My goal is for you guys to take my place and be the guys who help engine owners to run trouble free and as cost effectively as possible. At the end of the day it is all about helping a family to be more successful. That is how I tried to do my job. Side note - I knew a fireman who worked in a large city. He was a 30 year fireman and he said when I started I would run into a burning house and bust out the windows and tear down drapes. He said my captain pulled me aside and said look at this house these folks don't have the things we do and probably cant replace the little they had. He said open the window don't bust it out. Fold drapes over your arm and put them on a bed. Try to salvage not destroy like the fire. He said that changed him forever. So in every work situation we can help and make a bad situation better.
Great break down, thanks for that. I've come across this same type of fault code on large Cat off-highway engines. In those cases the engines were pre-emissions (Like tier1/tier2) so very little in the way of temp/diff press sensors to go off of. The owner (typically a mining company) wouldn't want to change out injectors as long as EGT's were in check and it would pass a fuel system verification test after clearing the code. Not ideal, but that's mining. I was not the dealer in any of these instances so I couldn't push any repairs even if I wanted too. Haha
Great video Joe! As life goes, been super busy so haven't been able keep up with videos lately. Interesting case study that followed solid knowledge, experience, and followed the data. Correct me if I'm wrong, but didn't these codes come out when Cummins went from injector trim codes to adaptive trim function. While they never spell out the entire details, my understanding was that each individual injector software model could be adapted to account for wear and drift that occurs over time. The strategy was when the engine was in a motoring event (zero fueling), the injectors could be pulsed slightly and monitor things like crankshaft speed/acceleration, NOx/O2 readings, exhaust pressure in manifold etc so ECM could calculate injector pulse width/current ramping vs actual fuel rate and amount delivered and apply compensation to the model. If the compensation exceeds a certain threshold, then a mechanical issue with the injector is assumed and sets appropriate fault code. I know the Delphi stuff I deal with does the same, but pretty sure it also monitors rail pressure drops as injector is commanded on to add an additional check. I have seen some people just reset these code in advanced ECM if it hard coded active and went on with life and I know of other occurrences with the ISL that they only way to able to clear the code was ECM replacement. Nice to see yours was truly a malfunctioning injector. As far as lift goes in this modern injectors, the ones I deal with latest generation of injector the control valve lift went from 4 micron to 1 micron (0.00004")! Trouble is mid western biofuel is leaving more or less a sodium soap residue on the armature plate causing misfires. Sometimes hard to strike the balance with modern emissions and OBD requirements. Thanks again. Steve
Hi Steve. Good to hear from you. Life tends to keep us busy. I retired and I still don't have time to get everything done I want too. LOL. I think you revealed more about that test then I could ever pull out of Cummins. I know when you do the Insite driven injector performance test the software looks for fuel pressure decay. Cummins also uses exhaust pressure pulses to check for misfires or partial firing. The ISL platform will log 2215's randomly for what seems like no reason. I had 3 service trucks in different locations that were having issues with logging 50 counts in a week. These trucks run all day long at job sites so lots of hours on the injectors. I was told it is "tribal knowledge this platform can log random 2215's". How is that for an answer from tech help.
I’ve been getting this code intermittently for 2 years on my 2013 isx cm2350. I have Insite and monitor the said metrics. My diff pressure is never above 1.9 and a steady regen every 100 hrs. Oil analysis shows zero issues. This has always been a head scratcher. Mine is in the #3 cylinder. I treat every tank w fuel catalyst and Lucas fuel treatment. I’d love to get your thoughts. Engine runs great. Love your channel and appreciate your insight. I didn’t want to change injector for the sake of change.
We had a couple units that had these injector faults that sound like your unit. Log randomly and really don't cause any disturbance in system operation. I would check if your calibration has an update that addresses the fault being logged erroneously. Your regen numbers are good so I would do exactly what you are doing - drive it. We swapped injectors in one unit that would not stop logging this fault on number 3 cylinder so we swapped 3 and 4 and the problem stayed with 3. So that makes it a problem outside the actual injector. Sometimes I think software is the problem but how do you prove that? I would tell you to run it as it is as from what you tell me there is no reason to change any parts. Thanks for following the channel.
Diesel Joe , would you recommend a Panasonic Toughbook with Cummins Insight , what do you use ? I would like to enter DD , Volvo / Mack and Caterpillar . As always, Great Information ! Thank You !
I had the Panasonic toughbook in fact the same one for 10 years. It was an I5 two core with only 8 gigs of ram and when they put in a solid state hard drive it was much better. It was slow but did a nice job. Mime was a 2014 I used until I retired in 2024. They are still using it. We had 10 toughbooks at the engine shop and they had many different softwares on each. Mine had old cat ET and cummins insite and service ranger and isuzu software. It all worked no problems.
What is your opinion about the aftermarket intake some of these so called performance shops sell they claim it helps # 6 breathe better most of my experience with these aftermarket products is they are nothing more than a gimmick what are your thoughts
I have a PDI tuner, head, intake manifold and exhaust manifold and seems to be good. I average fuel mileage 6.5-6.7 as before I’d be around 6.2. I also boost 38-40+. Personally I love it not going back to stock
I can't really offer a good opinion here so I will tell you what I think which could be not accurate. I think if you are running a stock engine it will do what it should with stock parts. If you start modifying such as putting in an injector that flows more fuel then maybe aftermarket parts would make some difference. I would have to see numbers in a datalog that showed me there was a difference.
No they can't. They are an ever changing value that is calculated by the software as required when it initiates the regen. The main driving force is exhaust flow and dpf restriction when we are talking about a driving regen.
Fantastic break down. This was like solving a cold case file. The regen history trick is awesome.
That’s really good to be able to use the engine hours to help determine the issue. I never thought of that . Thanks for teaching us Joe.
My goal is for you guys to take my place and be the guys who help engine owners to run trouble free and as cost effectively as possible. At the end of the day it is all about helping a family to be more successful. That is how I tried to do my job. Side note - I knew a fireman who worked in a large city. He was a 30 year fireman and he said when I started I would run into a burning house and bust out the windows and tear down drapes. He said my captain pulled me aside and said look at this house these folks don't have the things we do and probably cant replace the little they had. He said open the window don't bust it out. Fold drapes over your arm and put them on a bed. Try to salvage not destroy like the fire. He said that changed him forever. So in every work situation we can help and make a bad situation better.
Great break down, thanks for that. I've come across this same type of fault code on large Cat off-highway engines. In those cases the engines were pre-emissions (Like tier1/tier2) so very little in the way of temp/diff press sensors to go off of. The owner (typically a mining company) wouldn't want to change out injectors as long as EGT's were in check and it would pass a fuel system verification test after clearing the code. Not ideal, but that's mining. I was not the dealer in any of these instances so I couldn't push any repairs even if I wanted too. Haha
Thanks for sharing- interesting.
Great video Joe! As life goes, been super busy so haven't been able keep up with videos lately. Interesting case study that followed solid knowledge, experience, and followed the data. Correct me if I'm wrong, but didn't these codes come out when Cummins went from injector trim codes to adaptive trim function. While they never spell out the entire details, my understanding was that each individual injector software model could be adapted to account for wear and drift that occurs over time. The strategy was when the engine was in a motoring event (zero fueling), the injectors could be pulsed slightly and monitor things like crankshaft speed/acceleration, NOx/O2 readings, exhaust pressure in manifold etc so ECM could calculate injector pulse width/current ramping vs actual fuel rate and amount delivered and apply compensation to the model. If the compensation exceeds a certain threshold, then a mechanical issue with the injector is assumed and sets appropriate fault code. I know the Delphi stuff I deal with does the same, but pretty sure it also monitors rail pressure drops as injector is commanded on to add an additional check. I have seen some people just reset these code in advanced ECM if it hard coded active and went on with life and I know of other occurrences with the ISL that they only way to able to clear the code was ECM replacement. Nice to see yours was truly a malfunctioning injector. As far as lift goes in this modern injectors, the ones I deal with latest generation of injector the control valve lift went from 4 micron to 1 micron (0.00004")! Trouble is mid western biofuel is leaving more or less a sodium soap residue on the armature plate causing misfires. Sometimes hard to strike the balance with modern emissions and OBD requirements. Thanks again. Steve
Hi Steve. Good to hear from you. Life tends to keep us busy. I retired and I still don't have time to get everything done I want too. LOL. I think you revealed more about that test then I could ever pull out of Cummins. I know when you do the Insite driven injector performance test the software looks for fuel pressure decay. Cummins also uses exhaust pressure pulses to check for misfires or partial firing. The ISL platform will log 2215's randomly for what seems like no reason. I had 3 service trucks in different locations that were having issues with logging 50 counts in a week. These trucks run all day long at job sites so lots of hours on the injectors. I was told it is "tribal knowledge this platform can log random 2215's". How is that for an answer from tech help.
I’ve been getting this code intermittently for 2 years on my 2013 isx cm2350. I have Insite and monitor the said metrics. My diff pressure is never above 1.9 and a steady regen every 100 hrs. Oil analysis shows zero issues. This has always been a head scratcher. Mine is in the #3 cylinder. I treat every tank w fuel catalyst and Lucas fuel treatment. I’d love to get your thoughts. Engine runs great. Love your channel and appreciate your insight. I didn’t want to change injector for the sake of change.
We had a couple units that had these injector faults that sound like your unit. Log randomly and really don't cause any disturbance in system operation. I would check if your calibration has an update that addresses the fault being logged erroneously. Your regen numbers are good so I would do exactly what you are doing - drive it. We swapped injectors in one unit that would not stop logging this fault on number 3 cylinder so we swapped 3 and 4 and the problem stayed with 3. So that makes it a problem outside the actual injector. Sometimes I think software is the problem but how do you prove that?
I would tell you to run it as it is as from what you tell me there is no reason to change any parts.
Thanks for following the channel.
Diesel Joe , would you recommend a Panasonic Toughbook with Cummins Insight , what do you use ? I would like to enter DD , Volvo / Mack and Caterpillar .
As always, Great Information ! Thank You !
I’m using an fz-55 tough book. No issue running insite/ SDP3 (Scania)
I had the Panasonic toughbook in fact the same one for 10 years. It was an I5 two core with only 8 gigs of ram and when they put in a solid state hard drive it was much better.
It was slow but did a nice job. Mime was a 2014 I used until I retired in 2024. They are still using it. We had 10 toughbooks at the engine shop and they had many different softwares on each. Mine had old cat ET and cummins insite and service ranger and isuzu software. It all worked no problems.
What is your opinion about the aftermarket intake some of these so called performance shops sell they claim it helps # 6 breathe better most of my experience with these aftermarket products is they are nothing more than a gimmick what are your thoughts
I have a PDI tuner, head, intake manifold and exhaust manifold and seems to be good. I average fuel mileage 6.5-6.7 as before I’d be around 6.2. I also boost 38-40+. Personally I love it not going back to stock
I can't really offer a good opinion here so I will tell you what I think which could be not accurate. I think if you are running a stock engine it will do what it should with stock parts. If you start modifying such as putting in an injector that flows more fuel then maybe aftermarket parts would make some difference. I would have to see numbers in a datalog that showed me there was a difference.
Can regen hours be programmed? Mine regens every 36 hours 100 hours would be nice save a lot of fuel
No they can't. They are an ever changing value that is calculated by the software as required when it initiates the regen. The main driving force is exhaust flow and dpf restriction when we are talking about a driving regen.