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Post by FUSION on May 5, 2014 15:35:27 GMT -5
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Post by truckerusa on Jul 22, 2014 7:54:09 GMT -5
ISX is one expensive engine to buy parts for. I looked at buying a truck with the 500hp ISX but started checking on a rebuild and got sticker shock from the parts list on this engine. I will stick with the Red Top I have!
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Post by FUSION on Dec 20, 2014 8:01:16 GMT -5
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Post by FUSION on Jul 9, 2015 4:09:59 GMT -5
This info above is still good info and money saving. Use it!
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Post by FUSION on Nov 1, 2015 6:49:45 GMT -5
10/21/15 - www.youtube.com/watch?v=SAQBbswpB-0Cummins Aftertreatment System - Driver Training for Cummins On-Highway Heavy-Duty Truck Engines Cat made the best decision in company history when they announced they would no longer make over the road engines for top brands in 2010. Many said cat would lose tones of money and yet the opposite happened and their stock as been near records ever since. There are more EPA emissions rules coming later this decade. The added systems are not only increasing the price of trucks but the maintenance costs. Those who complain about high shipping costs and consumer products prices in the grocery stores are the same people who write their congressman asking for those mean ole dirty trucks to be regulated more. You are getting what you asked for ;-) Each time my cost goes up... rates go up and it fillers down to you. Enjoy :-) EGR and DPF is the worst way to clean up your exhaust. An egr system is meant to lower NOx, but it generates a lot of soot. So they put a dpf on it, which generates massive amounts of NOx when it regenerates. Since NOx is produced by high heat and pressure, lowering either or both will lower your engines NOx production. We all know cooler air in = cooler combustion = cooler exhaust temps. We also know that lower compression means cooler combustion. So why the heck aren't they installing larger, more efficient, intercoolers along with cool air intakes? I'd much rather use more DEF than waist fuel do to DPF regeneration. David Blalock, you are correct to a point. The Diesel Particulate Filter does produce more NOx, but that is why 2010 and newer engines have Selective Catalytic Reduction (SCR). The SCR uses DEF to reduce the NOx the engine produces as well as that produced by the DPF. This was also covered in the video: Thanks to the EPA restrictions from 2003 onward, the diesel trucking industry has suffered reduced fuel economy, more expense, greater complexity of engine-control systems, engines prone to unexpected shutdowns for sensor problems or clogged particulate filters or non-functioning particulate burners, and even engine failures from DEF being put in fuel. With some emissions engines, if they are used around town in pickup and delivery service, the driver must watch the dash lights and not shut off the engine any time the engine starts a regeneration. If the drivers shut these engines off at the loading docks while they are attempting to regenerate, more than 6 times in a row, later the engines will shut themselves down for lack of regeneration. This has happened often after the truck has embarked on a highway trip - stranding the unsuspecting long-haul driver beside the road - the only remedy being to tow the tractor to a dealer for a reset of the computer to get the engine to start again. Trying to leave the engine running at a loading dock may be in breach of the rules of that facility. Because CAT could not meet EPA targets, the trucking industry lost one of their best engine options, and we are seeing more and more European engines replacing American-made engines. Such progress! This video points out that a stationary particulate burn-off can take 40 minutes, and if you have ever been downwind from some trucks during a burn-off, it is hard to imagine a pre-emissions engine smelling any worse. This video glosses over the fact that particulate regeneration is done by adding diesel fuel to the regenerator, increasing fuel consumption. Then add the expense of DEF. Wonderful. |
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