Cummins Isx Oil Pump Noise? The 89 Latest Answer

Chad H

Posted on 10/23/2014 21:48 (#4142235)

Thread: ISX oil pressure?

NE SD In the last few weeks I have noticed that the oil pressure on my ISX is running a little higher. Last week I lost the oil sender for the ECM so I really started watching the gauge. It idles 50 and 60 at 15-1600 rpm while it used to run 35 and 38. I got about 10,000 miles on this oil change.

What could be causing this?

Edited by Chad H 2014-10-23 21:48

The results have been proven through extensive collaborative development efforts that have covered millions of miles of real truck testing. In a cost savings potential analysis comparing the use of conventional oil and synthetic CK-4 oils in the Cummins X15 engine, Valvoline Premium Blue 15W-40 was proven to save over $20,000 in annual oil maintenance costs and productivity savings for 100 trucks -Fleet*.

“We know that when it comes to the performance and investment of your engine and engine oil, everything counts – from the Cummins X15 engine’s advanced hardware components to the innovative formulation of Valvoline Premium Blue. It’s not just one or the other,” said Roger England, Cummins R&D Director of Fuels, Lubricants, and Materials

“Together we have integrated our products in a way that benefits our customers,” added Fran Lockwood, Chief Technology Officer at Valvoline, “to have a real impact on the health of their equipment and ultimately their bottom line. If you can extend the life of the oil without sacrificing performance, that adds up to incredible savings in the long run.”

The 2017 Cummins X15 engine has been carefully engineered to provide incredible overall efficiency, delivering up to a 3% improvement in base engine fuel economy over the EPA 2013 ISX15 engine and up to a 15-20% improvement over the EPA 2010 model supplies. Valvoline Premium Blue™ Diesel Engine Oil remains The Only One™ recommended for all Cummins engines, providing lasting performance and protection.

“The partnership between Cummins and Valvoline begins with the technical expertise of the two companies but extends to continually meet the needs of our mutual customers,” said Kerk McKeon, Chief Engineer, Cummins Worldwide. “I am pleased that we can offer them the reliability of our products to help them be successful over the long term.

*Assumptions: 125,000 annual mileage, $23/hr labor cost, $125/hr productivity loss rate

About Cummins Inc.

Cummins Inc., a leading global energy company, is a company with complementary businesses that designs, manufactures, sells and services diesel and natural gas engines and related technologies, including fuel systems, controls, air handling, filtration, emissions solutions and power generation systems. Headquartered in Columbus, Indiana, Cummins currently employs approximately 55,000 people worldwide and serves customers in approximately 190 countries and territories through a network of approximately 600 company-owned and independent sales offices and more than 7,200 dealer locations. Cummins earned $1.39 billion in 2016 on sales of $17.5 billion. For press releases, visit cummins.com/news. Follow Cummins on Twitter at twitter.com/cumminsengines and on YouTube at youtube.com/cumminsengines.

About ValvolineTM

Valvoline Inc. (NYSE:VVV) is a leading global manufacturer and distributor of premium branded automotive, commercial and industrial lubricants and automotive chemicals. In 2016, it was the #2 quick-release lubricant chain by number of stores and the #3 automotive motor oil brand in the home improvement market by volume in the United States. The brand operates and franchises more than 1,070 Valvoline Instant Oil ChangeSM centers across the United States. It also markets ValvolineTM lubricants and automotive chemicals; MaxLifeTM lubricants for higher mileage engines, SynPowerTM synthetic motor oil; and ZerexTM antifreeze. Visit www.valvoline.com to learn more.

TM Trademark, Valvoline or its affiliates, registered in various countries

SM service mark, Valvoline or its subsidiaries, registered in various countries

Cummins ISX problems and failures

The Cummins ISX engine is one of the most popular diesel engines on the road today. The first ISX was produced in 1998 in response to the EPA’s stricter emissions regulations. It soon replaced the N14, Cummins’ other workhorse. Throughout its production history, Cummins has made various changes to the engine to keep up with increasing restrictions, changing from a dual camshaft to a single camshaft and adding a cooled EGR system to reduce NOx emissions.

Despite its popularity, like any other engine, it has its problems. Some of these issues depend on which version of the ISX you are using. If you’re using a pre-2002 ISX without EGR, you obviously won’t have any problems with the EGR. Here we discuss some of the problems you may encounter with your ISX.

Is the Cummins ISX a good engine?

The engine is a workhorse, but not without problems. The Cummins ISX engine first debuted in 2001, replacing the popular N14 series. The Cummins N14 was a fantastic engine and has been popular with diesel fans for many years.

EGR problems

As previously mentioned, the EGR system was a more recent addition to the ISX. Like any other engine with EGR, the system can cause some problems. For the ISX, it is most likely related to a leak in the EGR valve.

This is a difficult problem to diagnose, but monitoring coolant usage can help. If you notice that it’s using a larger amount of coolant than normal, it’s probably worth investigating further. White residue from burnt coolant may also remain. This is another telltale sign of a leak. This type of problem is more common in older style EGR systems as many newer ones have attempted to address and fix the problem.

Flattened camshafts in the ISX

The ISX also has a history of camshaft issues. We briefly discussed this in Cummins ISX Engine Spotlight. In short, an ISX camshaft can flatten out. This is not due to the camshaft itself, but to the rocker arms. According to Cummins, there was a production of rocker arms that prevented proper oil flow and starved the components. These bad rocker arms stick and slap on the camshaft, causing the cams to flatten out.

You can fix this error by replacing both the affected camshaft and rocker arms. If you don’t diagnose the problem properly and leave the faulty rocker arms, the same thing will happen to your new camshaft. Aside from performance issues caused by a worn camshaft which will alert you to a camshaft problem, there are no particular symptoms to look out for that will indicate whether or not you have these rocker arms.

Camshaft timing key problem

This problem usually occurs after a camshaft repair or overhaul when timing could be affected. When the engine was assembled, it was timed using timing wedges according to a specific procedure. This turned out to be a rather crude way of timing an engine, and Cummins found that the splines were prone to wear, either from sloppy procedures or worn tooling. This changed the camshaft timing.

The system itself is very special and changing the timing can upset the balance in the engine. If fuel is injected even slightly late due to camshaft timing, it would create conditions that would allow soot to form. The soot would then contaminate the oil and cause deposits in the oil filter. This build up causes the oil pressure to drop.

One way to diagnose this problem is to change the oil filter. If the problem appears to be resolved, the engine will need to be re-clocked with a dial indicator. This is quite a complicated process and still requires the use of timing wedges. It is a very sensitive procedure that should be treated with care. It can also be diagnosable if you notice reduced oil pressure or a customer calls and complains about it after new parts are installed or an overhaul is done.

If you notice any signs of these problems, you should fix them immediately to avoid further damage to your ISX engine. As previously mentioned, depending on your particular ISX, some of these issues may not affect your engine. So it helps to know what kind of single or dual cam ISX you have and whether or not it has an EGR system. These can help you more accurately diagnose problems with your engine.

Do you still have questions about your ISX? You can speak to one of our certified technicians at 844-304-7688 or request a quote online.

mennoboy

Posted on 09/19/2017 13:48 (#6257373)

Re: ISX Cummins Longevity – Adding another truck to the farm

Rivers, MB We are in the market for a 3rd highway tractor/trailer. I currently have 2 IH’s. a 9200 with a little Detroit and an 05 9900 with an ISX.

Found a 2007 IH 9200 set up the way we want it (475hp, 18 gears, 46 rear wheels, full lockers) and it has an ISX in it. 1.2 million km (750,000 miles). Truck is from a fleet. Full service records from new. Well maintained. Price seems very reasonable. The engine just gets stuck. Hasn’t been touched a few times apart from the EGR valve. Friend tells me to run away. ISX at that many miles/km is a big problem.

Is this concern justified? Found truck cheaper. But nowhere in such beautiful condition and no service records.

My gut feeling is to risk the engine because everything else on the truck makes sense. Full maintenance records give me the feeling that there will be no surprises with the truck. But maybe I went out for lunch.

The truck will travel less than 10,000 km (6,000 miles) per year. And is somewhat superfluous during seasons, so not difficult if it falls out.

What is the wisdom of AgTalk?

ndsu84

Posted on 08/24/2016 21:06 (#5488335)

Re: ISX Cummins Heater

EC North Dakota Truck runs 210 under load. On a warm day it will overheat. (Alert) Truck Shop says it’s normal to run 220’s on the newer trucks. This is a 05

Am I constantly trying to blow out the radiator? washing out? Or remove the radiator and have it cleaned?

The average heavy duty truck engine lasts up to 750,000. At an average of 45,000 miles per year, that’s quite a long lifespan. But what to do when your aging truck is nearing the end of the road? There’s quite an intense debate in trucking communities as to whether it’s more cost-effective to rebuild or trade-in. Let’s take a look.

The average Cummins ISX in-frame rebuild costs around $11,000 for parts and labor. Due to the dual-cam design, it takes a lot of labor to disassemble the front of the engine and rebuild. The most common mistake is the head, which is a $4,000 part with additional $1,500 hardware kit parts. And only in part. The job also takes 40-50 working hours.

Cummins ISX In-Frame Cost

Every owner and operator knows that getting the most miles out of your truck is the most important part of making money as a truck driver. If you run a well-maintained Cummins ISX, you can add mileage to your truck with a modest investment through a frame rebuild.

What is an engine rebuild in the frame?

An in-frame engine overhaul can extend the life of your truck. But not every engine is a good candidate for a conversion in the frame. Generally speaking, if the engine has always been well maintained at oil changes and has maintained good oil pressure, then an in-frame rebuild can add many more useful miles by providing a refresher on components that are prone to failing and burning engines.

The alternative, more commonly used for engines with heavier wear, is an off-frame rebuild, where the engine is towed, rebuilt, and replaced. Rebuilding an engine is a costly endeavor and a frame rebuild aims to reduce the cost burden by offering a cheaper alternative.

Cummins X Series

The Cummins X-Series is a straight-six diesel engine used in heavy-duty trucks and coaches. The ISX is sometimes referred to as the Signature Series engine. This engine replaces older, obsolete models in response to the 2001 Environmental Protection Agency (EPA) emission regulations.

models

Cummins diesel engines manufactured before 2010 featured a dual overhead camshaft design and a high-pressure fuel injection system. Early innovations between 2002 and 2010 were aimed at improving exhaust gas recirculation and filtering out particles from diesel soot. Since 2010, these innovations have been part of the standard equipment of newer models.

ISX12: Diesel engine manufactured between 2010 and 2020. The manufacturer started phasing out this model in 2018, with the last year of production being 2020.

X12: Diesel engine produced 2018 – Present as a replacement for the ISX12.

ISX12G: Natural gas version of the 11.9 liter engine, produced between 2013 and 2017.

ISX12N: Natural gas version based on the X12 block to replace the ISX12G.

ISX15: 14.9 liter diesel engine produced between 2010 and 2020. Cummins started phasing out this engine in 2016, production ended in 2020.

X15: 14.9-litre diesel engine replacement for the now-discontinued ISX15 made from 2016 to present.

emissions

The focus of any carbon-based engine is emissions control as fossil fuels compete with renewable energy sources for the future of our transportation industry.

The Cummins ISX offers versatility as a dual-fuel engine, meaning it can properly run on both natural gas and diesel fuel.

While the greatest benefit of using natural gas is lower NOx emissions, modern engine designs have achieved emissions that are 90% below current EPA standards.

How much does a new Cummins ISX cost?

If you decide to haul and replace your Cummins ISX, you may only be limited to a rebuilt model. Retrofitting an older truck with a newer Cummins ISX is a little more work. However, there are situations when overhauling the existing engine is not possible.

The average cost of a remanufactured Cummins ISX diesel engine is $11,250 before labor or parts kits. For comparison, a Cummins ISX in-frame kit costs about $3,189.

Rebuild your Cummins engine with Cummins Genuine Repairs

Cummins engines are known around the world for powering the trucking industry with class-leading power and performance. For trucks with more than 500,000 miles on the engine, maintenance costs are beginning to climb into the tens of thousands per year.

Committed to keeping its engines on the road longer, Cummins offers OEM rebuild kits designed to get the job done.

Signs that your engine needs an overhaul

Each engine is influenced by individual factors. The way they have been driven and maintained, as well as the terrain of the typical route, all play a role in an engine’s useful life. A short-haul trucker that drives in an endless loop through the mountains will put more strain on the engine than a long-haul trucker that drives a variety of routes through different geographies.

From about 800,000 km, start paying more attention to the modifications and maintenance of your engine. Early intervention can save you thousands. Engines with around 750,000 miles begin to creep into the high mileage category and begin to become candidates for an overhaul. While a few notable exceptions have passed the one million mile mark without work.

If you notice fuel dilution where your engine is mixing gasoline and oil, the engine is starting to wear out. New or excessive engine noises such as ringing and rough starting are another indicator of a worn engine.

Cummins Rebuild Kit Options

Cummins offers three different levels of rebuild kits designed to meet a variety of budget and usage needs. A classic kit is the most economical option and is designed to keep your engine running.

These kits include pistons, rings, cylinder liners, main bearings, upper engine gasket set, piston cooling jets, connecting rod bearings, oil pan gasket, fuel and lube oil filter and coolant thermostat, turbo bolts, locknuts and an oil bypass valve. A classic kit is $2,595 at Cummins. Or about $812-$1500 from aftermarket vendors.

A Pro-Kit is a mid-range option designed to extend the life of your engine. In addition to all the components of the classic kit, the pro kit includes a cylinder head, lubricating oil pump, water pump, fuel pump, roller, cylinder and piston.

A pro kit retails for about $5,995 from Cummins. The Elite kit is the most affordable option, but it’s also built to last. This kit adds fuel fittings, injectors and connecting rods to the pro kit. The Elite kit costs about $7,995.

How much do truck drivers spend on maintenance?

The average annual cost of operating a commercial vehicle can be well into the six-digit range. With the cost of diesel fuel at sky-high prices, driver salaries that can’t keep up with the cost of living, and significant expenses for maintenance and insurance, the costs continue to rise.

The average maintenance cost of a commercial vehicle is $15,000 for servicing air lines/hoses, brakes, alternators, engines, transmissions and wiring. And when big costs are incurred, aging trucks can triple in annual maintenance costs.

Worth a guarantee

Given the high cost of keeping a commercial vehicle on the road, you may be wondering if extended warranty coverage is worth it. An out-of-frame overhaul or rebuilt engine costs between $30,000 and $40,000, while the average in-frame overhaul exceeds $11,000. For most owners and operators, warranty coverage is a natural investment.

However, for any extended warranty advocate, there is a horror story about someone being denied the warranty when it came time to call on the warranty. In most cases, you’ll need to keep fairly thorough maintenance records to hold yourself back if your warranty coverage is denied.

However, as long as you are working within the defined parameters of the warranty (i.e. no excluded modifications and documented regular service) there should be no problem.

What other expenses do commercial truck drivers have?

The true cost of running a commercial vehicle is much higher than you might think. The trucking industry estimates that the average cost is $1.38 per mile, or up to $180,000 per year. At the top of the list of expenses is the cost of diesel fuel. With the current national average of $3.17 per gallon, these trucks use an average of 70,000 gallons per year. That’s a gas bill approaching a quarter of a million dollars. Of course, not all truckers cover that many miles, but considering the averages, that’s quite a lot.

The next higher output is the salary collected from the truck driver. This is the money he or she puts in their pocket in exchange for their time and services driving the truck. The average trucker makes between $42,000 and $55,000 a year.

The cost of repairs and maintenance cannot be overlooked either, with the average truck requiring $15,000 in maintenance annually. Insurance costs can be about $6,500 annually. And tire costs can exceed $4,000 annually. Permits and licenses add another $3,600, and the cost of showering or having coffee at the rest area adds another $600 to $1,500 per year.

The upshot of pricing in the trucking industry is that a lot is invested in moving cargo by truck. All of this contributes to increased shipping costs and a heavier burden on suppliers to cover the rising costs.

Should you work with a certified workshop?

The price of an in-frame engine overhaul can vary widely. Certified engine rebuilds range from $20,000 to $40,000 including parts and labor. A Cummins certified repair facility costs more than a non-certified facility and is required for continued warranty coverage.

But that doesn’t mean that an uncertified shop is doing poor processing. Oftentimes, an uncertified shop will still employ quality mechanics who can do the job for a fraction of the price.

Before going down one route or the other, it’s a good idea to understand the pros and cons of each route. Certified dealers keep your warranty intact and increase the resale value of your engine and truck. With a certified repair, it’s easy to verify the work.

However, with non-certified garages, you may be able to avoid expensive towing and save some money on the repair. If your truck doesn’t currently have a warranty dictating where the work needs to be done, this may be a good option.

Financing an engine overhaul within the framework

If this is your first overhaul you may need a brief introduction to where to find financing. Your regular bank or credit union probably won’t understand how much it’s worth spending $20,000 to overhaul a million-mile engine. However, there are several companies that specialize in exactly this type of financing. A quick internet search can help you come up with a list.

When choosing a lender, make sure you understand the relationship between the product being offered. Some parties are just brokers who negotiate deals between drivers and banks. Some parties represent direct lenders.

And some parties belong to a finance company. This is not to say that one model is better than another, but you should understand who is involved and how they benefit from lending you the money. This information will help you avoid predatory lending schemes or unsavory loan terms.

The final result

At some point, many truckers are faced with the question of whether it is worth investing in a frame overhaul or not. The cost of an overhaul depends on who is doing the work, what parts are used and how extensive the overhaul is.

With parts costing up to $11,000, the total cost of a Cummins ISX In Frame from a certified repair dealer can range from $20,000 to $40,000. With similar prices for a remanufactured engine or an off-frame overhaul, it can be confusing to choose the best option to extend the life of your truck.

Cummins ISX History

For 16 years now, the Cummins ISX engine has been the flagship diesel engine in the Cummins fleet. The engine is a workhorse, but not without problems.

The Cummins ISX engine first debuted in 2001, replacing the popular N14 series. The Cummins N14 was a fantastic engine and has been popular with diesel fans for many years. The only reason the engine was discontinued was the stricter emissions regulations put in place by the EPA, which rendered the N14 obsolete. The ISX was originally called the “Signature” series due to the revolutionary fuel system known as the “Interact System”. The IS in ISX stands for the Interact System and is used for on-highway applications. Consequently, the QSX or “Quantum System” is used in off-highway engine applications such as industrial, generator set, pump, oil and gas, agricultural and marine engines.

The ISX engine produces 430-620 hp with a maximum torque of 2050 lb-ft. The QSX engine produces 375-665 horsepower with 1875 lb-ft of peak torque. Cummins briefly produced a version of the ISX specifically for RV applications that made 650 hp with 1950 lb-ft of torque. The engine was discontinued as it had proved unreliable. There was also no extended warranty coverage for the RV motors. Cummins had several workarounds for various problems, but eventually decided it wasn’t viable.

In 2010, the ISX engine was revised again to include improvements in exhaust technology. From 2001 to 2010, the engine was a dual overhead camshaft design, with one cam triggering the fuel injectors and the other cam triggering the valve train components. The high pressure injection system is cam actuated to generate injection pressure. The ISX’s fuel system is quite complicated and includes a gear pump, pressure regulator, shut-off valve, lift pump and timer to deliver fuel under pressure to the injectors. The 2010 ISX redesign focused on a single overhead camshaft. The innovation of the common rail fuel system eliminated the need to get the pressurized fuel from an injector camshaft. With the common rail fuel system, diesel fuel is pressurized by a multi-piston pump where it is then distributed through hoses to a rail system where it is stored at high pressures of up to 30,000-35,000 psi. The change in the fuel system allowed great fuel savings and therefore reduced emissions.

The emission systems on the ISX are complex to say the least. The design was one of the first high-performance diesel engines to integrate an EGR (exhaust gas recirculation) cooler system into the engine. The EGR cooler takes exhaust gas and feeds it back into the intake chamber. The presence of cooled exhaust gas lowers the temperature in the combustion chamber, thereby reducing NOx particulates. EGR cooler technology was first introduced in 2002

The next piece of emissions technology appeared in the 2008 ISX 871 with the introduction of the Diesel Particulate Filter or (DPF). The DPF captures particulate exhaust material generated in the combustion chamber. The soot is neutralized through the chemical process known as oxidation. The soot is oxidized and turned into fine dust, which is then regenerated by the turbo. The process is called regeneration. There have been many complaints over the years that the SCR is far too complicated and affects the performance of the engine. With this technology comes many new rotating parts that can easily fail and are very expensive to repair.

Over the years, the ISX engine has added new emissions technologies to meet changing EPA regulations. In 2010, the ISX15 was the first Cummins engine to feature the Selective Catalytic Reduction (SCR) system. With the SCR, urea is injected directly into the exhaust gas. Urea is the active ingredient in Diesel Exhaust Fluid (DEF). The ammonia-based urea chemically reacts with the NOx emission particulates, converting the compound into nitrogen and water within the catalyst. The SCR consists of a collection tank, a pump, an electronic controller and an injector. The DEF is heated in the storage tank and pumped to an injector that injects the liquid into a decomposition tube that reacts with the NOx in the exhaust. There have been many issues with emission technology over the years. One of the most common problems with the ISX is that exhaust gases being recirculated into the engine will clog the inlet of the turbo during regeneration. In this case, there may be a loss of power or, less often, a complete failure of the engine.

In 2016, Cummins announced the creation of a new line of high-performance engines; the X12 and X15. The new engine lineup will meet 2017 EPA guidelines and offer 3% better fuel efficiency over the ISX. The new models will come with 405 to 605 hp. The ISX will be around for quite some time, and currently Cummins has no plans to phase out the older ISX technology.

The Lightning

Posted on 11/22/2015 20:37 (#4913814)

Subject: 05 ISX Cummins

Central Ohio How far can a 450 ISX be cranked up? I’m not interested in chipping them, just wondering how far a laptop at Cummins can take them.

Every element of the Cummins ISX is designed and manufactured to optimize reliability and fuel economy, lowering the cost of your oil and gas operation while maintaining excellent performance.

The ISX features the proven cooled EGR subsystem and VG Turbo. A Cummins particulate filter and coalescing filter complete the fully integrated system.

The ISX is designed for years of reliable service. Its turbocharger is a good example. With only one moving part in the hot exhaust stream, it is more reliable and durable than comparable turbos. Combine that with patented mid-stop cylinder liners, heavy-duty components and Six Sigma design practices, and you have an oil and gas engine you can depend on for years to come.

During a press conference at the Transportation Research Center in East Liberty, Ohio, Cummins pulled back the curtain on its next-generation engine family, the 15-liter X15 (available in two configurations) and 12-liter X12 heavy-duty diesel engines. Both engines build on the legacy of Cummins’ ISX platform and feature a variety of design and performance enhancements depending on the model.

With the announcement, Cummins also said the new engines are poised to exceed US Environmental Protection Agency 2017 greenhouse gas and fuel efficiency standards.

Even without the looming regulations, the engine launch is the perfect time for Cummins, a company whose dominant market share has waned in recent years as truck OEMs’ proprietary integrated engine-transmission packages have hurt the engine maker’s business. Cummins responded with its own optimized platform and partnered with Eaton in 2013 to launch the SmartAdvantage powertrain package.

With its new X-Series platform, Cummins introduces its future high-performance engine line-up aimed at retaining fleets and owners who prefer red engines under their hood and wooing back those who went the OEM route in their most recent buying cycle .

Skinny or mean

While the ISX platform has only one 15-litre starting option, the X-Series offers two: the fuel-efficient X15 Efficiency Series, aimed at line and regional markets, and the X15 Performance Series, specifically designed for heavy-duty, Professional and other demanding applications.

Cummins made several hardware changes to improve the performance of the X15 Performance engine, including a high flow EGR cooler and piston cooling jets and exhaust valves to improve reliability. The X15 Performance Series offers 485 to 605 hp, torque ratings up to 2,050 lb-ft and up to 600 hp braking power.

“We’ve increased braking power by operating the engine from 1,300 to 1,700 rpm where you need it most,” said Jim Fier, Cummins vice president of engineering. “No matter how difficult the task, riders have the peace of mind that they can get up and down the mountain without worry.”

The X15 Efficiency Series ranges from 400 to 500 hp and 1,450 to 1,850 lb-ft of torque and 400 hp of stopping power at 1,300 rpm. In addition, Cummins has added predictive cruise control to its ADEPT suite of connected vehicle technology. Read more about Cummins’ new technology enhancements here.

“Many have wondered about the role of large-diameter, heavy-duty engines in the North American market compared to newer mid-size engines and whether we will follow what is happening in Europe,” said Lori Thompson, Cummins vice president for Marketing. “With our many years of market experience, we can answer this question: the big bore engine will stay.

Cummins first announced its single-module aftertreatment system concept in 2015, now production-ready with the X-Series, combining VOC, DPF and SCR in a single canister and saving up to 60 percent more space and weighing 40 percent less than the company’s previous aftertreatment system. In addition, the single module aftertreatment system allows the DPF cleaning interval to be extended to 600,000 to 800,000 miles.

Cummins also announced its OilGuard oil analysis program, which offers customers the ability to extend drain intervals up to 80,000 miles.

“Everything we’ve done on the X15 engines, whether it’s to maximize efficiency or maximize performance, has been done with a very conscious effort to make improvements only when they’re reliable,” said Fier. “Fuel consumption and horsepower only count when the vehicle is on the road.”

light could

X12 Series engine ratings range from 350 to 475 hp and 1,250 to 1,700 lb-ft of torque and Cummins best power-to-weight ratio at 2,050 lbs., 150 lbs. according to Cummins lighter than the next competing engine. Material has been removed from the block where possible, including the flywheel, and structural support ribs have been added to increase strength and rigidity.

“This engine was designed from the ground up to reduce as much weight as possible while maintaining excellent reliability,” said Fier.

The X12 will share several components with the X15, including the Cummins Holset VGT Turbo, XPI fuel system, engine control module and single module aftertreatment system.

After years of development and 9 million kilometers of testing, Cummins will begin limited production of the X15 later this year; full production begins in January 2017. Customers who want the X12 will have to wait until 2018.

Cummins Inc. has once again redefined efficiency by releasing three new ISX15 ratings ideal for premium fleet or performance-oriented line haul applications. The new 475, 450, and 400 horsepower ratings at 1,850 lbs.-ft. Torque provides an optimal blend of power and fuel efficiency for high load applications or fleets that frequently encounter mountainous terrain and require heavy pulling power.

The new fuel efficiency figures build on class-leading low-end torque available from as little as 1,000 rpm. Customers who have traditionally opted for 485 hp or 500 hp power to gain access to 1,850 lbs.-ft. Torque can now benefit from the superior fuel efficiency of lower RPM operation while still meeting performance expectations.

“Cummins has further optimized the 400-475hp ISX15 ratings to meet the needs of performance-oriented fleets and owners while maintaining productivity and delivering better fuel economy,” said Brett Merritt, Executive Director, On-Highway Business . “Our ISX15 continues to deliver superior fuel economy and performance and therefore remains the number one choice for the North American heavy-duty market.”

Customers who typically operate under high load conditions (over 80,000 lbs. combined total vehicle weight) or mountainous terrain and want better fuel economy should consider the 1,850 lbs.-ft. torque values. Customers typically operating in light load conditions (GCVW below 80,000 lbs.) or on hilly or flat terrain with maximum fuel economy as the operational goal should continue to use ISX15 SmartTorque ratings up to 1,750 lbs.-ft. of torque.

The new 1,850 lbs.-ft. Torque ratings are perfect for pairing with manual and automated manual transmissions (AMTs) to take advantage of faster gearing for lower RPM operation. Cummins offers electronic functions designed to modulate torque rise and vehicle acceleration through the lower side of the transmission to assist the driver in low speed manoeuvring. These features include Powertrain Protection, Vehicle Acceleration Management (VAM), and a new feature called Smart Acceleration that will be available in April. With Smart Acceleration enabled, the Cummins ISX15 modulates the amount of commanded fueling to control the rate of torque rise in specific gears to a customer-defined threshold.

All drivers want their trucks to be reliable and their engines to last. A low breakdown rate and high mileage require the right engine for the job. When Canadian truckers drive 13 hours a day, they need an engine that lasts too!

How long should an engine last?

Trucks are driven, on average, two and a half times longer than cars, and it takes incredible engineering to give them this ability. Truck engines are rated for more than 750,000 kilometers and can sometimes cover over a million kilometers, but truck performance depends on the type of use and how well the engine is maintained. The type of work is a crucial factor in the lifespan of an engine: if most journeys are made on motorways, the engine will last longer than if the truck is constantly stopping and moving.

But truck engines don’t last forever, even under the best of conditions. In the United States, trucks drive an average of 45,000 miles a year, or 72,000 kilometers. The average in Canada might be different due to our country’s driving laws, but the driving patterns of the two countries are about the same. Over time, this annual mileage gives the engine a lifespan of about 15 years. Getting this far starts with choosing the right engine for the job!

The right engine: more power is not better

What the truck is intended to move and its average mileage are the most important aspects to consider when choosing an engine. Bigger isn’t always better in this regard, and the horsepower under the hood should be enough for the truck’s job. Putting more horsepower into the engine costs money, both when buying the truck and in day-to-day running costs.

The good thing is that truck engines are more versatile than ever. Many manufacturers offer their engines in either small or big blocks, giving drivers the best truck for the job without having to pay for more horsepower than they need. Many engines can also be upgraded to higher horsepower later in their life, allowing the truck to carry more weight or allowing the owner to resell it at a better price.

The best choice on the market

You won’t last long in the industry with an engine that doesn’t last long. The engines on the following list are known in the industry for both their durability and reliability:

The 60 series and DD 15 from Detroit

Macke EM7-300

350 Cummins

Big Cam Cummins

Caterpillar’s 1693, C15 and C16

But even the best engines don’t last as long as they should without regular maintenance. If you arrange a regular engine check with us, we will help you to cross the one million kilometer mark!

If a warning light comes on indicating that your engine has low oil pressure, it could mean you have a serious problem.

The right oil, oil level and oil pressure are essential for the optimal operation of an engine. If the pressure drops too much, an engine can be damaged beyond repair in minutes.

To potentially save yourself a huge repair bill and even bigger headache, it’s a good idea to familiarize yourself with what oil pressure is, why it’s important, some of the common causes of low oil pressure problems, and what to do if you have one is an emergency.

Importance of oil pressure

Oil pressure is one of the most important factors that help an engine run smoothly and last a long time.

Engines are complex machines and have a lot of weight to pull – literally. Having oil in an engine ensures that all moving parts are well lubricated and able to function optimally.

When oil flows through an engine, pressure builds up. It is this pressure that ensures that the oil gets to where it belongs and keeps flowing.

When the pressure drops to the point where oil can no longer flow freely around all moving parts of the engine, unlubricated metal surfaces come into contact.

This leads to friction, warping, cracking of seals and some other problems. In short, it’s a quick way to wreck an engine. Oil problems can do real damage to your vehicle if left unchecked.

Therefore, it is important to keep an eye on your oil pressure gauge and perform routine maintenance. If the warning light comes on to indicate that there is a pressure problem, stop your vehicle as soon as possible.

To give an idea of ​​what the problem might be, here are 5 of the most common causes of low oil pressure in your engine:

5 causes of low oil pressure

There are many possible causes of low oil pressure, some more obvious than others.

If your oil warning light is on and you want to do some checks yourself, the following information should be helpful:

1. Oil level is too low

One of the most common causes of low oil pressure is when the oil level drops below the minimum line on the dipstick. This can happen at any time, even if you recently had an oil change.

Over time, engines burn oil faster. This is due to worn piston rings, leaking seals, etc. Or you may find that you actually have an oil leak. Depending on the age and condition of your vehicle, the oil pressure can therefore drop more quickly.

This is most likely the case if you find your oil level is too low even though you recently added oil as you wouldn’t expect it to suddenly catch on fire quickly.

What to do – Check your oil level. If it’s below the minimum recommended amount, top up. Check for leaks by looking for drops of oil on the floor and monitor how many miles have to be driven before you need to refill again.

2. The viscosity of the oil is too high or too low

Oil viscosity refers to how easily oil flows around the engine at a given temperature. If the viscosity of the oil in your engine is incorrect, it can register as low oil pressure.

High viscosity oil usually creates more drag, while low viscosity oil has the opposite effect. Typically, lower viscosity oils are used in colder temperatures, while a higher viscosity oil is often used in the summer when temperatures rise. All motor oils are assigned a class and a viscosity rating. It is important to read your car’s manual to find the right oil for your vehicle.

What to do – If you top up your motor oil yourself, check the manufacturer’s manual to make sure you are using the correct oil. If a garage did the oil change, ask them what oil they used.

3. Signs of engine wear

If you check your dipstick and it says you have enough oil and are sure it’s the right viscosity, it could be a sign that your engine is starting to wear out.

There are a number of moving parts in an engine that oil must flow freely through. The engine bearings in particular tend to wear out with high mileage, which can lead to a drop in oil pressure.

Many factors contribute to how long an engine runs before it shows signs of wear and burns oil faster. As a general rule of thumb, you should be proactive about maintaining engine health on frequently used cars or trucks.

What to do – You will need to have your engine checked by an engine technician to determine if worn engine parts are the cause.

4. Oil pump failure

The oil pump regulates the oil pressure of the semitrailer. If the pump is malfunctioning in any way, one of the first things that will happen is your low oil pressure warning light will come on.

You may also notice reduced power, increasing engine temperature and engine stalling.

What to do – You will need to have your pump checked by a mechanic to determine if this is the cause or not.

5. Clogged or dirty oil filter

Oil filters help remove dirt, dirt, and other debris from engine oil. These particles can accumulate over time and would seriously damage an engine without a filter.

Filters can only hold so much before they need to be replaced. When your filter starts to clog, less oil flows around the engine, causing the pressure to drop.

What to do – Have a mechanic check your oil filter and replace it if necessary.

What is normal oil pressure in a tractor trailer?

Exact range varies by engine type. For most tractor units, normal operating oil pressure is between 40 and 50 PSI (pounds per square inch).

Remember that it takes about 20 minutes for an engine to reach its maximum operating temperature. The pressure also drops a bit if you also spend a lot of time idling.

Trucks are equipped with both an oil pressure gauge that displays oil pressure in PSI and a warning light if the pressure drops to a dangerously low level.

It is always important that you pay attention to any warning lights on your dashboard. Oil pressure is one of the most serious. If the light comes on or you see the pressure on the gauge drop, act as soon as possible.

Understand oil viscosity

When discussing oil and how engines work, it is important to have a good understanding of what viscosity means and how it affects tractor unit oil pressure.

Viscosity refers to how “runny” a liquid is and how it responds to pressure. It is a way of measuring the force per unit area resisting flow.

Simply put, and with engine oil specifically, the viscosity of the oil determines how freely the oil can flow around and lubricate the engine.

This means that the right viscosity is essential for optimal engine running. It’s also important to remember that engines can run in the 195-200 degree Fahrenheit range.

So you need an oil that is rated for both cold operation and the maximum operating temperature of the engine in which it is used.

If you look at the shelves in an auto repair shop, you will see dozens of different types of oil, each with different viscosity grades. Be sure to find out which oil is right for your vehicle and only use the recommended type of oil.

Do you need an oil change or service?

Do you need an oil change, a check up or have your oil warning light on? Search “semi truck oil changes near me” and you’ll likely find us somewhere near you. With several locations nationwide, we are there for you. Come by for service today!

The ideal oil pressure varies by car make and model, but in general the ideal oil pressure is between 25 and 65 PSI. To a certain extent, oil pressure is required for the oil to reach all components of the engine. However, if the oil pressure is outside of this range, it is usually considered too high or too low. Since the oil pressure depends on how much resistance the oil offers when it flows through the passages, factors such as the size of the engine, the diameter of the bores and the viscosity of the oil all affect the oil pressure. A PSI over 80 is usually considered too high to adequately protect the engine from damage. High oil pressure is an indicator that the oil is not able to flow through the bores properly and reach all parts of the engine effectively. An engine that is not properly lubricated can cause (sometimes instantaneous) wear from friction, damage to its components and, in extreme cases, engine failure.

What are the causes of high oil pressure?

Malfunction of the oil pressure transmitter unit: The oil pressure transmitter unit is responsible for measuring the oil pressure and controlling the oil pressure gauge on the dashboard. Higher oil pressure is normal when the engine is cold. However, if the oil gauge shows its highest reading even after the engine has had time to warm up, the oil gauge may be defective. This can be diagnosed with a manual oil pressure gauge either at home or by a mechanic.

If you’re seeing that dreaded high oil pressure in your dash, it’s time to fix it before it gets worse. Here are the main causes and treatment options.

We all know the feeling of running out of gas.

The low fuel warning light comes on, a few beeps sound, and we panic as the needle moves ever closer to red.

The solution?

Go to a gas station and of course fill up the tank. But what about your oil pressure gauge? Do you remember when you last watched it? Did you even know you have one?

The oil pressure gauge should read between 25 and 65 PSI with the engine running. If it creeps higher (think 80+ PSI) then you have a high oil pressure problem. When this happens, it interferes with your engine’s ability to function properly.

What causes high oil pressure? The main culprits include:

Faulty transmitter unit

Relief valve malfunction

Clogged oil passage

Dirty oil filter

Oil grade/type

Luckily, in this guide, we’ll discuss each of these points in detail. We’ll also cover what high oil pressure is and why it matters.

Next, we look at why frequent oil changes are critical to proper engine balance and answer some common questions about high oil pressure.

But first, let’s examine the basics of how an engine lubrication system works.

Let’s start now!

Table of ContentsShow

The basics behind an engine lubrication system

Pan

The oil pan is located near the bottom of the engine. It serves as a reservoir for the oil before it is pumped through the engine. Most hold between 4 to 6 liters of oil.

pickup tube

Your engine needs oil right away, and the moment you turn the key, the intake manifold transports it from the sump to the oil pump.

oil pump

As the name suggests, an oil pump is responsible for “pumping” the oil through the system. This ensures that all moving parts are well lubricated and don’t create too much friction.

pressure relief valve

The oil pressure relief valve consists of three parts, a piston, a spring and a plug. Under normal conditions, the valve is fully extended, regulating oil flow.

As pressure builds up, it pushes the piston against the spring, allowing more to pass and thus reducing the pressure.

oil filter

As the oil circulates through the system, it picks up harmful contaminants such as dirt, dust and metal flakes. This is where the oil filter comes into play. When the oil (under pressure) flows through, no unwanted particles appear.

Spur holes and galleries

Splash holes and galleries are small exit points throughout the system for oil to seep through. They ensure proper lubrication of the many moving parts including the pistons, rings, pins, bearings and cylinders.

At this point, the oil has completed its journey and is returning to the sump.

What is high oil pressure and why is it important?

High oil pressure means the oil flow is restricted in some way.

This can either be due to a clog, a faulty part, or a problem with the oil itself. As previously mentioned, the typical pressure range is between 25 and 65 PSI. If this range is exceeded, something is wrong and must be corrected before damage occurs.

Proper lubrication is critical to the health of any engine. Without it, friction builds up and leads to overheating. When this happens, the risk of a cracked engine block or a blown head gasket increases.

Each of these scenarios is extremely costly to resolve (if repair is even possible). For this reason, it is best to take action at the first sign of high oil pressure.

What causes high oil pressure?

Faulty transmitter unit

The oil pressure transmitter unit controls the display on your vehicle’s dashboard. If it is defective for one reason or another, you will get incorrect readings. The only way to check for this error is to manually check the oil pressure.

To do this, you need an oil pressure gauge and an adapter suitable for your vehicle (we recommend using an oil pressure test set).

First check whether the engine has cooled down enough to continue working. Then shift the transmission into neutral or park and apply the handbrake. Next, locate the sending unit (usually near the oil pan). Make sure you have an oil pan handy as you will likely encounter a few drips when removing the connector.

Plug in the gauge, turn on the car, press the gas pedal and hold between 2,500 and 4,000 rpm for about 15 to 20 seconds.

Be sure to consult your owner’s manual to determine the correct operating range for your vehicle. If the pressure gauge shows that the pressure is in a healthy range, the problem lies elsewhere. Otherwise it is a faulty transmitter unit.

If you’d rather pay a professional to diagnose the problem, expect to pay around $100.

Relief valve malfunction

If you remember from before, the relief valve is not a complex component consisting only of a piston, spring and plug. It not only protects the engine from damage caused by high pressure, but also regulates the flow of oil through the block.

How do you know if the relief valve is the problem?

There’s no way to be sure without checking it out. However, if you start your car, drive it for a while and the pressure does not reach the expected level, this may indicate a malfunction of the relief valve.

Luckily, a simple cleaning should do the trick.

Clogged oil passage

As previously mentioned, one of the main causes of high oil pressure is restriction of oil flow. This can be due to blocking, which is a serious problem. This usually results from a buildup of sludge or carbon deposits somewhere along the oil gallery.

Unclogging is time consuming and therefore quite expensive. It requires special tools and in-depth knowledge of how to disassemble the system. The process involves cleaning the lubrication system. Including the cooling nozzles, through lines, nozzle pins, hoses and plugs and all auxiliary components.

It’s best to hire a professional for this service, although there are oil system flushing products that range from around $30 to $60.

Dirty oil filter

Most oil filters last around 3,000 miles, at which point you need to replace them. As they accumulate debris, they become less effective. If too much has been collected, the oil flow will be restricted.

Some symptoms of a dirty oil filter include sputtering or metallic noise, a drop in engine power, or black, sooty exhaust fumes. You can relatively easily replace an oil filter yourself at home, or hire a store to do it for you for $35-$75.

If your engine requires synthetic oil, you’ll have to spend a little more, up to $125.

Oil grade/type

In case you didn’t know, motor oil comes in different viscosity grades, which refers to how thick it is (aka oil weight).

The thinner it is, the easier it flows through the system. The thicker it is, the more pressure it needs to circulate.

It is best to consult your manual to determine what the manufacturer suggests regarding viscosity grade. Then you have to consider where you live.

The warmer the climate you live in, the thicker your oil should be. In cold weather, thinner oil is ideal, e.g. B. 5W. You also have the choice of regular mineral oil, fully synthetic oil or a mixture of both.

Plastics are known for their ability to improve engine health, although not all engines can handle them.

The importance of changing engine oil

Most mechanics suggest changing the oil about every 3,000 miles. However, modern cars, trucks and SUVs are built to last up to 10,000 miles before needing new oil.

Regardless, consistency counts. The longer you wait, the greater the chances of damaging your engine.

As oil ages, it begins to degrade and thicken. As you know, the thicker your oil, the more pressure it takes to circulate through the system. It also picks up more contaminants such as dirt, dust or metal shavings, making it thicker and increasing wear on your engine.

Frequently asked questions about high oil pressure

Final Thoughts

Car repairs are never fun, but it’s better to tackle them early before they get worse.

If your oil pressure gauge starts to go up, diagnose the problem before it becomes a serious problem. It is better to spend a few hundred euros now than several thousand later.

So that your lubrication system can do its job. Be sure to follow a maintenance routine that includes both frequent oil changes and replacing the oil filter.

Every element of the Cummins ISX is designed and manufactured to optimize reliability and fuel economy, lowering the cost of your oil and gas operation while maintaining excellent performance.

The ISX features the proven cooled EGR subsystem and VG Turbo. A Cummins particulate filter and coalescing filter complete the fully integrated system.

The ISX is designed for years of reliable service. Its turbocharger is a good example. With only one moving part in the hot exhaust stream, it is more reliable and durable than comparable turbos. Combine that with patented mid-stop cylinder liners, heavy-duty components and Six Sigma design practices, and you have an oil and gas engine you can depend on for years to come.