The goal of this channel is to help you to make good decisions when troubleshooting, repairing and operating your diesel engine system. In this field for over 40 years as a mechanic and foreman and now technical help I hope to help you with information I have learned in those years. Good Thinking leads to a well lived life.
UPDATE: Ok Joe, New ifsm. Made it better for 1 hour of driveing then it started pusing its fuel out again looseing its prime again.. Whats the long answer sir?
Man, you're a diamond ! Been puzzling over restarting my WJ Jeep today after a filter change... came indoors, watched this vid and got back to it. Third cycle the lift pump overflowed the filter, wound it back up and gave her some cranks. Job done. Cheers, buddy !
I have a 2004 International 9400i. Engine serial # 079067324 with model code # L942700. Cummins ISX 435ST 453HP. Withe the help of your video I manage to locate the PIN HERE mark as well as the mark on the timming cover. I'm installing a new air compressor but I need to order a PIN tool as described in your video. Found some PIN tools online but they all say for Cummins 2007 and up. My truck is a 2004 and my question to you is this. A PIN tool made for 2007 and up, can it also be used for a 2004 model truck with a Cummins engine. Let me know I would greatly appreciate it. Thank much for your video.
THe pin tool for the crankshaft is the same on all ISX engines from 1998 to present as of the writing of this in 2024. There is a green band on the tool. It should just be inside the edge of the hole so you cant see it looking straight down. Then it is fully seated in the crankshaft.
HELP! Joe, my cm870 is chokeing up and down rpm chugging under a load. Like its running out of fuel.Gets worse when the engines hot! I got a 100gph fuel pump pushing fuel to the ifsm. "Plenty of fuel" Idles fine.When you give it throttle it returns all the fuel that is sitting in the davco water/fuel seperator bowl 100 mile per hour to the fuel tank,, "Air locking the throttle" Looks like its returning its fuel out of the ifsm too fast.not holding fuel prime, Could the ecm be doing this to the actuators? Like its sparatically fireing the 3 front and 3 back bank of cylinders, "CHOKEING ON AIR" ..I did new injector o rings, re timed the engine, new engine wire harness, new fuel pump, new "cummins timing and meatering actuators" still does it. No blow by, Truck egr was deleated in past,No pressure in coolant..no coolant in fuel.. Also no data link to the truck data link plug.. motor was in framed 800,000 miles ago,,Is ECM a possibility? Could the IFSM be cracked? HEAD cracked blowing combustion into the fuel return? Like its getting air from the ifsm-head area. thank you
Why was it pushing fuel back to the tank through the primary filter at such force I am wondering... I do not understand what was going on there. I posted a longer reply but deleted it after I saw your response. This was a new one to me. Thanks for sharing.
I've been using Better Diesel's FBC (fuel Bourne catalyst) for the last three months, also sold by Pittsburgh Power as Max Mileage FBC, and it's reduced my DEF consumption from two fill up's a week to just one. When my truck does do a regen, it's for only 5 minutes now. This catalyst improves the combustion process, making it more efficient. It burns the carbon and soot build up. It's expensive stuff, but still worth it to me. No emissions problems at all since using it. Y'all should check it out and look into it. 2017 X15, 742k miles. Another good, informative video, Joe. Keep them coming.
There are good products out there and I appreciate you sharing this. The change in def consumption is nothing short of amazing. I don't understand the 5 minute regen I would have to see a data log of all parameters if i was asked to explain that. Thanks again.
Hello when driving how often or miles how often should the truck to a passive regen driving. I feel it excessive. And sometimes it will pour white smoke out the pipe during the regen. It don’t think it do this before we clean the filter. It’s on 2013 Cummins isx15
Your engine's normal ballpark for regenning is somewhere between 35 hours to 80 hours between regens. That is when everything is working correctly on the engine and aftertreatment system. The number varies greatly because of factors like duty cycle, ecm calibration, Your route, engine and aftertreatment function etc. You need to have someone hook up INSITE software and pull and image and look to see what is going on. There are many things that can cause the issue you seem have so you need to see what is going on before you make any changes to anything. I know it is more cost effective to clean filters but cummins recommends and our fleet has seen from experience reused filters almost never give you a full service life. Most are damaged internally but look good to the eye. Last I just had a unit with frequent regen and it was the DPF sensor. No faults at all just regenned every 8-12 hours and a sensor got it back to 35 hours between regens.
Your timing on this couldn't have been better. I've noticed my def useage is increasing slightly. I'm not seeing any crystilizing in the decomp tube yet. I at least have a direction of what numbers to be looking towards. Thank you.
I have this on my 2012 cummins isx. Check engine light comes on when i put the peddle down a lot. Then goes away when i take my foot off the peddle. Spn 157 fmi 18. I will change filters and add lucus. Maybe biocide. The water separator is black. Im not sure why...algae?
If it is algae then the fuel filter in the water filter will be slimy. If you run fuel tanks low and it gets very hot fuel can darken from the asphaltenes heat darkening.
I am not sure what an L5P is but if it has an ecm most will keep a record of at least hours. Ask for a trip print out from the engines ecm. You also can make a fault by powering up the ecm and unplugging sensors and usually faults have a total time stamp with them. figure 50 miles equals the equivalent of one hour.
Glad you got it fixed. Cummins started putting loctite 609 on the tapers on the cam gears. If they put that on it should not happen a gain. thanks for sharing.
Joe, Im getting a "no data link" sighn on my 2005 intl 9900 ix vin 2HSCKAPR55C007468 going to my cm870 sn# 79063024 cpl8519.... Fuses look good, also try'd a different speedometer/tach assembly and engine wire harness.Truck has NO cab controll module and NO CHANGE! What next??
Also the same truck is chugging under a load... Good fuel pressure. Injectors passed bubble test. Do I want new o rings on injectors and check the engine timeing? Could the cam of slipped?
what happens to thease when you run them out of coolant? My fan belt jumped and knocked a hole in my coolant hose andit dumped all its coolant. Is 250 degree damageing liner o rings? Air compressor?
If it sounds ok it might be fine. If you hear any strange whirring noises when at high rpms you need to check for a scored cylinder. If it has been overhauled since original and has the monotherms 1 piece steel pistons I would not worry about it at all those are crazy tough pistons. The air compressor should be fine.
Of course ohm out the data wires to make sure one is not broken. Next pull all the connectors and inspect for discolored or tarnished pins on the data wire connections. Last have someone reload the ecm calibration they did have trouble back in the day. with the ecm stopping broadcasting some data link data. I only saw 2 ecms over my lifetime of work that had the data broadcast chip fail in the ecm. Usually it is a connection / wire break or corrosion issue.
I've got an ISX15 2250 that is losing prime after it sits awhile. It's holding pressure at the rail when doing the rail decay test in InSite. I hooked a clear hose between the water separator and the priming pump. I also tried bypassing the separator completely. It'll suck fuel (no air in clear hose) and it'll run...but when I shut off the key...the fuel will run back and empty the clear hose. Also, I can hear fuel running back to tank after shutting off the key. I can also hear fuel running to the tank while the priming pump is running. My electric priming pump is only a few months old. Is there another check valve that could be allowing fuel to run back to the tank on the suction side? No leaks have been found) (I also get an intermittent 559 code under heavy load sometimes...not sure if it's because it's sucking air on the suction side somewhere)
Put a dump line on the filter on the engine and run it into a bucket. Put the ecm in dyno mode so it reves up to 2100 rpm. You can also have someone set the wo/vss parameter to 2100 and it will always rev up that high. (That setting is to protect the engine from cold reving and to stop drivers from disabling the vss and driving as fast as they want too. ) Run the WARM engine up to 2100 and watch for air coming out of the dump line if no air its not that issue. The primary filter on the frame is a big offender when it comes to this. If you have a way of bypassing that filter completely run the truck with it bypassed until all the air is out. then let it sit over night and see if your problem is gone. The return fuel has to be under the fuel level in the tank. so the return has a stay tube in the tank as well and it must stay under the fuel level or it will drain back. Make sure it is not cracked. You can test this by blocking off the return at the tank after you shutdown and then rehook it next morning and see if it starts up. I doubt it is the lift pump. Make sure you dont see any damp spots at hoses or pressure lines(soft lines) if you do that can cause a drain back but does not actively leak.
@@ENGINESHOPJOE hi Joe. I ended up pulling the top off the fuel pump and one of the springs were broken and a plunger was down and wouldn't return up at all when pressed. Then looked in the bottom of the pump and a tappet is seized and roller is gone. I can't get the tappets out to inspect the cam. Not good I cut open my oil filter and didn't see any metal after pressing the oil out so hopefully I caught it before anything too terrible. Replacing the whole pump tomorrow.
I am learning so much from your videos. I'm a retired mechanic turned owner operator. So obviously, I don't see the problems that you do. But that doesn't mean I can't learn from others experience.
I learn so much from people who decided to pass on what they learned over a lifetime by sacrificing time and money to build a channel. Unless you have tens of thousands of subscribers and massive views you really are working at a constant loss of not only money but time as well. I recently was struggling with using a garmin device and found a channel where the guy walked through how to accomplish what I could not figure out. My mistake was trying to use the garmin software like a phones map program and not understanding their terminology. And the list goes on for me.
Another thing to check on the Chassis Load Center (CLC) on the Peterbilts and KW's is that the cover is fully latched and silicone seal is in good shape. Corrosion also likes to build on the main buss bar in the CLC. Seemed like the electrical architecture update on the 389's to run the digital dash fixed a lot of these issues but times change and they cancelled production of that beloved cab! Mentally preparing myself for when they sunset the W900, progress isn't always forward!
paccar mx 13 always have fuel pressure problem..lost power fuel peddle is hard and check engine comes up when trying to accelerate over 65 when loaded change both fuel pumps and fuel air filters. Shut off check engine lights come up..
@@ENGINESHOPJOE the 6.7 is a great engine, very little trouble mechanically and pretty decent to work on. The 4.5 is more troublesome. I’ve seen a few spit out front crank seals for no good reason, and several catch fire due to the egr cooler being directly beside the composite rocker cover. (Burst coolant hose type overheat) My biggest bugbear is the injector pipes passing through the rocker cover. 😡
Is there a location on the DEF pump to connect a gauge to constantly monitor this pressure ? When a DEF pump tank runs empty is this a standard procedure to remove the air from the line ?
Great questions. No port to measure pressure. The pressure sensor is built inside the def pump. The def pump is capable of priming itself but if it can't for some reason ( usually that is dirt embedded in the pumping seals or its a new pump and the seals are dry) We pull the line off the def doser that is mounted on the dosing pipe to let air easily escape. I am referring to the Non UL2 system. In extreme cases you can put a piece of hose on the inlet to the pump and put the def supply (bucket or box) above the pump with the line off the injector to get the air out.
Thanks Joe! Don't know much on Cummins side but isn't the XPI fuel system a Cummins Fuel Systems product with Scania joint development and some of the midrange and big bore stuff is supplied by Bosch so maybe reason is different supplier strategy? The electrical connector looks like a Bosch Kompakt 1.1 on #3. On Delphi common rail, the rail pressure valve is a current controlled valve to keep it closed. If it gets unplugged or circuit issue, rail pressure goes to a limp home mode because has a spring loaded valve that will allow about 4500 PSI in rail. The ECM stores in memory the current required to keep valve closed, so usually you have to perform a reset in ECM is you replace the valve. The Delphi will actually use the release valve under certain conditions and runs self test during operation so it isn't just a safety relief valve. Thanks again, Steve.
Yes scania and other manufacturers do joint ventures on systems. They share engineers and it is a web if we tried to sort out who is who and who did what. Cummins was always smart enough to know their limitations in the moment and worked well with others. Im not sure of your age but when you are looking for something to do down the road you should start a channel or web to share info. Understanding what is happening and why is what makes a good troubleshooter,, tech, teacher. You have all that. I appreciate the comments and know that it helps many people. My friend and former colleague David Turner, God rest his soul, used to say "The world is round - it always comes back"
I have a paccar mx13 epa 17 and I changed my doc and dpf all the sensors. The turbo actuator. And the egr valve. And for some reason my doc is overheating during regen. Could my fuel dossier cause this. Thanks in advance
We have about a dozen of these engines in our fleet. We have had a lot of injector problems. There is a special flush and I think software update that has to be done. Paccar dealers have been fixing ours. I am not that familiar but if this has a seperate fuel doser injector it could be causing this yes.
Thanks for your videos... I have a problem with my x15, which started at 75k mi. ..now, at im 130k, went to different dealers, nobody can fix it. Started with the same noise and little vibration. Then vibration got bigger... done ride height adjustment, angles, wheels runout, driveshaft runout, etc....was blaming transmission. Now vibration is a little different(more in a gas paddle, floor, hood, steering wheel) I have a lack of acceleration, noise like on your video sometimes, when accelerating a little have "helicopter sound", and my mpg is grazy.... some times it goes up to 13mpg, but when i have little hills it would go to 4-5. When I idle its no stable either jumps from 0.4-1.4-0.9 gph... after months in a shop feels like dealers know what's going on but dont want to fix it due to warranty. So frustrating.... please help me out if you have any ideas& thank you
If you have had the injection pump or air compressor removed and not put back in as it came out gear trane noise can occur and the sound cummins akins it to is a helicopter sound. That in and of it self should not affect fuel mileage. I would pressure test the entire intake air egr system. How> pull pipe off turbo compressor housing and put a test plug in that boot. Put in about 5 psi and soap all egr/exhast/intake /charge air connections. Then I like to spray bubble soap on all mentioned areas. You should have no leaks seen by the presence of bubbling. Fuel mileage is affected most by boost pressure fluctuations. If you cant find anything take it to a Cummins sales and service. They can call a DFSE out to find the problem and he will. The bad news is if it is an air leak or cracked charge air cooler etc that is all billable. You should not be charged for the DFSE but all the shop labor to fix it you would. I am assuming fuel restriction at the gear pump inlet has been checked and is <8.0 INHG max. Then fuel pressure in the on engine filter out port is at least 150 psi @ 1800 rpm. Fuel return restriction(Measured as pressure) should be 2 psi max.
@ENGINESHOPJOE No air leak was found, but there are bubbles in davco fuel filter housing. Enjector return test passed with only 1oz. Of flow. High pressure relief valve return flow test 17 drop and max 10, fuel pump return test 14oz. with champagne bubbles. Replesed TRV ...bubbles in davco still present. I thought I shouldn't pay if my engine is under a factory warranty? 🤔 thank you for your help sir
The engine itself has a 2 year 250k mile warranty but injectors are usually only 125k then warranty drops off injectors. Most truck makers, that is the chassis only have a one year warranty. So if the fuel filter on the frame was bad (not cummins) then after a year or 100K miles that is out of warranty. Anyway that is how it works for paccar chassis. Think of just the engine on a shipping skid. That is all cummins is responsible for as far as the engine goes. They do also warranty aftertreatment if supplied to the OEM with the engine. But cummins does not warranty def hoses or def tank or wiring between the engine and aftertreatment. That is OEM. When these parts first came out it was a job figuring out who warranties what. The short of it is connecting hoses, wires and piping are oem covered and dpf scr def pump and def doser are cummins. Im not sure what is wrong with your truck. I would put it on a dyno and hook up fuel restriction at the gear pump inlet, fuel return psi at the return manifold on the engine, Measure pressure in the on engine filter and run it at 1650 rpm full power and watch the numbers while i data logged all parameters to see what the sensors on the engine are doing. A boost or exhaust gas pressure sensor going bad can cause random power losses and the turbo to make strange sounds like barking or chuffing. Let us know what they find.
So with KOEO at sea level barometric pressure, exhaust pressure, and intake pressure should of all been around 30 in Hg. Correct. Also does "degraded" appear just when the ecm doesn't see value in specified parameters range? Love your videos, great info.
I recently had a fuel line rupture. The code is 157 18 I replaced it and although the amber check engine light went away. The plain amber light is still on. It’s a 19 freightliner with a Cummins x15 efficiency series engine. Will the amber light eventually go out or am I going to need to pay $200 to have freightliner eliminate the light?
@@ENGINESHOPJOE thanks. It happened around 4am on June 1st and the amber light didn’t go away until around noon on June 4th. Just about 72 hours after the repair was completed and just a couple hours after i posted this question.
I have found that if the clean air intake piping and air filter is maintained and dirt if kept out then usually the turbo is a good next place to check. Cummins also lists the air compressor as a possible crankcase over pressure source but I have only ever seen that one time.
Say what the problem definitively is . And stop speaking nonsense. Tell what the problem is and how you got to the solution. You didn't explain the cause of it at all.
Leonard I understand your criticism. You want the answer to stop the 3712 derate. Here it is. There are over 500 fault codes that will cause 3712. The ECM software can erroneously cause it in some cases and there are about 8000 different ECM calibrations. Automotive, Construction, Marine and emergency calibrations all behave differently when to comes to “when to derate the engine”. I am thinking you did not realize that 3712 is like hearing a siren while you are driving. Is it an ambulance or fire and what is the reason the siren is blaring?. I hope this clears it up a little more. My rambling was to try to convey to the marine and construction and automotive and power unit folks who watch my channel that there are many reasons this derate occurs but that IT IS NOT THE PROBLEM JUST A CONSEQUENCE OF THE PROBLEM.
@ENGINESHOPJOE Cummins insite allows you to see history codes stored in previous saved workorders. When you view previous workorders, aftertreatment history codes are present. Usually, inexperienced mechanics clear them out causing the two codes you mentioned to come back as active or sometimes inactive. The information you gave was pointless. Usually, history codes are stored that followed up by those two codes. Calibration should not be done unless primary after treatment codes are dealt with. Explain it thoroughly. Explain how to find those codes that trigger the two codes that you mentioned. Lazy mechanics recalibrate the system because they have poor diagnostic skills it may tweek ecm parameters, but it also clears the codes and resets the eeprom. Once the ECM collects the engine data it will set off those codes again. In my case, what caused those two codes to appear that you mentioned was a bad dosing valve. I found that out by pulling up past history codes found in previous saved workorders. The code triggered 37 times. Clicks and likes will come if your information is effective and not evasive
04 ISX 435st. Truck is BARELY running. Throws spn 94 & 95 low fuel pressure. I tested at the #12 fitting (250-280psi@idle) (290psi to the floor). BUT, I tested at the # 11 fitting, and It reads 0. With the compucheck fitting, and with a directly threaded fitting, still 0 psi. Just curious your thoughts, thanks!
Fitting 11 is the suction side fitting and should read less than 12 INHG maximum with a dirty filter. Fitting 11 reads suction vacuum and never should have pressure on it so that is good. The gear pump is doing a good job at the pressures you listed. There is a compucheck fitting on the bottom of the IFSM pointing straight down and that should have the same pressure the fitting off the gear pump has. That is the pressure the actuators sees. If the pressure at the lower compucheck fitting is low you have a problem with the fuel pressure regulator that is screwed in under the fuel solenoid. But before you buy that take off the fuel solenoid ( wire on it) and take all the plates out and put the solenoid back on and see if it runs good. If yes replace the fuel solenoid magnet and all the plates inside. Also called the shutdown solenoid. The solenoid has the voltage system it needs stamped on it. IE 12/24/36 etc so buy the correct one if that is your engines issue.
Ram the pressure checks, and test on shutdown solenoid as suggested, still barely running, still throwing low fuel delivery pressure. What should the lift pump pressure be? And where is the best place to test the lift pump pressure? I’m starting to scratch my head more and more with this truck lol. Any more suggestions would be greatly appreciated!
My fuel shut off selanoid keeps burning out and idk if it’s my ecm or another issue. So I took out the accessories behind it and run it direct. And not even connected to the ecm and it’s running fine so far but I would like to understand why this issue persists I keep changing new fuel shut off seanoids….smh I even had one mechanic got wire it directly to a 12v source around the engine and it worked for almost a year like that until I had an issue with it again recently. It’s a nightmare these so called “mechanics” can’t figure it out..
First those solenoids are made to run in specific voltages. The ecm calibration determines what voltage is sent to the fuel shut off solenoid. Most North American on highway is usually 12 volts. Have someone check what voltage your calibration is set too and then make sure you have that voltage stamped on the solenoid you buy. Next make sure the engine has a good ground. If you have a two terminal solenoid then you need to supply a remote ground to the solenoid and if you don’t it could cause early failure.
If car doesn't start after fuel filter change, just spray easy start or brake cleaner into the air intake pipe afte the air flow sensor and start her up with full revs at the same time, you will need help. She will will fire up, hold the revs and she will be good again 👍
Letting the mid week special shine a little 🚨 on me! I haven't even watched the weekend edition yet!!! Good as always, trip down memory lane. Had three CM870's, pretty good luck with them. Had the occasional weird injector issue that would cause them to sound like a John Deere A and blow smoke rings, narrowing it down to repeat at shop wasn't always easy but usually was an injector. I just assumed it was the metering check valve or the drain regulator in injector not allowing plunger to fully seat at end of injection, had one or two CM871 that would run on when shut off that was also bad injector. HPI-TP was a fuel system with a lot going on and it appeared Scania helped in the development because the fuel pulsation dampers had Scania cast in them if I remember correctly. Thanks again.
Thank you joe. I was the one asking about this ... yes I have cleaned the intire system including the tanks. Every fuel line.. I have noticed this week when it starts loping I can kill it.. turn the key on let the pump run a minute and start it . Will go away in a few seconds.. may not do it again all day or may at next stop.. I don't fill like it's a injector because it runs very good .. but never no.. where could I get this icm updated? May try this next.
All new fuel lines from tank to motor pluse in-between fuel cooling plate.. I put different mettering on fuel and timming didn't change anything.... no fault codes. Just says de rate fuel 1.2.3.. all fuel pressure are good no restrictions.. just had overhead done so that should be okay also. .. so I'm thinking like you ecm or injector..
At this point I really don’t know what is wrong with your engine. I will tell you this. I have had alternators that had a diode go bad and start leaking A/C into the electrical system cause strange problems. There is a video on my channel about that. I also have had wiring harnesses cause strange problems like this. Make sure there is no oil in the harness plugs at the ecm ports. The Jake wires were famous for letting oil get PULLED into the harness. The ecm breaths through the harness. Once oil gets in the harness it breaks down the insulation and allows cross talk between wires.
If these computerized diesel engines are the result of "progress", heaven help us! A world away from a simple "Big cam 400" where the average diesel mechanic in Anytown, USA was qualified to repair them!
My favorite HD diesel is the ISX CM 570. No emissions and was a beast when it came to horsepower and torque. Simple software and good ecm. Today emissions regulations have caused the volumes of system parts added on to engines. I would go back to the first gen ISX 600 but with all the mechanical updates to fix the mechanical problems. Having said that. I like that we are putting way less bad stuff in the air for our kids to breathe.
Dang mid week treat today. Joe your the man helping your fellow man,that’s really cool of you. I’ll add my two cents in here real quick, this new fuel we run is a big problem for us, it really drys and wears parts out quick. I would pull my meters apart and clean them when it would idle rough, fill the fuel filter full of Lucas and force it through the system and it would help. I noticed the metal plates on the meters/ actuators would gall,so with a little love and buffing you could make them not stick.
sucking air, inlet screen plugged, worn main fuel pump drive(shaft) gear wear, if the stratoflex hoses have never been replaced i would do those. are you saying the front and rear actuators are different, was unclear, as in any testing of them cummins says to swap timing and metering to check the actuator, dont ever recall swapping front to rear.
I got 07 Volvo vnl. With 860 Cummins. No have no Jake controls or cruise control. It ideals. Fine. But no fuel response. Id appreciate. Any advice. Love your channel. I had a guy plug it to it and he said it's not communicating. It. Is supposed to show what. Number of cylinders. I've checked all the fuse by the battery. And the switch. Is there some kinda after market. Harens that I could just plug in. With out having to do the hole thing
Check the foot brake switch and the clutch switch. Those usually cause this problem. By the way those switches are not the same switch that turns on brake lights. The engine ecm has its own proprietary switches for those two pedals.
Joe I need to ask you a few questions..I've been fighting my cm870 2003 isx fpr about a year..it will just start idling very bad at red light and the next red light will run fine..soon as I take off it runs fine.. so it will be loping very bad at low rpm. And go away soon as I give it fuel..any help would be great from anyone..thanks troy...
There are a few possibilities of what could be causing this. I will do a video in the next couple days Discussing your issue. There is too much to type for an old guy like me LOL
