination of the ceramic plungers the most frequent failure resides with the cam/rollers pitting and flaking off debris. 2) Engine and Aftertreatment life can be greatly enhanced by regular maintenance of the EGR system. A comprehensive approach to maintaining this system can be found on TH-cam and the web by searching for "EGR Tuneup". The basic steps apply to all engines, not just Cummins. Remember, the DPF is just a filter. It doesn't produce the soot. 3) Engine failures, such as rods through the block, can often be attributed to one of 3 root causes: ----- A) Neglect. Excessive idling. Failure to perform needed maintenance in a timely manor. Extended service intervals lead to excess buildup of soot in oil which acts like sandpaper inside your engine. Bypass oil filters greatly help to remove soot, but should not be used to extend oil drain intervals. Oil/Filter changes are best scheduled based on average fuel mileage. 5mpg = 6,000mi, 6mpg = 9,000mi, 7mpg = 12,000mi, 8mpg = 15,000mi, 9mpg = 18,000mi. Or use the formula: (AVERAGE MPG - 2) * 3000 = target drain mileage ----- B) High torque / Low RPM operation (IE: Lugging the engine!). Due to the shorter connecting rod length and inline orientation of the pistons there can be a lot of sideways force applied to the pistons/liners when operating under 1400rpm. The more torque being produced then greater the pressure on the liners (due to the timing of fuel ignition as the crankshaft rotates). Higher engine life can be achieved on an ISX by utilizing higher horsepower instead of torque within the 1500-1800rpm range. ----- C) Bad EGR deletes. So many bad deletes are out there. The ISX relies on EGR gases to fine control fuel ignition timing and intensity. 99% of the deletes do not properly compensate for this (among many other problems) leading to significantly increased internal stress and wear. Which eventually results in component failure.
My employer's mechanic tried telling me the ISX/x15's "arent rated for 2000rpm" and most drivers will lugg them because "muh fuel efficiency". The company is in the financial shitter because it cant keep drivers, and because +60% of the new trucks (all efficiency series) are in the shop waiting for new motors because the bottom ends shat out epically.
I have a 2016 Freightliner Cascadia with a 2015 IXS, as of today it has over 600,000 miles and only seen a shop twice(when I first got it(68,000) there was a gear that needed to be replaced and just recently the nox sensor.).I try to maintain the oil changes as well as any other maintenance and thus far I have no complaints about the engine.I appreciate the heads up.Great video.
Bought a 2012 w900 with 500k on it the engine had everything you mentioned in the video go wrong we removed the EGR and DPF system after we had to rebuild the engine put a fixed geometry turbo on it a new set of injectors and tuned it thing ran amazing got good fuel economy and never gave us anymore problems
4:08 steel internals on the fuel pump will still fail over 400k miles. I had the ceramic bearings replaced and the steel lasted about 600k before I learned the hard way and it became evident that the pump was shedding metal. Oil pressure became erratic. Changed oil pressure sending unit. Good for a day then erratic. Cut open filter and it had lots of metal confetti. Opened up cam cover. Cam was also de-laminating, but not enough to account for the metal in the filter. Removed fuel pump and found that one of the the cylinders was completely deformed and the tappet mostly destroyed. So, I noticed the problem at 600k. Unknown how long before that the metal had actually started falling. THERE WAS NO INDICATION, no power loss, no fuel economy loss, no odd noises, AND the pump passed a pressure test before it was removed. The pump failure grenades the engine. If you catch it early enough, the solution is a complete rebuild including cam and associated components. Cost in 2019 was $18.5k. If you don't catch it early enough, you'll grind down the cam and anything else the metal filled oil is contacting until the engine breaks. The preventative solution is to replace the fuel pump head and tappets. Cost, $1800. If you have an isx15 and don't know the status of the pump, cut open the oil filter. If no metal AND you don't know if or when the pump was serviced, change the head and tappets if it's over 400k miles. $1800 sucks, but is a hell of a lot better than $18k+ The steel parts in the pump will fail. The pump's lubrication system is incorrectly designed. Cummins issued a fix to try increase oil pressure to the pump. It will still fail,eventually. Over 400k miles and you're in the red zone on the life of the pump (pump dies, engine needs rebuild or scrapped).
@@clintfipps7312 - it's not just peterbilt. It's a Cummins design issue. That fuel pump was on all cummins engines of certain years. There's probably little room for a lawsuit because OEMs worked with cummins (peterbilt, I know for sure) first did a recall to replace the ceramic with steel. Later, they did a semi-design fix by putting in a bypass valve to try and direct more oil through the fuel pump. I don't have that design change and even steel will fail in the fuel pump due to the poor design and the fact that the isx is a low pressure, high volume oiling system. Basically, the fuel pump head is just like a clutch, brakes, or shocks. It has an expected lifespan. The problem is that if you don't replace the fuel 6head and tappets, then you will be rebuilding the engine or selling your problem to the next guy. Unfortunately, unlike other "normal" wear components, this one isn't listed anywhere as needing replacement after X hours and failure is catastrophic. Cummins engineers are just stupid. That and 400k miles is after the trade in mileage of many volume fleet buyers, so those big customers never notice the problem.
i bought a used 2007 kenworth with isx. It had a longblock installed that was built in 2019. should i be looking into this fuel pump issue? or it may already have an updated fuel pump since it was built in 2019? thanks.
@@matinho0710 - cummins started making the X15 in 2016,from a quick search. So, they may have changed the oiling design or fuel pump for that engine. I'd try to find a mechanic that is familiar with both the newer X15 and previous Gen ISX15. Find out if the fuel pump is the same part. I have only driven an X15 in a pos rental for a short time and can't remember if the X15 is also a low pressure oiling system. If it is, even if the fuel pump is a different design, due to the low oil pressure (which is fine for the engine itself because it's a low pressure, high volume system) I'd probably not trust it for the fuel pump, personally, because of the headache, downtime and expense that the fuel pump cost me. When I say "low pressure" my ISX 15 runs at about 38 to 40 at highway speed and around 20 idling. Basically, the fuel pump, being mechanical, is like a little engine in that it has cam and tappets. The tappets are probably going to be softer than the cam in any design and a potential point of failure since the tappets will wear, shed metal, and eventually deform and frag the engine. I explained this to a mechanic who was used to working on newer (at the time) engines and he said, "ya, but the oil filter should catch any metal.". To which I reply, "It did... Except the filter is on the OTHER side of the engine so it only catches the metal AFTER it's gone through the engine." The ISX15 really isn't a well thought out design and I don't know if Cummins engineers got smarter when designing the X15. This is actually such a common issue, pump failure, that Cummins had to combine the head and plungers into one kit instead of selling them separately because they used 2 different part #s and if people tried to save money buying the wrong plungers (or if the parts guy or tech got the wrong part it would kill the new pump because of a difference in size. If you plan to keep the truck and aren't certain of the mileage or if the pump on you engine is the same, I'd plan to replace it. Keep in mind there is ZERO warning that it will fail. My pump actually passed a pressure test even with one tappet completely deformed. Cutting open the oil filter and finding shredded cheese sized bits of metal is a bad feeling. Taking off the valve cover and finding the cam has started being eaten away is an even worse feeling. Realizing I could've saved $18k (probably $20k nowadays) by spending $2k if it had been listed as an item that needed maintenance with a known life expectancy...was downright infuriating. Best of luck with yours. Also, it just occurred, if you don't have a mechanic familiar with both engines' pumps, you can try looking or asking on Rawze website, an invaluable resource for cummins owners: rawze.com/forums/
@WiFi T - I doubt many people will see your comment buried in the replies to my comment on the vid. What you describe could be several things. Take it to a shop that can pull the codes. It doesn't need to be a dealership shop. Many shops can pull codes, just call or Google around for a shop that has Cummins Insight software and can pull the codes. Even peterbilt, which is a rip-off, only charged like $50-75 to print out the codes. At least then you can take that info to another shop who might not have the software. Unless you know a mechanic that might see something obvious, finding out what the codes are is a good first step. The dash lights don't tell you crap. The way the lights usually work though, is that the light up when a problem is detected. If the problem stops being detected for a certain time period (10 hours with my truck), the light goes off. Incidentally, most trucks lose power when they are doing an active, diving regeneration because the turbo adjusts itself to create more heat and back pressure. Even more if there's a problem with the radiator or EGR cooler and engine gets hot which causes the fan to run, pulling more power off the engine. If something isn't right with the regen system, injectors, turbo, exhaust leak, sensors, bad or full dpf, bad DEF, clogged DEF filter or injector, etc that could cause the light to come on when the truck tries to regen the DPF. If the truck makes it through the regen, then the light will go out until the next time it does a regen and detects the problem again. DPF are supposed to be cleaned every 200k miles. I've never cleaned one because my truck manages to have some regen system issue that kills the filter around that time. If your system is otherwise good, the DPF might just need cleaned (prob $600-700 at the dealer). Or, it could be something else that's messing things up and creating other problems down the road. Or, it could be something besides the regen system. 900k miles is enough that the camshaft might be delaminating, sending bits of metal through the engine, or the fuel pump issue that I had. Could be lots of things! Check the codes, get a printout, clear the codes. Drive the truck. Check them again the next time you get a dash light and see which codes were happening.
@WiFi T - Your welcome. Although, if I knew it would've saved me some tapping! Haha I didn't do it because I'd read about it leading to other problems. Some engine tune file was killing ECUs for a while because it had a virus that people sharing it didn't realize. I hope you get your issue solved reasonably.
Matt, thanks for your input. Two regen a day is excessive. Depending on your mileage you may have to service the DPF or DOC. I would recommend getting unit checked out for proper operation.
You should stop using the DEF at the pump and only buy the ones off the shelf.Its a reason that DEF at the pump cost 2.00 a gallon and on the shelf at Walmart it’s 2.5 gallons for 13.00. Since I stopped using DEF at the pump I’ve only had 3 regen in the last 5 Months💪🏿
Mine was doing that for a long time. Had it at the shop a few times for it and finally figured out it was the DOC. It’s been regening every 36 hours on the mark since I’ve had it replaced a couple years ago.
yea I had all those problems on my truck spending all da money 💰 in the world to keep it running , until one day I was broke and my homie and I went to the after market store and bought the after market parts , my truck is running good after that thank God I was deep broke in debt by now I am back in track thank God....Cummins sucks after market parts will lift your truck up......
The updated pump is shorter than the older ceramic versions. You'll need to get the lines and braket to make the pump fit. Cummins I think has a kit for that too. The new pumps also fail. At 250k have them checked you don't need to remove pump. Remove the cyl head and pull out the plungers and replace with new ones and a new cyl head gasket. What I've seen in our trucks is the pins that keep the plungers straight inside the pump body begin to fail. This allows the plunger to rotate in the cyl of the pump. That's a big no no. The bottom of the plungers have a roller that is meant to only operate in a fixed position. If it turns it wears and eventually fails, imagine going down the highway in your car then turn your wheels 90 deg to the right and keep driving straight that's basically what happens to the roller on the plungers. You won't get any codes till one of the plungers can't pump enough fuel and you'll get a low fuel pressure code, can't remember the code # right now. Engine will derate but keep running. DO NOT KEEP DRIVING because if it's the pump you'll be running on very contaminated oil and an eventual end to the engine. Also like a few have mentioned clean the IMAP, DEF INJ and regen Doser inj. We do it every 6 months. We looked at the EGR differential sensor and the DPF differential sensor those were ok . Hope this helps
Great job; one of the best I've seen. Really appreciate the time and effort put into the graphics, along with good audio! While these issues pertain to higher mileage trucks, it's still great for the motorcoach world to understand.
Upgrade that fuel pump, I just had mine start going. My mechanic picked up on it with a #3 injector malfunction. The pump cost me $4,600 + $800 in labor. These pumps can be rebuilt. So if you have the red pump have it updated.
@@clintfipps7312 Thats when mine went out. But it wasn't showing that it was the fuel pump. It was throwing a code for the #3 injector. My mechanic advised me it was not it and recommended the high pressure fuel pump. He was right. These pumps can be rebuilt, and there are videos on youtube showing how to replace the ceramic bearings.
@@clintfipps7312 Also if your pump body is still red it is original. They paint the engine and all the attachments red after it is constructed. When I took my old one into the dealer they brought out the new one and I gave them my old red one. The new one did not have any paint on it at all. It was bare metal.
I have a 2015 w900 with a cummins isx 15 & my fuel pump imploded. I have metal shavings in my oil pan now. I got a fuel rail light & before I could get it looked at, she cut off... looking for a new motor. Thank you Cummins
ISX871, ISX152250, ISX152350. Except X15. Have a Crankcase filter that can be updated to a non-serviceable element. P/N 3691476. Love your channel!!! If it comes to a rebuild, you get Anti-Polishing rings to cut the carbon off of the top off of the pistons to prevent liner polishing and oil consumption.
Were we work we are specialized in detroit volvo cummins and multiple other brands only engines and i believe rods going the block on isx isnt from soot build up and more cummins cheaping out on the themselves mesure the thickness of the rods and bearings conoared to a detroit and also the size of the bolts also cummins has a shorter stroke wich makes it higher reving but puts lots of stress on the rods just what i think thanks for the info
Everette, injector sleeve seals can cause fuel in coolant. Thanks for watching and thank you for the support. Make sure to subscribe and turn on notifications.
Good video!!thanks just one question? What is good on this engine? My 22 Cummins engine blow due to injector’s failure right on 33000 miles.still under manufacture warranty but they have avoided all the warranty and red flag the truck for nothing.I’m in process of taking them to court!
Hey Adam I just want to know is it okay to buy a 2016 or lower year Cummins engine because after watching this video and other videos there's no clear yes/no answer apart from the problems it has?
OMG The X 15 at the 2018 or the best engines ever, Cummins mechanic engineers had to fight the government to get that engine in the trucks because it saves so much fuel 18 to 22 gallons per 100 miles, while every other engine out there after 2018 gives you between 20-22 to 24 gallons per 100 miles I put the number one oil in the world in that engine MOTORKOTE The only problem with the Cummins X 15 2018 engines is that you guys have the AC cooler pipe over the turbo chargers connection plug which leaks vaporized water onto it The DPF clogging issues is also the same in 2018
Thank for the info I have a 2010 387 and it’s throw a rod through the block,but my question is the engine was replaced and now I have no cruse or engine brakes abs light stayed on.can you please give me some advice on how to get it fixed
Very informative like your videos I’ll keep listening I do have a question what’s the best rpm to run it at when I’m on my 10hr rest break ? I usually keep it at 900
Thanks for watching. Long idle time or PTO operation is not recommended for ATS. Sorry I know it’s tough but I would recommend an APU to avoid high idle times.
@@jaykong2929 +1 on that I used a small portable genset to run my A/C and M/wave to heat my food. Now have an APU but to be honest its been more trouble than the Genset.
@@TATEXPRESSINC maybe a silly question: when you say 2016 and below, are you talking about the year of the truck or the manufactured year? Because I’m looking at a 2017 international manufactured jul-2016
This really opened my eyes about the International trucks equipped with the Cummins ISX15 engine. What’s your opinion on this engine vs a MP8 in the MACK?
Can you explain why cummins oil pan has 2 plugs. The second sump has a half gallon oil and due oil change I have always watch that from this sump oil is dropped. My home shop refuse to open second plug (We never doing that). And by Petro or TA guys sometimes forgetting. Just what's the point for this curve?
Hey very helpful information, but I have a question what are the more probable causes of alot of fuel getting into the engine oil on these isx-15 engines. Thanks for the help.
Great knowledge! Great video, I was going to ask you if it's possible for you to shoot some video about Cummins X15 efficiency model! I think lots of people would appreciate that! Thanks!
@@TATEXPRESSINC How are u!buddy,my truck is 2015 Peterbuilt 579 cummins isx,auto transmission,it has 842400kms on my truck,I change oil every 15000miles,3gallons oil consumption,I know it is a lot.what problems cause that happen?i really appreciated for ur input
FUELLIFT will keep it clean. You add 2oz every other fill up. It's organic, International dealer sells it. I used it on a 2012 prostar with a shitty Maxforce 13. The mpg was 5.2, after 90 day it went up to 6.1. This product doesn't get advertised at all but it works.
My 2010 cummins set up for 4 years. I just rebuilt the motor and cleaned gunk from tanks, 3 fuel filters, one water separator, new fuel pump( not transfer), fuel treatment and still fuel delivery pressure code. Shuts down when coming to a stop or down shifting. Wait 10 minutes, codes go off and cranks up
El Gansito, I recommend following OEM which can be found online. I do not recommend going long engine oil change intervals without a proper oil analysis Thanks for watching and be sure to subscribe.
I reset the active and inactive codes on isx15 1887, 3714,3712. They keep coming back. Do you suggest to replace the outlet nox sensor? Or should I do some testing before. I was thinking of taking off a 16 isl9 and try on before I buy a new .
Sorry for late response. 1887 is an internal circuit failure on the outlet Nox, 3714 is derate code and 3712 is ATS fault. The outlet Nox would need to be replaced and then retested to verify repairs.
I have a 2005 Volvo with an ISX15. The owner believes the lift pump has failed, but I think there's more to the story than just the lift pump. What should I consider or explore?
I have problems with my cummin engine, is mixing diesel with oil in the engine, I already replaced the injectors and still doing the same thing, any idea what I can try to fix it ? Thank you
The video is really informative .I have Cummins x 15 and mine start without a problem even after 72 hrs of inactivity but does hesitate or won't start up sometime right after driving for 6 h or longer and shutting down for few minutes .it makes cranking noises but does not start up so we run a computerized diagnosis and ended up changing coolant sensor and fuel filters but the same problem persist. Any suggestions ???
After the computer diagnosis,they told me it was coolant sensor and I had them taken care of that then wires pop up
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Do fuel pumps on the isx15 year 16 get weaker the more miles it gets or does it just quit working mine runs better when the tanks are full so it doesn't have to draw as hard as it does when thier bellow half full or less
I wanted to come to ur shop on Monday at 12:00 but they changed the load on me I ended up going to loareado tx instead of Dallas. Hopefully, I will get a load next week to Dallas so I can stop by the shop
How do you compensate for EGR pressures when deleting? Looking at a 2013 isx that has been deleted but how do I know if it’s been done properly to compensate for egr pressures? After watching this dunno if I want a Cummins isx sounds riddled with problems.
So don’t buy an ISX engine prior to 2017? Ligitimate question… currently shopping for a new rig, and I’m looking at the ISX engine for either the International Loan Star or picking up a Kenworth T680.
Thanks for watching bro! I make the videos for guys like you. Be sure to watch my live videos on sundays. I answer questions during the live. If you hit the subscribe button and notification bell it will notify you when I go live. Be safe out there buddy.
I’ve binge watched quite a few of the videos. It’s been 5 years since I went to school and just got a job offer at a Freightliner dealer. It’s been good to get some refreshers. Strong work for sure. Who’s the Airmen in the picture? :045
Having a Scr temp sensor issue. Says Inlet and outlet temp sensors are shorted to a higher voltage. Can’t seem to find an issue in the wiring. Where else should I look. Scr and Def all cleaned out. All new sensors. Any thoughts.
Good video. While I was watching it I thought to myself this channel looks familiar. A year ago you watched one of my videos about loading a motorcycle on my semi and I watched one of yours. Unfortunately its time for me to buy another truck and it will have after treatment on it. Trying to find some info to avoid buying the wrong truck.
Power loss . Even turbo low pressure code. Change your fuel filters... The engine mounted fuel filter could be clogged. Symptoms say that ether after treatment system is failing or turbo is done for. Sure it could be ether or . .. but first try changing fuel filters. Carbon build up also kills MAPS sensor. Check yours frequently. Don't wait whole year. Replace or clean it before you waste fuel and power for months on end... Also keep an eye on wiring. Some zip ties crack open and release your wires on something hot. Woosh there goes a wire ( burning away). There is also some engine BAD designs that will cause oil leaks from front and rear structure . On a front structure. Button passenger side . The box that contains timing gears ... Well that box and a gasket for it have a flaw where gasket doesn't get captured properly as a result. Not making good seal . There is only one millimeter of seal vs 4-5 mil that normally creates seal. My mechanic used RTV in that spot during engine rebuild. Fingers crossed . Also all though every truck is different . Please make sure your bellows aren't rubbing on anything!!! They could be rediculuosly expensive. So any time you or anyone else touches your exhaust. Do check if they left some space for it to move .... God speed and good luck . Engine is powerful and reliable. By that I mean . Most issues are easy to fix but hard to diagnose. Also properly tuned and maintained. You will be flying past most trucks. If you're unable to do so then ether other guy is running empty or your truck is in need of repairs. Fix it and I'll see you on the road you speed demon .
I’ve got a 2017 x15 efficiency series 🤦🏻♂️in my 579 good eng so far no problems and I do a lot of idiling because of tanker application . My only gripe is for a 500hp eng it seems gutless so in future opt for performance series ✌🏻🚛💨💨💨👌🏼🤙🏻
Cummins has a very low end torque due to the Turbo setup, smaller and efficient but no volumetric ability like the old ones. Detroit has a better volumetric turbo (s) ( rpm: heat) but less engine break and knox management that is why the Cummins regens less!!! I hear you concern loud and clear though...
What you're experiencing is due to factory and fleet programming. There are certain settings, accessible to anyone with Cummins Insite software, that can be adjusted to help. These are simple settings, NOT custom programming. Things like gradual acceleration, rpm/gear/torque limits. If your application needs it then custom legal programming is another option, however rarely needed.
@@cataclyst89 That's not true. ISX engines have peak torque settings on the lower end due to pressure from the trucking industry to control fuel mileage with educating their drivers on proper driving techniques. Also, higher RPM's result is higher exhaust temps which result in higher NOx production. So part of the push for lower end torque is from the EPA and such. The turbo's size is NOT a limiting factor and the factory turbo is well suited to nearly all on-road applications. The best performance and engine life from an ISX can be achieved by operating at higher RPM's (1500-1800) while the driver uses his or her right foot to limit the boost to about 20psi. Higher boost will result in more power and more fuel used. Downshift at 1500 and climb hills at or near 1800 and you'll be amazed what this engine can do. It should be noted that high torque at RPM's lower then about 1400 is actually lugging the engine and causing excess wear and stress on the pistons and liners due to the shorter connecting rod length and timing of fuel ignition. Simply put, the ISX performs better and lasts longer if you operate with more horsepower instead of torque (higher rpms, lower boost). The ISX turbo is sized smaller largely due to the VGT's ability to respond better than older non-VGT's and the decreased and better controlled exhaust temps due to ECM control of EGR gas used to regulate combustion temps (which is where the actual NOx control happens)
@@cataclyst89 oops, forgot to mention, the Peak Torque and HP are not limited by the turbo (unless you're in a racing setup or something), they are completely adjustable through legal ECM programming.
Hey Adam I just came across your video once again. You know I’ve been thinking we got a 2017 389 Pete Isx15 but obviously the engine was build on October 2016. Now is that truck updated? Or it has to be a 2018 truck witch will have a 2017 built engine ? Thanks again
Had my '14 ISX deleted at 600k miles. Now has 1.3 million miles without any engine parts replaced, original fuel pump, original air compressor, even has the original alternator, turbo changed just before a million miles due to actuator seizing. Front engine cover(water pump replaced during) and rear seal covers were replaced due to oil leaks around 800k miles. The engine is running stronger than ever and uses less than a gallon of oil between pm intervals every 20k miles. Oh, did install injector cups due to coolant getting into the fuel. Common issue with earlier ISX with fairly cheap and easy fix. These engines will last and perform very well if maintained and properly setup to run. I firmly believe that DPF systems choke down and kill diesel engines prematurely at a much higher expense that any supposed environmental gains they're said to produce. It's clear that diesel shops are very welcoming to DPF systems, the revenue generated from repair and maintenance on these systems has been extremely beneficial. Why wouldn't they want you to keep them on trucks...think about it
I recently deleted mines about 3 months ago and it’s been great no issues, I’ve put on 15k miles in it but before and after the deletion I still feel the turbo has a little lag and don’t hear the whistle that much before and after deleting the dpf..
646,000 miles engines been great emissions horrible! Blows out white,constantly getting worked on,master tech at our yard said our truck is a lemon as far as emissions go,it’s never let us sit but a lot of the weeks when we get back are written up for white smoke,with high def consumption.
Hi buddy, i have a 2014 cummins isx15 , recently did an overhaul with CUMMINS parts, after 9,000 miles it started to leak from the turbo manifold i dont know if it is oil or diesel, 99% when idling ! Have you ever seen some like this?
Kenworth is telling me the cummins X15 and cummins isx 15 still the same engine,so my question is,a fuel pump from my 2018 X15 can fit in a 2013 cummins isx??
got a truck in my shop, the oil pressure slowly goes down until the stop engine light comes on, I replaced the oil pump and works fine for about 200 miles, any suggestions??
Thanks a lot great video .. please can you help me I bought 2015 Peterbilt and I also I have high oil pressure the pressure is between 200 and 250 and a coolant getting low..and i had. SCR COMING ON..Thanks
@@TATEXPRESSINC Thanks for responding Hensley Engine beake down coat me 27K but now when I stop driving my RPM on 760 is that normal? 2nd Q my oil pressure when park 30 when I drive 40 is that normal please help
My dad has a 2013 T660 ISX, It can idle for hours and stay on.. But 30-45 minutes after start driving it will start shaking and dies or if you if you put it on neutral it stays on... Any idea? Thank you!
I've seen so many ISX 15 engines with spinned main bearings and holes on the side of the block, like adam said, because of piston rod bearings not having good lubrication, I stay away as far as I can from cummins ISX, besides, their parts are freaking expensive, Volvo D13 and Detroit DD15 is the way to go.
Fuel pump issues are very common with the ISX I drive a t660 and in less than 4 yrs already replaced the fuel pump 3 times and sensors, dpf systems always shootings codes
Hey I have a 2010 international with cummins isx, the truck was staring and running fine i did an oil change as soon I started at the shop it idle a little rough but I though it may got some air and it will go away but it being giving me problems to start, the rough idle never went away until I tie the top cap in the fuel water separator, but the hard time to start keep happening, like 2 days ago I crank it 5 or 6 times for over 15 secs and would not start I took fuel out of the tank and put it in the fuel water separator and It did start and ran fine any idea what it may be?
Hey fellas, I recently deleted the Dpf/Egr on my 2011 Cummins isx cm2250, and after that my turbo started to stutter at regular idle 700 rpm? Any idea what it could be? Thanks
Great content am from Jamaica, I currently have a 2009 Cummins isx in my prostar I want to do an in frame overall could you send me a link to where I can get genuine Cummins parts??
hey there, in the 1970s i worked for Cummins in Australia, I rebuilt many of the 855 engines and 1710 v 12's, Since then Cummins has a million electronic sensors, my question, how long would it take me to get up to speed, troubleshooting and learning electronics, thanks
Hey I have a concern about the maintainance of isx15 heater inlet hose and replacing those hoses feeding into the sleeper berth. There is a valve on the heater supply line that is leakinf coolant. A lot of coolant. I cant tell if its from the valve or an aged tension clamp. Is this a part that typically needs replacement or repairing by secironf the hose with a more durable hose clamp. If i could send pics/vids here I would. Initially I had a leak at the bottom heater inlet line feeding into the engine. I replaced it with the update part and leaking started happening elsewhere in the system( the top heater line coming from the engine supplying the sleeper and it the area where they valve on that same line is introduced) How should i go about repairing it? I'm filling up over a gallon of coolant a day!!!$$$ because of this leak
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I'd like to address a few items:
1) Fuel pump failures can and do occur with all the 2010 and later engines and can be prevented by replacing plungers/barrels/tappets (currently around $500 in parts and roughly 1 hour of labor) at about 400,000 mile intervals. The newer X15 engines (2017+) have not changed the pump design, they simply changed the oil lubrication circuit so that failure debris shouldn't contaminate the engine. The ceramic plungers were eliminated around 2013. It's highly likely (though there's no official cause) that excess soot in the oil and poor fuel filtration are the 2 biggest factors in fuel pump failures. Diesel fuel provides the lubrication to the pump plungers while engine oil lubricates the cam, rollers and tappets. With the elimination of the ceramic plungers the most frequent failure resides with the cam/rollers pitting and flaking off debris.
2) Engine and Aftertreatment life can be greatly enhanced by regular maintenance of the EGR system. A comprehensive approach to maintaining this system can be found on TH-cam and the web by searching for "EGR Tuneup". The basic steps apply to all engines, not just Cummins. Remember, the DPF is just a filter. It doesn't produce the soot.
3) Engine failures, such as rods through the block, can often be attributed to one of 3 root causes:
----- A) Neglect. Excessive idling. Failure to perform needed maintenance in a timely manor. Extended service intervals lead to excess buildup of soot in oil which acts like sandpaper inside your engine. Bypass oil filters greatly help to remove soot, but should not be used to extend oil drain intervals. Oil/Filter changes are best scheduled based on average fuel mileage. 5mpg = 6,000mi, 6mpg = 9,000mi, 7mpg = 12,000mi, 8mpg = 15,000mi, 9mpg = 18,000mi. Or use the formula: (AVERAGE MPG - 2) * 3000 = target drain mileage
----- B) High torque / Low RPM operation (IE: Lugging the engine!). Due to the shorter connecting rod length and inline orientation of the pistons there can be a lot of sideways force applied to the pistons/liners when operating under 1400rpm. The more torque being produced then greater the pressure on the liners (due to the timing of fuel ignition as the crankshaft rotates). Higher engine life can be achieved on an ISX by utilizing higher horsepower instead of torque within the 1500-1800rpm range.
----- C) Bad EGR deletes. So many bad deletes are out there. The ISX relies on EGR gases to fine control fuel ignition timing and intensity. 99% of the deletes do not properly compensate for this (among many other problems) leading to significantly increased internal stress and wear. Which eventually results in component failure.
Thank you for the detailed information.
My employer's mechanic tried telling me the ISX/x15's "arent rated for 2000rpm" and most drivers will lugg them because "muh fuel efficiency". The company is in the financial shitter because it cant keep drivers, and because +60% of the new trucks (all efficiency series) are in the shop waiting for new motors because the bottom ends shat out epically.
do you have more information about these engines sr??
Great info thanks for taking the time out to explain 🙏🏾
I have a 2016 Freightliner Cascadia with a 2015 IXS, as of today it has over 600,000 miles and only seen a shop twice(when I first got it(68,000) there was a gear that needed to be replaced and just recently the nox sensor.).I try to maintain the oil changes as well as any other maintenance and thus far I have no complaints about the engine.I appreciate the heads up.Great video.
Rufus, thank you for sharing your experience with your ISX15. Please be sure to hit that sub button. 💪🏼🔧👊🏼
Rufus Smith , what kind of oil you use on your ISX?
You just made me feel better Rufus I was almost worried with all this negative feedback
Bought a 2012 w900 with 500k on it the engine had everything you mentioned in the video go wrong we removed the EGR and DPF system after we had to rebuild the engine put a fixed geometry turbo on it a new set of injectors and tuned it thing ran amazing got good fuel economy and never gave us anymore problems
Kirby, Thanks for watching and thank you for the support. Make sure to subscribe and turn on notifications.
Man, that's like engine rebuild.
4:08 steel internals on the fuel pump will still fail over 400k miles. I had the ceramic bearings replaced and the steel lasted about 600k before I learned the hard way and it became evident that the pump was shedding metal.
Oil pressure became erratic. Changed oil pressure sending unit. Good for a day then erratic. Cut open filter and it had lots of metal confetti.
Opened up cam cover. Cam was also de-laminating, but not enough to account for the metal in the filter.
Removed fuel pump and found that one of the the cylinders was completely deformed and the tappet mostly destroyed.
So, I noticed the problem at 600k. Unknown how long before that the metal had actually started falling.
THERE WAS NO INDICATION, no power loss, no fuel economy loss, no odd noises, AND the pump passed a pressure test before it was removed.
The pump failure grenades the engine. If you catch it early enough, the solution is a complete rebuild including cam and associated components. Cost in 2019 was $18.5k.
If you don't catch it early enough, you'll grind down the cam and anything else the metal filled oil is contacting until the engine breaks.
The preventative solution is to replace the fuel pump head and tappets. Cost, $1800.
If you have an isx15 and don't know the status of the pump, cut open the oil filter. If no metal AND you don't know if or when the pump was serviced, change the head and tappets if it's over 400k miles.
$1800 sucks, but is a hell of a lot better than $18k+
The steel parts in the pump will fail. The pump's lubrication system is incorrectly designed. Cummins issued a fix to try increase oil pressure to the pump.
It will still fail,eventually. Over 400k miles and you're in the red zone on the life of the pump (pump dies, engine needs rebuild or scrapped).
@@clintfipps7312 - it's not just peterbilt. It's a Cummins design issue. That fuel pump was on all cummins engines of certain years.
There's probably little room for a lawsuit because OEMs worked with cummins (peterbilt, I know for sure) first did a recall to replace the ceramic with steel.
Later, they did a semi-design fix by putting in a bypass valve to try and direct more oil through the fuel pump.
I don't have that design change and even steel will fail in the fuel pump due to the poor design and the fact that the isx is a low pressure, high volume oiling system.
Basically, the fuel pump head is just like a clutch, brakes, or shocks. It has an expected lifespan. The problem is that if you don't replace the fuel 6head and tappets, then you will be rebuilding the engine or selling your problem to the next guy.
Unfortunately, unlike other "normal" wear components, this one isn't listed anywhere as needing replacement after X hours and failure is catastrophic.
Cummins engineers are just stupid. That and 400k miles is after the trade in mileage of many volume fleet buyers, so those big customers never notice the problem.
i bought a used 2007 kenworth with isx. It had a longblock installed that was built in 2019. should i be looking into this fuel pump issue? or it may already have an updated fuel pump since it was built in 2019? thanks.
@@matinho0710 - cummins started making the X15 in 2016,from a quick search. So, they may have changed the oiling design or fuel pump for that engine.
I'd try to find a mechanic that is familiar with both the newer X15 and previous Gen ISX15. Find out if the fuel pump is the same part.
I have only driven an X15 in a pos rental for a short time and can't remember if the X15 is also a low pressure oiling system. If it is, even if the fuel pump is a different design, due to the low oil pressure (which is fine for the engine itself because it's a low pressure, high volume system) I'd probably not trust it for the fuel pump, personally, because of the headache, downtime and expense that the fuel pump cost me.
When I say "low pressure" my ISX 15 runs at about 38 to 40 at highway speed and around 20 idling.
Basically, the fuel pump, being mechanical, is like a little engine in that it has cam and tappets. The tappets are probably going to be softer than the cam in any design and a potential point of failure since the tappets will wear, shed metal, and eventually deform and frag the engine.
I explained this to a mechanic who was used to working on newer (at the time) engines and he said, "ya, but the oil filter should catch any metal.". To which I reply, "It did... Except the filter is on the OTHER side of the engine so it only catches the metal AFTER it's gone through the engine." The ISX15 really isn't a well thought out design and I don't know if Cummins engineers got smarter when designing the X15.
This is actually such a common issue, pump failure, that Cummins had to combine the head and plungers into one kit instead of selling them separately because they used 2 different part #s and if people tried to save money buying the wrong plungers (or if the parts guy or tech got the wrong part
it would kill the new pump because of a difference in size.
If you plan to keep the truck and aren't certain of the mileage or if the pump on you engine is the same, I'd plan to replace it. Keep in mind there is ZERO warning that it will fail. My pump actually passed a pressure test even with one tappet completely deformed. Cutting open the oil filter and finding shredded cheese sized bits of metal is a bad feeling. Taking off the valve cover and finding the cam has started being eaten away is an even worse feeling.
Realizing I could've saved $18k (probably $20k nowadays) by spending $2k if it had been listed as an item that needed maintenance with a known life expectancy...was downright infuriating.
Best of luck with yours. Also, it just occurred, if you don't have a mechanic familiar with both engines' pumps, you can try looking or asking on Rawze website, an invaluable resource for cummins owners:
rawze.com/forums/
@WiFi T - I doubt many people will see your comment buried in the replies to my comment on the vid.
What you describe could be several things. Take it to a shop that can pull the codes. It doesn't need to be a dealership shop. Many shops can pull codes, just call or Google around for a shop that has Cummins Insight software and can pull the codes.
Even peterbilt, which is a rip-off, only charged like $50-75 to print out the codes. At least then you can take that info to another shop who might not have the software.
Unless you know a mechanic that might see something obvious, finding out what the codes are is a good first step. The dash lights don't tell you crap.
The way the lights usually work though, is that the light up when a problem is detected. If the problem stops being detected for a certain time period (10 hours with my truck), the light goes off.
Incidentally, most trucks lose power when they are doing an active, diving regeneration because the turbo adjusts itself to create more heat and back pressure. Even more if there's a problem with the radiator or EGR cooler and engine gets hot which causes the fan to run, pulling more power off the engine.
If something isn't right with the regen system, injectors, turbo, exhaust leak, sensors, bad or full dpf, bad DEF, clogged DEF filter or injector, etc that could cause the light to come on when the truck tries to regen the DPF.
If the truck makes it through the regen, then the light will go out until the next time it does a regen and detects the problem again.
DPF are supposed to be cleaned every 200k miles. I've never cleaned one because my truck manages to have some regen system issue that kills the filter around that time. If your system is otherwise good, the DPF might just need cleaned (prob $600-700 at the dealer).
Or, it could be something else that's messing things up and creating other problems down the road. Or, it could be something besides the regen system. 900k miles is enough that the camshaft might be delaminating, sending bits of metal through the engine, or the fuel pump issue that I had.
Could be lots of things! Check the codes, get a printout, clear the codes. Drive the truck. Check them again the next time you get a dash light and see which codes were happening.
@WiFi T - Your welcome. Although, if I knew it would've saved me some tapping! Haha
I didn't do it because I'd read about it leading to other problems. Some engine tune file was killing ECUs for a while because it had a virus that people sharing it didn't realize.
I hope you get your issue solved reasonably.
This definitely explains alot, especially the dpf clogging issues, my truck does a passive regen about twice a day, it seems a bit much.
Matt, thanks for your input. Two regen a day is excessive. Depending on your mileage you may have to service the DPF or DOC. I would recommend getting unit checked out for proper operation.
You should stop using the DEF at the pump and only buy the ones off the shelf.Its a reason that DEF at the pump cost 2.00 a gallon and on the shelf at Walmart it’s 2.5 gallons for 13.00.
Since I stopped using DEF at the pump I’ve only had 3 regen in the last 5 Months💪🏿
Theirs these two sensors that get covered in soot that you could clean
@@logic9869 yeah right 😂
Mine was doing that for a long time. Had it at the shop a few times for it and finally figured out it was the DOC. It’s been regening every 36 hours on the mark since I’ve had it replaced a couple years ago.
yea I had all those problems on my truck spending all da money 💰 in the world to keep it running , until one day I was broke and my homie and I went to the after market store and bought the after market parts , my truck is running good after that thank God I was deep broke in debt by now I am back in track thank God....Cummins sucks after market parts will lift your truck up......
Thanks for watching and thank you for the support. Make sure to subscribe and turn on notifications.
I’ll stick to my 3406B! 👌🏼
Good idea. Be sure to subscribe.
I have a big cam Cummins and a n14 cummins
TAT Express Inc.
u said in 2017 most issues have been updated. Do u mean in the X15?? Cause 2018 trucks got 2017 X15 cummins, no?
@@jopete681 you had the best, I worked for Cummins in those years, no electronic bullcrap
@@jopete681 whats the big cam cummins
The updated pump is shorter than the older ceramic versions. You'll need to get the lines and braket to make the pump fit. Cummins I think has a kit for that too. The new pumps also fail. At 250k have them checked you don't need to remove pump. Remove the cyl head and pull out the plungers and replace with new ones and a new cyl head gasket. What I've seen in our trucks is the pins that keep the plungers straight inside the pump body begin to fail. This allows the plunger to rotate in the cyl of the pump. That's a big no no. The bottom of the plungers have a roller that is meant to only operate in a fixed position. If it turns it wears and eventually fails, imagine going down the highway in your car then turn your wheels 90 deg to the right and keep driving straight that's basically what happens to the roller on the plungers. You won't get any codes till one of the plungers can't pump enough fuel and you'll get a low fuel pressure code, can't remember the code # right now. Engine will derate but keep running. DO NOT KEEP DRIVING because if it's the pump you'll be running on very contaminated oil and an eventual end to the engine. Also like a few have mentioned clean the IMAP, DEF INJ and regen Doser inj. We do it every 6 months. We looked at the EGR differential sensor and the DPF differential sensor those were ok . Hope this helps
Great job; one of the best I've seen. Really appreciate the time and effort put into the graphics, along with good audio! While these issues pertain to higher mileage trucks, it's still great for the motorcoach world to understand.
RV Squared, glad you liked it. We appreciate the support.
Thank you so much for a informative video ... And proving my point of old engines are better an reliable than the new ones...
Thanks for watching. Be sure to hit the subscribe button.
Upgrade that fuel pump, I just had mine start going. My mechanic picked up on it with a #3 injector malfunction. The pump cost me $4,600 + $800 in labor. These pumps can be rebuilt. So if you have the red pump have it updated.
@@clintfipps7312 Thats when mine went out. But it wasn't showing that it was the fuel pump. It was throwing a code for the #3 injector. My mechanic advised me it was not it and recommended the high pressure fuel pump. He was right. These pumps can be rebuilt, and there are videos on youtube showing how to replace the ceramic bearings.
@@clintfipps7312 Also if your pump body is still red it is original. They paint the engine and all the attachments red after it is constructed. When I took my old one into the dealer they brought out the new one and I gave them my old red one. The new one did not have any paint on it at all. It was bare metal.
I have a 2015 w900 with a cummins isx 15 & my fuel pump imploded. I have metal shavings in my oil pan now. I got a fuel rail light & before I could get it looked at, she cut off... looking for a new motor. Thank you Cummins
ISX871, ISX152250, ISX152350. Except X15. Have a Crankcase filter that can be updated to a non-serviceable element. P/N 3691476. Love your channel!!! If it comes to a rebuild, you get Anti-Polishing rings to cut the carbon off of the top off of the pistons to prevent liner polishing and oil consumption.
The new L9 has that filter I don’t like it via the older isl had a serviceable one.
Usefull information , yes ! Helped me decide to go with the D13 ENGINE
Glad we were able to help. 🔧👊🏼
How your d13 going for you. Thinking about get 2016 freighter cas
THE NEW VGT TURBO ON CUMMINS TURBO BEFORE YOU INSTALLED IT YOU HAVE ADJUSTED IT NICE VIDEO YOU KNOW YOUR THEORY COOL
Were we work we are specialized in detroit volvo cummins and multiple other brands only engines and i believe rods going the block on isx isnt from soot build up and more cummins cheaping out on the themselves mesure the thickness of the rods and bearings conoared to a detroit and also the size of the bolts also cummins has a shorter stroke wich makes it higher reving but puts lots of stress on the rods just what i think thanks for the info
Nathaniel, thanks for the input. Be sure to subscribe. 🔧💪🏼👊🏼
Love your video, and like how you throw up the pictures, well done!!
Thank you so much!
@@TATEXPRESSINC Anytime!!
In other words... it's a great boat anchor ⚓️ 👌
2016 and prior are very prone to diesel dilution. Anything over 250 hour oil changes is definitely asking for trouble.
Brett, thanks for the input. Make sure to hit that subscribe button. Thanks for watching.
I’m buying a 2019 international LT 625 IXS cummins . Miles 604k bad buy or good?
Thanks for making this video, I have a 2015 ISX.
West, thanks for watching. 👊🏼💪🏼🔧
Thank you for the good information... But how about cooling mixing in the fuel, where is that problem at?
Everette, injector sleeve seals can cause fuel in coolant. Thanks for watching and thank you for the support. Make sure to subscribe and turn on notifications.
Good video!!thanks just one question?
What is good on this engine?
My 22 Cummins engine blow due to injector’s failure right on 33000 miles.still under manufacture warranty but they have avoided all the warranty and red flag the truck for nothing.I’m in process of taking them to court!
Hey Adam I just want to know is it okay to buy a 2016 or lower year Cummins engine because after watching this video and other videos there's no clear yes/no answer apart from the problems it has?
Have you done something like this for the DD15 or DD13
OMG The X 15 at the 2018 or the best engines ever, Cummins mechanic engineers had to fight the government to get that engine in the trucks because it saves so much fuel 18 to 22 gallons per 100 miles, while every other engine out there after 2018 gives you between 20-22 to 24 gallons per 100 miles
I put the number one oil in the world in that engine MOTORKOTE
The only problem with the Cummins X 15 2018 engines is that you guys have the AC cooler pipe over the turbo chargers connection plug which leaks vaporized water onto it
The DPF clogging issues is also the same in 2018
Thanks for your input. Be sure to subscribe
Thank for the info I have a 2010 387 and it’s throw a rod through the block,but my question is the engine was replaced and now I have no cruse or engine brakes abs light stayed on.can you please give me some advice on how to get it fixed
Very informative like your videos I’ll keep listening I do have a question what’s the best rpm to run it at when I’m on my 10hr rest break ? I usually keep it at 900
Thanks for watching. Long idle time or PTO operation is not recommended for ATS. Sorry I know it’s tough but I would recommend an APU to avoid high idle times.
I’m looking at Apu now what’s best to run it in the meantime just normal idle ?
@@tedsweetman19 not idling at all get u a generator and s portable ac
@@jaykong2929 +1 on that I used a small portable genset to run my A/C and M/wave to heat my food. Now have an APU but to be honest its been more trouble than the Genset.
@@anthony1636 I did as well I got a thermo king evolution so far so good
Good info that is a great resume for the ISX Cummins thank you...
Jhony, thanks for watching. Thank you for the sub. 🔧👊🏼💪🏼
@@TATEXPRESSINC maybe a silly question: when you say 2016 and below, are you talking about the year of the truck or the manufactured year? Because I’m looking at a 2017 international manufactured jul-2016
This really opened my eyes about the International trucks equipped with the Cummins ISX15 engine. What’s your opinion on this engine vs a MP8 in the MACK?
Can you explain why cummins oil pan has 2 plugs. The second sump has a half gallon oil and due oil change I have always watch that from this sump oil is dropped. My home shop refuse to open second plug (We never doing that). And by Petro or TA guys sometimes forgetting. Just what's the point for this curve?
Hey very helpful information, but I have a question what are the more probable causes of alot of fuel getting into the engine oil on these isx-15 engines. Thanks for the help.
Great knowledge!
Great video, I was going to ask you if it's possible for you to shoot some video about Cummins X15 efficiency model!
I think lots of people would appreciate that!
Thanks!
Good idea. Thanks for watching. Be sure to hit the sub button
@@TATEXPRESSINC How are u!buddy,my truck is 2015 Peterbuilt 579 cummins isx,auto transmission,it has 842400kms on my truck,I change oil every 15000miles,3gallons oil consumption,I know it is a lot.what problems cause that happen?i really appreciated for ur input
FUELLIFT will keep it clean. You add 2oz every other fill up. It's organic, International dealer sells it. I used it on a 2012 prostar with a shitty Maxforce 13. The mpg was 5.2, after 90 day it went up to 6.1. This product doesn't get advertised at all but it works.
I am in the process of buying a 2016 579 pete with ISX 15 and according to your video correct me if
I am wrong try not to idle your truck?
Try not to. It’s bad for any engine not just these
Good thing I saw this before buying a truck with this motor 2012 isx with 240k I’m sure it hit a million plus good thing my old reliable 12.7
My 2010 cummins set up for 4 years. I just rebuilt the motor and cleaned gunk from tanks, 3 fuel filters, one water separator, new fuel pump( not transfer), fuel treatment and still fuel delivery pressure code. Shuts down when coming to a stop or down shifting. Wait 10 minutes, codes go off and cranks up
Do you have a maintenance schedule that you recommend?
El Gansito, I recommend following OEM which can be found online. I do not recommend going long engine oil change intervals without a proper oil analysis Thanks for watching and be sure to subscribe.
I reset the active and inactive codes on isx15 1887, 3714,3712. They keep coming back. Do you suggest to replace the outlet nox sensor? Or should I do some testing before. I was thinking of taking off a 16 isl9 and try on before I buy a new .
Sorry for late response. 1887 is an internal circuit failure on the outlet Nox, 3714 is derate code and 3712 is ATS fault. The outlet Nox would need to be replaced and then retested to verify repairs.
TAT Express Inc. Replaced and fixed the problem.
@Route 12 Auto Repair And Towing Glad to hear.
I have a 2005 Volvo with an ISX15. The owner believes the lift pump has failed, but I think there's more to the story than just the lift pump. What should I consider or explore?
I have problems with my cummin engine, is mixing diesel with oil in the engine, I already replaced the injectors and still doing the same thing, any idea what I can try to fix it ? Thank you
The video is really informative .I have Cummins x 15 and mine start without a problem even after 72 hrs of inactivity but does hesitate or won't start up sometime right after driving for 6 h or longer and shutting down for few minutes .it makes cranking noises but does not start up so we run a computerized diagnosis and ended up changing coolant sensor and fuel filters but the same problem persist.
Any suggestions ???
Are you getting any check engine lights? If not, I would troubleshoot fuel rail pressure
@@TATEXPRESSINC yes engine has been on constantly
Do you know what codes you have?
After the computer diagnosis,they told me it was coolant sensor and I had them taken care of that then wires pop up
Do fuel pumps on the isx15 year 16 get weaker the more miles it gets or does it just quit working mine runs better when the tanks are full so it doesn't have to draw as hard as it does when thier bellow half full or less
I lost a valve guides on a 2020 x15 Cummins . The mechanic said it’s common . Is this true ?
When is best to change oil every how many miles?
Got one is this Pete 579 after seeing all this think I will get rid of it and get me a used Glider with a 60 series in it and call it a day.
I wanted to come to ur shop on Monday at 12:00 but they changed the load on me I ended up going to loareado tx instead of Dallas. Hopefully, I will get a load next week to Dallas so I can stop by the shop
Asmare, I understand. What type of work you looking to do? Any issues?
I have ixx15 not starting, plz advise I’m mechanic , but I have no much idiea on Cumines engine ❤❤❤
I am losing power on my Cummings isx what should be checking for??
What causes water come out of the air to air on the driver side of the Cummins isx 15 or x15 2019 kenworth w900l
Would having the engine deleted help with those issues or even eliminate them?
How do you compensate for EGR pressures when deleting? Looking at a 2013 isx that has been deleted but how do I know if it’s been done properly to compensate for egr pressures? After watching this dunno if I want a Cummins isx sounds riddled with problems.
So don’t buy an ISX engine prior to 2017?
Ligitimate question… currently shopping for a new rig, and I’m looking at the ISX engine for either the International Loan Star or picking up a Kenworth T680.
Man I love your videos. Awesome.
Really helpful info. Keep up the good work.
Cheers!!
Thanks for watching bro! I make the videos for guys like you. Be sure to watch my live videos on sundays. I answer questions during the live. If you hit the subscribe button and notification bell it will notify you when I go live. Be safe out there buddy.
I’ve binge watched quite a few of the videos. It’s been 5 years since I went to school and just got a job offer at a Freightliner dealer. It’s been good to get some refreshers. Strong work for sure. Who’s the Airmen in the picture? :045
I appreciate the support and I am happy to be able to help. The Airman in photo is me when I was 19yrs old.
@@TATEXPRESSINC Roger that Airmen. We’re you a mechanic in the Air Force?
Having a Scr temp sensor issue. Says Inlet and outlet temp sensors are shorted to a higher voltage. Can’t seem to find an issue in the wiring. Where else should I look. Scr and Def all cleaned out. All new sensors. Any thoughts.
What about Freighter Cascade 2016 is updated with system we really need your advice
Can you do a similar video for the Cummins X15? Not a lot out there.
Tanks for all the videos
Thanks for watching Edwun.
Good video. While I was watching it I thought to myself this channel looks familiar. A year ago you watched one of my videos about loading a motorcycle on my semi and I watched one of yours. Unfortunately its time for me to buy another truck and it will have after treatment on it. Trying to find some info to avoid buying the wrong truck.
Check out my video on how to buy a used truck. Let me know if you got any questions. I would recommend a DD15 2015 and above
@@TATEXPRESSINC I'm looking for a 2016 Volvo. All the ones that I've seen online have Volvo motors. I think the Cummins motor is better.
@@TATEXPRESSINC I'm looking for a 2016 Volvo. All the ones that I've seen online have Volvo motors. I think the Cummins motor is better.
What will you be using it for?
@@TATEXPRESSINC I pull a dry van. The loads are usually about 35,000 pounds or less.
do u recommend CUMMINS ISx15 engine or DD15 or DD13 or DD12
Power loss . Even turbo low pressure code. Change your fuel filters... The engine mounted fuel filter could be clogged. Symptoms say that ether after treatment system is failing or turbo is done for. Sure it could be ether or . .. but first try changing fuel filters. Carbon build up also kills MAPS sensor. Check yours frequently. Don't wait whole year. Replace or clean it before you waste fuel and power for months on end... Also keep an eye on wiring. Some zip ties crack open and release your wires on something hot. Woosh there goes a wire ( burning away).
There is also some engine BAD designs that will cause oil leaks from front and rear structure . On a front structure. Button passenger side . The box that contains timing gears ... Well that box and a gasket for it have a flaw where gasket doesn't get captured properly as a result. Not making good seal . There is only one millimeter of seal vs 4-5 mil that normally creates seal. My mechanic used RTV in that spot during engine rebuild. Fingers crossed . Also all though every truck is different . Please make sure your bellows aren't rubbing on anything!!! They could be rediculuosly expensive. So any time you or anyone else touches your exhaust. Do check if they left some space for it to move .... God speed and good luck . Engine is powerful and reliable. By that I mean . Most issues are easy to fix but hard to diagnose. Also properly tuned and maintained. You will be flying past most trucks. If you're unable to do so then ether other guy is running empty or your truck is in need of repairs. Fix it and I'll see you on the road you speed demon .
Roman, thanks for sharing your experience. I hope you have everything under control now. Thanks for watching and be sure to hit the sub button. 🔧👊💪
I’ve got a 2017 x15 efficiency series 🤦🏻♂️in my 579 good eng so far no problems and I do a lot of idiling because of tanker application . My only gripe is for a 500hp eng it seems gutless so in future opt for performance series ✌🏻🚛💨💨💨👌🏼🤙🏻
Kristo, thank you for sharing. 🔧💪🏼👍🏼
Cummins has a very low end torque due to the Turbo setup, smaller and efficient but no volumetric ability like the old ones.
Detroit has a better volumetric turbo (s) ( rpm: heat) but less engine break and knox management that is why the Cummins regens less!!!
I hear you concern loud and clear though...
What you're experiencing is due to factory and fleet programming. There are certain settings, accessible to anyone with Cummins Insite software, that can be adjusted to help. These are simple settings, NOT custom programming. Things like gradual acceleration, rpm/gear/torque limits. If your application needs it then custom legal programming is another option, however rarely needed.
@@cataclyst89 That's not true. ISX engines have peak torque settings on the lower end due to pressure from the trucking industry to control fuel mileage with educating their drivers on proper driving techniques. Also, higher RPM's result is higher exhaust temps which result in higher NOx production. So part of the push for lower end torque is from the EPA and such. The turbo's size is NOT a limiting factor and the factory turbo is well suited to nearly all on-road applications. The best performance and engine life from an ISX can be achieved by operating at higher RPM's (1500-1800) while the driver uses his or her right foot to limit the boost to about 20psi. Higher boost will result in more power and more fuel used. Downshift at 1500 and climb hills at or near 1800 and you'll be amazed what this engine can do.
It should be noted that high torque at RPM's lower then about 1400 is actually lugging the engine and causing excess wear and stress on the pistons and liners due to the shorter connecting rod length and timing of fuel ignition. Simply put, the ISX performs better and lasts longer if you operate with more horsepower instead of torque (higher rpms, lower boost).
The ISX turbo is sized smaller largely due to the VGT's ability to respond better than older non-VGT's and the decreased and better controlled exhaust temps due to ECM control of EGR gas used to regulate combustion temps (which is where the actual NOx control happens)
@@cataclyst89 oops, forgot to mention, the Peak Torque and HP are not limited by the turbo (unless you're in a racing setup or something), they are completely adjustable through legal ECM programming.
Hey Adam I just came across your video once again. You know I’ve been thinking we got a 2017 389 Pete Isx15 but obviously the engine was build on October 2016.
Now is that truck updated? Or it has to be a 2018 truck witch will have a 2017 built engine ?
Thanks again
Any problems with the 2016 Cummins isx15
Thank you I feel much better with the information
Had my '14 ISX deleted at 600k miles. Now has 1.3 million miles without any engine parts replaced, original fuel pump, original air compressor, even has the original alternator, turbo changed just before a million miles due to actuator seizing. Front engine cover(water pump replaced during) and rear seal covers were replaced due to oil leaks around 800k miles. The engine is running stronger than ever and uses less than a gallon of oil between pm intervals every 20k miles. Oh, did install injector cups due to coolant getting into the fuel. Common issue with earlier ISX with fairly cheap and easy fix. These engines will last and perform very well if maintained and properly setup to run.
I firmly believe that DPF systems choke down and kill diesel engines prematurely at a much higher expense that any supposed environmental gains they're said to produce. It's clear that diesel shops are very welcoming to DPF systems, the revenue generated from repair and maintenance on these systems has been extremely beneficial. Why wouldn't they want you to keep them on trucks...think about it
I recently deleted mines about 3 months ago and it’s been great no issues, I’ve put on 15k miles in it but before and after the deletion I still feel the turbo has a little lag and don’t hear the whistle that much before and after deleting the dpf..
I have an isx 600 series in a 1999 dump truck .. issue I am having is it randomly dies with no warning any ideas? Fuel pump has been replaced twice
Great info brother,
Can you make a video about common issues on Detroit S60 12.7? Thanks
Yes, I can. Thanks for watching and thank you for the support. Make sure to subscribe and turn on notifications. 💪👊🔧
No problems lol jk
Ron. If you have a 2003 or older s60. You have one of if not the best diesel engines out there. Pre emissions s60 👍👊
646,000 miles engines been great emissions horrible! Blows out white,constantly getting worked on,master tech at our yard said our truck is a lemon as far as emissions go,it’s never let us sit but a lot of the weeks when we get back are written up for white smoke,with high def consumption.
Hi buddy, i have a 2014 cummins isx15 , recently did an overhaul with CUMMINS parts, after 9,000 miles it started to leak from the turbo manifold i dont know if it is oil or diesel, 99% when idling ! Have you ever seen some like this?
Do you have any idea about 2008 Cummins engine 780 please update me
Please give me your opinion ,the cummins ISX 15 is a good engine or no... Thank you .
Kenworth is telling me the cummins X15 and cummins isx 15 still the same engine,so my question is,a fuel pump from my 2018 X15 can fit in a 2013 cummins isx??
I have a isx I have no codes but under a load want take the fuel but black smoke ease up off the acceleration it picks up
Can you do a video on the topic "Deleting emissions".
Thanks bro. Great video.
th-cam.com/video/NBTnLxUiOHk/w-d-xo.html
Great video brother i had to watch twice!!!
Good video!! What’s your opinion on the ISX15 2017 ?
thats what im trying to find out as well my buddy swear by the 2018 he claim they have upgraded he def system
I own the big fcar scanner and the smaller version as well what small scanner do you recommend I'm talking like $1,000 and under thank you
got a truck in my shop, the oil pressure slowly goes down until the stop engine light comes on, I replaced the oil pump and works fine for about 200 miles, any suggestions??
Awesome information and great video 👍
Glad you liked it!
Great video👍 ran into dpf issues alot with one of our fleet customers.
Thanks a lot great video .. please can you help me I bought 2015 Peterbilt and I also I have high oil pressure the pressure is between 200 and 250 and a coolant getting low..and i had. SCR COMING ON..Thanks
LK, DO you have any codes? If so, could you send them?
@@TATEXPRESSINC Thanks for responding Hensley Engine beake down coat me 27K but now when I stop driving my RPM on 760 is that normal? 2nd Q my oil pressure when park 30 when I drive 40 is that normal please help
I’m thinking of buying a 2017 peterbilt with ISX15 with 440k miles. Should I be okay?
I have a 2017 isx with 55200 miles im only getting bout 6 miles is that good bad or ugly? Where can I get more info bout this engine
Hello sir should be buy Cummins engine in cascadia 2016 it’s only 294000 miles on it?
Make sure items mentioned have been completed. If not, be prepared.
My dad has a 2013 T660 ISX, It can idle for hours and stay on.. But 30-45 minutes after start driving it will start shaking and dies or if you if you put it on neutral it stays on... Any idea? Thank you!
I've seen so many ISX 15 engines with spinned main bearings and holes on the side of the block, like adam said, because of piston rod bearings not having good lubrication, I stay away as far as I can from cummins ISX, besides, their parts are freaking expensive, Volvo D13 and Detroit DD15 is the way to go.
Thanks for sharing your input. 🔧💪
Fuel pump issues are very common with the ISX I drive a t660 and in less than 4 yrs already replaced the fuel pump 3 times and sensors, dpf systems always shootings codes
Be sure to follow a solid maintenance schedule.
@@TATEXPRESSINC What do you recommend when you say maintenance ? We do oil change and filters every 15k
@@samuelavila1977 send us an email and I can shoot you over a schedule to follow. Info@tatexpressinc.com
Hey I have a 2010 international with cummins isx, the truck was staring and running fine i did an oil change as soon I started at the shop it idle a little rough but I though it may got some air and it will go away but it being giving me problems to start, the rough idle never went away until I tie the top cap in the fuel water separator, but the hard time to start keep happening, like 2 days ago I crank it 5 or 6 times for over 15 secs and would not start I took fuel out of the tank and put it in the fuel water separator and It did start and ran fine any idea what it may be?
Yes sir we just bought are frist Volvo it has a D13 con you tell me where fuel return check valve is located at
Thanks Robert
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Thanks for sharing your input. Be sure to subscribe
@@truckerron lol 🤣🤣✌🏻🚛💨
Crankcase filter how often you have to replace? Thanks
I'll keep my n14
N14 Cummins is a durable engine. Thanks for your input be sure to subscribe.
I will to!!!!
N1 l4 red top is faster than most of these new trucks my brothers is faster than his buddy with a isx cummins
ISM and N14 are both great
@@bigkarl24both stock tuning ?
Have a 2012 w9 with a 2010 isx15.....original fuel pump......bout how much does a new one cost?
Send inquires to info@tatexpressinc.com
I'm gonna come back to old style trucks, built below 2000
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Hey fellas, I recently deleted the Dpf/Egr on my 2011 Cummins isx cm2250, and after that my turbo started to stutter at regular idle 700 rpm? Any idea what it could be? Thanks
Chris, sorry to hear about this. We do not recommend to alter the after treatment system.
Great content am from Jamaica, I currently have a 2009 Cummins isx in my prostar I want to do an in frame overall could you send me a link to where I can get genuine Cummins parts??
Thanks for watching and be sure to hit that subscribe button. 💪🏼🔧
I need that answer as well.
hey there, in the 1970s i worked for Cummins in Australia, I rebuilt many of the 855 engines and 1710 v 12's, Since then Cummins has a million electronic sensors, my question, how long would it take me to get up to speed, troubleshooting and learning electronics, thanks
Hey I have a concern about the maintainance of isx15 heater inlet hose and replacing those hoses feeding into the sleeper berth. There is a valve on the heater supply line that is leakinf coolant. A lot of coolant. I cant tell if its from the valve or an aged tension clamp. Is this a part that typically needs replacement or repairing by secironf the hose with a more durable hose clamp. If i could send pics/vids here I would.
Initially I had a leak at the bottom heater inlet line feeding into the engine. I replaced it with the update part and leaking started happening elsewhere in the system( the top heater line coming from the engine supplying the sleeper and it the area where they valve on that same line is introduced) How should i go about repairing it? I'm filling up over a gallon of coolant a day!!!$$$ because of this leak
Hello brother, I have a question I'm seeing low mpg on my isx15 recently. Where should I start looking first for repair?
Do a video on the rear main seal