In my opinion and 16yrs experience..if you drive your truck like a racing car …like they do over here in North America…expect things to go wrong pretty quickly..2.4 million on my Cummins six…an still going strong 😎
I couldn’t agree more. No warm ups , pull hills at low rpm ,pull in to fuel just turn off engine No run down , stretch out services to ridiculous miles then wonder why it fails. Service it warm it up run it down don’t cool it and it’ll serve you well….. any engine
This is the best video out on what needs to be done with ISX motor Cummins should pay half the cost or all for the piece of junk they put out some guys have gone out of business because of this.
It is in the manual, Cummins Quickserve, it is free, all you need to do is register your Engine Identification Number with Cummins and they will give you, for FREE, everything the dealership has at its disposal. Complete instructions for diagnostics, repairs, schematics, parts, etc., everything you would need is right there, including the procedure to properly counterbore the block and which tool to use. Unfortunately, many Cummins trained and certified "mechanics" never read the manual. I learned this first hand after going through just this, a blown liner, Cummins shop, they never cut and shimmed the block as I instructed them to do. Seventy thousand miles later, blown head gasket and a trashed head... This time, I rebuilt the motor myself, and had a very good friend with the cutting tool prep the block. I rebuilt that motor with an iPhone and a bag of simple hand tools. That was back in 2016, still driving it to this day, knock on wood, without issues. And if you ever do take on a job like this, follow the procedure in regards to priming the oil circuit... The bearings I took out of the fresh in frame looked like they had 2 million miles on them. That Cummins shop skipped that part too, it is in the manual.
Nice content! There is no way the consumer should have to pay one red cent for this obvious manufacturing oversight. As a tool maker, 0.010 to 0.020 is a football field. They should actually be forced to pay for this literal machining in the field. Good stuff
I definitely had that problem with one of my isx15. I blew another and I'm willing to bet I had that problem, but I was ignorant of a lot of this information back then.
Counterbore and liner fretting is caused by block being torqued under load as well as the ledge being to narrow and not supporting the liner properly.I set the liners at .014 and use stainless shims.Also have a friend making block stiffener plates that go between oil pan and block(like the M11’s had).Fretting more common with the higher torque engines.For what its worth the DD15 engines are having the same issue and thats a mid stop liner as well
very useful information we just got a 4900 western star with a 600 cummins and have suspicious about it already its 2010 model this is extremely useful to know.
As we found with the gm 350ci the later blocks had more issues with machining was because gm didn’t replace there tooling that often so the tolerances were effected, it’s probably the same case with the ISX blocks
liners have been a problem since the small cam 250's that i can remember. they were upper press fit then went to lower press fit now to this slop and flop. mack never had the problem with the liners(dry) cut my share in the old days and yeah that tool chatter wont work. i hated those gravity fed cutters for that.
Nice chatter marks thats what happens when you take giant cuts. Liner will push shim into marks which can lead to another head gasket problem and cut block again.
Head G. blew out near the head bolt but instead of just simply blowing out the side in between head and block, it finds its way into a coolant passage, pressurizing it.
This is the EXACT reason I had Cummins rebuild my ISX including cutting the counter bores. They produce the engine, if they screw it up they pay to correct the problem. Cummins even warranties their parts if an outside shop put it on. I have nearly 100k on my rebuilt CM871 ISX and it runs perfectly. I've never had a problem with my engine and has nearly 1.5 million on it since 2008.
Ha ha, yea Cummins warranty. I was a transit bus mechanic for several years. We sent a bus to Cummins Rocky Mountain in Denver for a new M-11 engine. We got the bus back, and it kept setting low oil pressure codes. Cummins came out and replaced a melted Teflon thrust washer in the front gear housing. Still keep setting codes. An engineer came up with a “fix”. Drill into an oil passage by the air compressor. Then drive in a restrictor plug they fabricated. Still had low oil pressure issues. Cummins would not consider pulling the engine, or tearing it down. We just ate it, and retired the bus. I lost all respect for Cummins after that.
@@redmesa2975 I would have too. I've managed to have positive experiences with Cummins all around the country so I consider myself fortunate in that regard.
Don't want to be a debby downer but for a few guys it's worth mentioning it's worth doing basic checks make sure the head and deck of the block are true alot of guys run with a bad head gasket longer than they should it will take out some material and will cause issues with multiple head gasket especially if the guy before you went with a die grinder to clean the mating surface and hogged out a low spot with it.
AWESOME! I love the non-vertigo enticing speed of the filming. Cannot let the Caterpillar Man take all the CZcams space ... I drove for a guy in 2017 that said he had to rebuild his l2913 400 ISX after 340,000 miles. Blew my mind. Now five years later I know why. I loved driving with the motor: I just wanted a 13-speed transmissuon for them Georgia hills and them Tennessee mountains.
I had an isx fail at 750,000. The plastic injector cup broke. Took everything to the oil pan at 65 mph. It had bad blowby Boss said driver till she blows.
This makes me feel better. I just bought a isx with 500,000 that has been rebuilt and counterbores cut. My freind was telling me it was a problem with “soft castings” and my rebuild wouldn’t last any longer then the factory build.
The engines i've done this too over 8 years ago have surpassed what they lasted stock. If done right you'll be in good shape for a while. Just be careful to never let these run low on antifreeze. they are very picky about that.
I'm 6 years on my rebuild, my buddy cut the block and shimmed the liners, I did the rest... If done properly you should have a million mile motor, just don't lug the damn thing under a load. Keep the motor at that 1500 rpm and above, or you will beat those liners right out of the block, no matter the protrusion height.
A couple of questions. Should you not torque the cutter as well as the liner hold down bolts for more consistent readings ? Also, does using a ratchet to turn the cutter head leave a small dent in the cutting surface every time you stop turning and reach for a new bite with the ratchet? Wouldn't it be better with a gear reduction 90 degree drill for steady rotation and less side load of the cutter tool? Just wondering.
Yes can definitely torque the cutter, as far as using a power tool, the tool manufacturer recommends against it for this cutter. I fo agree it would make a smoother cut, but as long as your careful it'll come out good. If you rush it you can leave marks like you describe.
I prefer the Monoco cutting tool, have done hundreds of engines and never an issue with it. Always use a cummins head gasket as the aftermarket have shown issues with leaks at the corners. That block deck looks like it was cleaned with a wiz wheel die grinder which is not good, as mentioned else where. I use a 12" flat sanding tool with scotch pads, works nice. This is a common issue as well as others things and keeps us working as long as we can get parts these day.
I'm more of a fan of pulling the engine and sending the block out to get the counter bores cut in a proper horizontal boring mill and then measure the liner depth and fly cut the block face to set the liner depth, I also get to actually clean the block and paint it properly
What is the max you cut the counter bore ,you said on one cylinder you cut it 024 and when you installed the liner you you said you got to cut .013 more
I didn’t know there were any mechanics left! Most are Technician/part changers. Outstanding work! I’m in the market for my first semi and everyone I speak with say to stay away from ISX engines. Most trucks out there are ISX. Are the engines around 2000 year models have any major issues?
Cummins deliberately sets the liners too low so the gaskets fail as soon as the engine is out of warranty. Those engines have made Cummins a lot of money and put a lot of owner operators out of business
Just a DIY myself but looked like ur cutter was cutting hopping cuts mite b need whetting some Got stone to attach to tool smooch cut surface with stone or sharpen your tool with ?
There were the best motor hardly smoked didn’t burn much fuel drove a tank truck for a guy 40000 hr did the main bearing shells once were in farm tractors dusty conditions ran forever let’s get ride if that and millions spent on diesel from everyone going to the shop non stop with DEF lord help us all
@@regconrad7783 and it was nice on fuel mileage and parts were cheap , I just overhauled the peterbuilt I got with that garbage isx only had 680,000 and some change on it. Bring back the n14 bring back the 60 series Detroit and let us take a little money home to momma instead of spending it all on these garbage engines they have now
Sales pitch for K Line. Any machinest just clamp a 1/4 lathe bit to one of the old liners and turn by hand. I have done it on cat and it can't be much different on cummins.
Good video. Is there a reason Cummins design the liner flange to be down in the block rather than at the top of the cylinder. This design must put a huge force onto the liner, rather than all the forces be around the top flange? Thank you.
According to an engineer friend of mine, it is a poor design. If it had a bit of an angle to the cylinders/liners, instead of the 90 degree design, the forces of the pistons beating on the walls would be reduced, allowing longer life out of the motor. What you can do to alivieate much of those forces, is to not lug the motor, under load, below that 1500 rpm mark. These dealers, and Cummins, say for best fuel economy to run these motors under load all the way down to 1000 rpm. Well, you do that, you are simply beating the hell out of those liners, and the reason many fail. Another huge contributing factor, are these God forsaken automatic transmissions. They are set up with very low RPM shift points. These shift points can be adjusted, and should be to get any life out of these motors and transmissions. Your motor and transmission will thank you, and add more than a few years to the life to both components.
The top of the liner is where peak cyl pressure is along with combustion expansion. Detroit made a taper seat for the liners just above the liner oring pack to alleviate this
I always thought that liners were mounted at the top and free at the bottom so they had space to grow down with the heat so I suppose if you was to apply that theory here as the heat builds up here the liner is growing upwards into the head bitting tighter into the fireing ring.I would wager the problems happen more from engines doing a lot of stop starting and being allowed to cool right of relaxing the liner back to size and the growing back up again repeatedly.
They don’t make them like they used to . My old M11 450 Cummins ran a million miles and never broke down . Then i went to an ISM 500 and the same again ,over a million miles .
So when you get the bores and liners properly cut does a properly set up cummins eliminate the liners dropping issues the have or has many miles to do guys get out of a properly built cummins?
@@jaredclark1829 done a few like this with good results including the ceramic manifold. They are the quickest trucks in the area. Only down side is loosing that 3rd stage brake. I haven't had any experience with the aftermarket cam to retain that function
I think the single cam engines better, less moving parts and the benifit of common rail injection. But as far as out of the box stock reliability, the ISX ive seen last the longest would be the early twin cams.
@@zedperformance I'm a living witness I currently own a 2007 isx 1.4 million miles everything original never changed a single injector..the only thing I'm faced with is a front crankcase leak
@@jeffreyweston900 Watch that soft aluminum on the front structure it it is leaking at the oil pan. Do not use a zip gun, hand tools only, and be gentle. The torque specs and procedure are to be found in Cummins Quickserve. It is free, just register the EIN with Cummins.
Don't lug the motor under a load, keep the rpm up above 1500 rpm at all times. If you have an auto transmission that is set up to lug, get it recalibrated and get those shift points up where they should be. When you lug a Cummins, due to their design, the forces on the liner walls are magnified, and simply beats them out of their seat in the block. The higher the rpm the lower the forces are on the liner walls.
@@michaelwright1602Yes, this is literally the lack of strength in the block that is showing up in the down speed trucks which are the majority these days. Cummins has a serious problem on their hands with this x-15 block
I use to work on the older 855s NTs and NTCs. Then moved to the N14 which I really liked to work on. Glad I’m out of the business now. Don’t like the newer engines.
how do you get the inside of the block (around the liners where the coolant flows so clean from dust/debris? I'm always afraid of getting shit on the rod journals/oil holes.
There's foam plugs that come with the cutter tool, block off just below the counter bore lip. Then I always vacuum out before removal. It's a good idea to cover the rod journals with a rag zip tied around them also.
@@midnightt6991 I hate to even think how many Maxiforce DT blocks I had to cut over the years, it was like they had block and tooling crocked at the factory. Good luck, just remember, it's a Maxforce, it can't be fixed, just temporarily repaired, it will be back, hell I paid for 3 vehicles and a home on VT365's alone, lol.
@@midnightt6991 I've made a pretty good living keeping a fleet of Maxxforce DT powered school buses going. About the only way you can make them reliable is to delete them. None of ours are either by the way. If you are hellbent on killing them faster then throw on a Bulletproof egr cooler. Sends even more exhaust into the engine.
It works well. Just gotta be careful. Have only used it on Cummins. Although might have a cat coming in this summer for a cut. I’ll make a video if so.
The single cam cummins will have the high pressure fuel pump, which should be rebuilt every 400,000 miles, yes, they still grenade. They are model numbers CM-2250, CM-2350 and the new X motors. The CM-570, 870 and 871 are dual cam, one cam for the exhaust and one for the injectors.
@@michaelwright1602 I dodged that fuel pump. My mechanic caught that at the first sign of trouble. Replaced that with the new updated rod one. As for my engine I was wrong, I have a 2013 ISX1 I'll look into the model number on the plate later. Thanks for the info!
@@zedperformance One of my excavation customers has a 2006 DOHC ISX. I don't know alot about it, but it sounds like he will be good. It's at just under 700,000 miles right now.
If this is a common problem with this model of Cummins motor and with the given Cummins is a worldwide name the Directors and Management of Cummins should be jumping in here and tell there current and future customers that they are all over this and they have remedied the problem for future engines
@@zedperformance So from the relative safety of the South Pacific and given this mechanic told us this was the third head gasket [alas he did not say how many miles the motor had incurred whilst consuming head gaskets at an incredible rate of knots] One could be forgiven for imagining anyone buying one of these motors would be handed a workshop manual and a set of head gaskets as he or she left the dealers yard accompanied by the words here you will most likely need a set of these. Many outside he States are watching the John Deere software retention issue with amazement Finally and in the spirit of humour the States are an amazing place Where else in the world would you have a nation of people trying to make tea by tipping perfectly good English tea into salt water
I work at Cummins, and we fixed this issue about a year ago for new engines. It was a tough problem to solve. Not all problems are easy to solve or are easy to test for and this checks both of those boxes. It was less of a problem after the shim was installed under the liners for the ~2013+ built engines, but higher cylinder pressures didn't help as you got closer to today. Moving forwards, this should be fixed. Also, don't exceed 0.014", as this has a high likelihood of making the rebuilt engine fail significantly sooner. When rebuilding these engines, make sure to follow the latest service procedures and part numbers (liner + shim combo).
@@MrPizzaman09 Gee finally solved only took what 10-11 years. Cummins is a very poorly made engine terrible fuel economy, performance and they come a part far too easily. Cummins doesn’t stand behind their engines if you do have a problem they’ll do everything in their power to bandage the issues so the engine lasts till warranty expires then they’ll say it’s your problem. And for all practical purposes a C-12 Caterpillar will run circles around an ISX and get better fuel economy all day long even if it’s sick.
@@MrPizzaman09 Not really tough to solve just change block design to a top stop cylinder liner but give it a wide flange and a liner with a generous radius and an inch of slip fit support below the lip so the liner doesn't vibrate and rock and wear the uppers like the N14 did. The problem with mid stop cylinder liners with lots of heat cycles leads to issues with wear and distortion as seen here. The bigger the engine and the greater the stroke length the more this gets to be a problem.
If you need this quality of work, and a real warranty, Haggai Automotive and Diesel Repair in Griffin GA is your guy. They specialize in Cummins motors, one of the best shops in the country.
Cummins had 3 major problems with these engines. High pressure fuel pump failure that would totally destroy the engines intervals. Head gaskets as mentioned here. Front and rear structure gaskets leaking oil. Hopefully the X15 engines have these issues resolved.
@@NewTrip_NewAdventure The fuel pumps are still an issue. If you ever get any low fuel pressure warnings, shut the truck down immediately until you can properly access the situation.
Very nice , the problem is you got a lot of bad machine work They do not know what they're doing , A question for you , Some guys say a thousands does not mean anything , On a 14,000 Block is it going to hurt anything if 1 or 2 cylinders are 15,000 Before you put the head on ??? Myself when I do have that kind of work done , I want my block and head PRECISE or you do not get PAID
In my opinion and 16yrs experience..if you drive your truck like a racing car …like they do over here in North America…expect things to go wrong pretty quickly..2.4 million on my Cummins six…an still going strong 😎
I couldn’t agree more. No warm ups , pull hills at low rpm ,pull in to fuel just turn off engine No run down , stretch out services to ridiculous miles then wonder why it fails. Service it warm it up run it down don’t cool it and it’ll serve you well….. any engine
You mean isx?
What year? Is it deleted?
Correct, I have 2005 cummins ISX 1,9 million, not problems !
This is the best video out on what needs to be done with ISX motor Cummins should pay half the cost or all for the piece of junk they put out some guys have gone out of business because of this.
It is in the manual, Cummins Quickserve, it is free, all you need to do is register your Engine Identification Number with Cummins and they will give you, for FREE, everything the dealership has at its disposal. Complete instructions for diagnostics, repairs, schematics, parts, etc., everything you would need is right there, including the procedure to properly counterbore the block and which tool to use. Unfortunately, many Cummins trained and certified "mechanics" never read the manual. I learned this first hand after going through just this, a blown liner, Cummins shop, they never cut and shimmed the block as I instructed them to do. Seventy thousand miles later, blown head gasket and a trashed head... This time, I rebuilt the motor myself, and had a very good friend with the cutting tool prep the block. I rebuilt that motor with an iPhone and a bag of simple hand tools. That was back in 2016, still driving it to this day, knock on wood, without issues. And if you ever do take on a job like this, follow the procedure in regards to priming the oil circuit... The bearings I took out of the fresh in frame looked like they had 2 million miles on them. That Cummins shop skipped that part too, it is in the manual.
Dude is spot on with his counterbore process!
Nice content! There is no way the consumer should have to pay one red cent for this obvious manufacturing oversight. As a tool maker, 0.010 to 0.020 is a football field. They should actually be forced to pay for this literal machining in the field.
Good stuff
Thank you!
Great video, someone has taught you well.👍I've been doing this for a long time now and I think you explained everything very well.
I definitely had that problem with one of my isx15. I blew another and I'm willing to bet I had that problem, but I was ignorant of a lot of this information back then.
Counterbore and liner fretting is caused by block being torqued under load as well as the ledge being to narrow and not supporting the liner properly.I set the liners at .014 and use stainless shims.Also have a friend making block stiffener plates that go between oil pan and block(like the M11’s had).Fretting more common with the higher torque engines.For what its worth the DD15 engines are having the same issue and thats a mid stop liner as well
Very interesting video, You did a awesome job explaining things for dummies like me to understand.
very useful information we just got a 4900 western star with a 600 cummins and have suspicious about it already its 2010 model this is extremely useful to know.
As we found with the gm 350ci the later blocks had more issues with machining was because gm didn’t replace there tooling that often so the tolerances were effected, it’s probably the same case with the ISX blocks
Great content and very informative! Thanks for sharing this knowledge with us. Take care, God bless!
You have a blessing ! Not a lot of mechanics know how to do this .
Craftsmanship is so under-rated in today's world of CNC and robots. Nicely done.
Really go to time 9:29 see chatter marks and you think shim will seat right
Now that's some quality youtube!! Amazing content well filmed and very detailed. Thanks for sharing!
Glad you enjoyed it!
I’ve used a spoon and a fork for Cummins recommended tolerances since the 90’s
liners have been a problem since the small cam 250's that i can remember. they were upper press fit then went to lower press fit now to this slop and flop. mack never had the problem with the liners(dry) cut my share in the old days and yeah that tool chatter wont work. i hated those gravity fed cutters for that.
🇨🇦 your ratchet gave you away brother. 😜. I like these types of vids. Always nice to see how others do it. 👍🏼
Nice chatter marks thats what happens when you take giant cuts. Liner will push shim into marks which can lead to another head gasket problem and cut block again.
Head G. blew out near the head bolt but instead of just simply blowing out the side in between head and block, it finds its way into a coolant passage, pressurizing it.
Man I love the 123 block + indicator + bolt to make a height gauge.
It was a quick tool we made years ago. And it worked so good we never changed it lol
So interesting . Very clear on the steps . God Bless !!!
Thank you!
This is the EXACT reason I had Cummins rebuild my ISX including cutting the counter bores. They produce the engine, if they screw it up they pay to correct the problem. Cummins even warranties their parts if an outside shop put it on. I have nearly 100k on my rebuilt CM871 ISX and it runs perfectly. I've never had a problem with my engine and has nearly 1.5 million on it since 2008.
Ha ha, yea Cummins warranty. I was a transit bus mechanic for several years. We sent a bus to Cummins Rocky Mountain in Denver for a new M-11 engine.
We got the bus back, and it kept setting low oil pressure codes. Cummins came out and replaced a melted Teflon thrust washer in the front gear housing.
Still keep setting codes. An engineer came up with a “fix”. Drill into an oil passage by the air compressor. Then drive in a restrictor plug they fabricated.
Still had low oil pressure issues.
Cummins would not consider pulling the engine, or tearing it down. We just ate it, and retired the bus. I lost all respect for Cummins after that.
@@redmesa2975 I would have too. I've managed to have positive experiences with Cummins all around the country so I consider myself fortunate in that regard.
Good video. Basic explanation why he's doing this? How he determined how much to cut, how to setup, how to measure after etc
Thank,'s,good job..!!
You do a great job of explaining and take great video. Not a lot of BS either...great video.
C U M A P A RT this is why there is an engine called a Detroit Diesel DD15.
Don't want to be a debby downer but for a few guys it's worth mentioning it's worth doing basic checks make sure the head and deck of the block are true alot of guys run with a bad head gasket longer than they should it will take out some material and will cause issues with multiple head gasket especially if the guy before you went with a die grinder to clean the mating surface and hogged out a low spot with it.
Great video. I appreciate your experience and insight. Question, what about the packing rings for the liners???
The o rings? I do a pretty install without them and measure, then pull and install with o rings and measure again to be 100 percent sure
Excellent workmanship
Outstanding vid
Thank you so much!! This was awesome!!
AWESOME!
I love the non-vertigo enticing speed of the filming.
Cannot let the Caterpillar Man take all the CZcams space ...
I drove for a guy in 2017 that said he had to rebuild his l2913 400 ISX after 340,000 miles. Blew my mind. Now five years later I know why.
I loved driving with the motor: I just wanted a 13-speed transmissuon for them Georgia hills and them Tennessee mountains.
Wow spot on 👍👍
want to hear the work being done. if I want to listen to music I could actively do it myself.
I had an isx fail at 750,000. The plastic injector cup broke. Took everything to the oil pan at 65 mph. It had bad blowby
Boss said driver till she blows.
I'll stick with my 12.7 dirty Detroit
Very impressive mate
Great vid. Thanks!
I'll take an 855 based engine any day. The ISX needs so much help to this day
The ISX ruined the Cummins name
I liked this video because of the information it has, not because of the lack in quality of engine being worked on.
This makes me feel better. I just bought a isx with 500,000 that has been rebuilt and counterbores cut. My freind was telling me it was a problem with “soft castings” and my rebuild wouldn’t last any longer then the factory build.
The engines i've done this too over 8 years ago have surpassed what they lasted stock. If done right you'll be in good shape for a while. Just be careful to never let these run low on antifreeze. they are very picky about that.
@@zedperformance thanks for the heads up
I'm 6 years on my rebuild, my buddy cut the block and shimmed the liners, I did the rest... If done properly you should have a million mile motor, just don't lug the damn thing under a load. Keep the motor at that 1500 rpm and above, or you will beat those liners right out of the block, no matter the protrusion height.
@@michaelwright1602 really? That sucks I really liked the lugging torque since I’m coming out of a pathetic mbe.
@@michaelwright1602 So get a c15 Caterpillar then?
ATF is good for cutting cast iron , never tried that , I will give it a try..
Fantastic!
Great video thanks
Man very professional
A couple of questions. Should you not torque the cutter as well as the liner hold down bolts for more consistent readings ? Also, does using a ratchet to turn the cutter head leave a small dent in the cutting surface every time you stop turning and reach for a new bite with the ratchet? Wouldn't it be better with a gear reduction 90 degree drill for steady rotation and less side load of the cutter tool? Just wondering.
Yes can definitely torque the cutter, as far as using a power tool, the tool manufacturer recommends against it for this cutter. I fo agree it would make a smoother cut, but as long as your careful it'll come out good. If you rush it you can leave marks like you describe.
I prefer the Monoco cutting tool, have done hundreds of engines and never an issue with it. Always use a cummins head gasket as the aftermarket have shown issues with leaks at the corners. That block deck looks like it was cleaned with a wiz wheel die grinder which is not good, as mentioned else where. I use a 12" flat sanding tool with scotch pads, works nice.
This is a common issue as well as others things and keeps us working as long as we can get parts these day.
Totally agree with using a board and scotch pad for deck clean up.
Try paccar liner bore process it just weird to cut horizonal
Great information 👍 thx
No problem 👍
Why does the cylinder have to be .014" instead of .008" under the surface?
Молодец, хороший механик !
Excellent
I'm more of a fan of pulling the engine and sending the block out to get the counter bores cut in a proper horizontal boring mill and then measure the liner depth and fly cut the block face to set the liner depth, I also get to actually clean the block and paint it properly
Having worked on Cummins engines for over 40 years in the UK I have never needed to cut a counter bore .
What is the max you cut the counter bore ,you said on one cylinder you cut it 024 and when you installed the liner you you said you got to cut .013 more
Great!
Do your last torque twice and the 90 degrees... Never ever had any issues after hundreds of rebuilds..
I didn’t know there were any mechanics left! Most are Technician/part changers. Outstanding work! I’m in the market for my first semi and everyone I speak with say to stay away from ISX engines. Most trucks out there are ISX. Are the engines around 2000 year models have any major issues?
The earlier engines up to 2008 have been much better. I’ve seen plenty go over a 1000000 km stock. Wrist pins wear out at that mileage tho.
@@zedperformance thank you so much for your reply. I don’t want any stress or headache if my truck is going to be in the shop more than the road. 😂
Awesommee video but instead of music id like to listen when the tool bottoms out i know you can feel it but its not the same as hearing it
The tool does not bottom out, you have to do this by feel, and experience. Yes, there is a stop on the tool, but there is nothing to "hear".
good video, i have the same tool
Cummins deliberately sets the liners too low so the gaskets fail as soon as the engine is out of warranty. Those engines have made Cummins a lot of money and put a lot of owner operators out of business
That's how mine blew, liner dropped and tore it up
Just a DIY myself but looked like ur cutter was cutting hopping cuts mite b need whetting some Got stone to attach to tool smooch cut surface with stone or sharpen your tool with ?
Yah that was on some of the initial cuts. For the final cuts I always use a new carbide tip. Then it cuts smooth.
You should read and follow what says on the tooling ' No downward pressure' apart from that we'll explain video
Oh they days of the Cummins N14, how I miss them so 😢
Not me!
I possess and utilize my 2000 N14 Select Plus...😇
There were the best motor hardly smoked didn’t burn much fuel drove a tank truck for a guy 40000 hr did the main bearing shells once were in farm tractors dusty conditions ran forever let’s get ride if that and millions spent on diesel from everyone going to the shop non stop with DEF lord help us all
@@michaeldunagan8268 I wish I would've jusT kept and overhauled every Truck with the N14 in it
@@regconrad7783 and it was nice on fuel mileage and parts were cheap , I just overhauled the peterbuilt I got with that garbage isx only had 680,000 and some change on it. Bring back the n14 bring back the 60 series Detroit and let us take a little money home to momma instead of spending it all on these garbage engines they have now
@@Trucker0308
I thank those that posted the problems with emissions trucks to forewarm me not to purchase one.
I prefer my boring bar but spot on
Sales pitch for K Line. Any machinest just clamp a 1/4 lathe bit to one of the old liners and turn by hand. I have done it on cat and it can't be much different on cummins.
I always wondered how they do this
I hated cutting counter bores on C15 engines.... yuck 🤮. Glad I'm off the tools these days. Leave it to the pros like you 😅
Good video. Is there a reason Cummins design the liner flange to be down in the block rather than at the top of the cylinder. This design must put a huge force onto the liner, rather than all the forces be around the top flange?
Thank you.
Only thing I can think of is maybe it helps with overall rigidity of the block, I'm not certain though.
According to an engineer friend of mine, it is a poor design. If it had a bit of an angle to the cylinders/liners, instead of the 90 degree design, the forces of the pistons beating on the walls would be reduced, allowing longer life out of the motor. What you can do to alivieate much of those forces, is to not lug the motor, under load, below that 1500 rpm mark. These dealers, and Cummins, say for best fuel economy to run these motors under load all the way down to 1000 rpm. Well, you do that, you are simply beating the hell out of those liners, and the reason many fail. Another huge contributing factor, are these God forsaken automatic transmissions. They are set up with very low RPM shift points. These shift points can be adjusted, and should be to get any life out of these motors and transmissions. Your motor and transmission will thank you, and add more than a few years to the life to both components.
The top of the liner is where peak cyl pressure is along with combustion expansion. Detroit made a taper seat for the liners just above the liner oring pack to alleviate this
@@michaelwright1602 Great reply thank you. So much for "let it lug" driver training.
I always thought that liners were mounted at the top and free at the bottom so they had space to grow down with the heat so I suppose if you was to apply that theory here as the heat builds up here the liner is growing upwards into the head bitting tighter into the fireing ring.I would wager the problems happen more from engines doing a lot of stop starting and being allowed to cool right of relaxing the liner back to size and the growing back up again repeatedly.
They don’t make them like they used to . My old M11 450 Cummins ran a million miles and never broke down . Then i went to an ISM 500 and the same again ,over a million miles .
Are Cat 3406 engines any good? Are they reliable and long lasting?
Yah they are good old engine. Maybe one of the best even.
Hi, great channel Where is your shop located?
I actually don't have a shop, I'm employed full time and do a little side work.
Was never a fan of long cylindee heads. I drive a V8 620hp scania with 8 seperate heada on it. Never fails
Do you think part of this problem is the blocks they are casting?
Yes its a problem from factory in the machining process.
So when you get the bores and liners properly cut does a properly set up cummins eliminate the liners dropping issues the have or has many miles to do guys get out of a properly built cummins?
Had one back apart at 600 000 miles due to an injector issue. Liners still checked out good. Have other that are past that and still going strong.
@@zedperformance what’s your thoughts on leaving the factory turbo on or replacing with a fixed vein turbo running a delete tune not adding any hp?
@@jaredclark1829 done a few like this with good results including the ceramic manifold. They are the quickest trucks in the area.
Only down side is loosing that 3rd stage brake. I haven't had any experience with the aftermarket cam to retain that function
@@zedperformance the guys running the ceramic manifolds and turbos claim they get better mpg and cooler running motors?
@@jaredclark1829 absolutely they do yup
In your opinion which is better the dual cam isx or the single cam engine!
I think the single cam engines better, less moving parts and the benifit of common rail injection. But as far as out of the box stock reliability, the ISX ive seen last the longest would be the early twin cams.
@@zedperformance I'm a living witness I currently own a 2007 isx 1.4 million miles everything original never changed a single injector..the only thing I'm faced with is a front crankcase leak
@@jeffreyweston900 Watch that soft aluminum on the front structure it it is leaking at the oil pan. Do not use a zip gun, hand tools only, and be gentle. The torque specs and procedure are to be found in Cummins Quickserve. It is free, just register the EIN with Cummins.
There are a lot of cummins engines dropping a liner before 400 thousand kilometers.
My did at 380k
X15
N the shop that did the over haul
Cut the block at 10000 spec
Only lasted 30k miles
N they charge me 39k$
Pos shop
Paccar engine the only one that will do 1 million.
@@firstamendmenttshirt4768 🤣
Don't lug the motor under a load, keep the rpm up above 1500 rpm at all times. If you have an auto transmission that is set up to lug, get it recalibrated and get those shift points up where they should be. When you lug a Cummins, due to their design, the forces on the liner walls are magnified, and simply beats them out of their seat in the block. The higher the rpm the lower the forces are on the liner walls.
@@michaelwright1602Yes, this is literally the lack of strength in the block that is showing up in the down speed trucks which are the majority these days. Cummins has a serious problem on their hands with this x-15 block
Is that a 2250?
Hello. Good machine. But after processing, the trembling of the cutter is visible.
those isx bombs hand grenade b4 400k miles. not good!! never had these costly probs w the macks!!! cannot believe cummins produces these headaches
I use to work on the older 855s NTs and NTCs. Then moved to the N14 which I really liked to work on. Glad I’m out of the business now. Don’t like the newer engines.
They sure don't make em like they used to.
The ISX motor ruined Cummins name
I don't understand when you say failed? I drive that isx 530 Cummins for 16 years up today no volvo or scania can catch me on highways empty or loaded
What was the total hours on a job like this?
2 hrs or less
how do you get the inside of the block (around the liners where the coolant flows so clean from dust/debris? I'm always afraid of getting shit on the rod journals/oil holes.
There's foam plugs that come with the cutter tool, block off just below the counter bore lip. Then I always vacuum out before removal. It's a good idea to cover the rod journals with a rag zip tied around them also.
@@zedperformance doing my second overhaul but on a Maxxforce DT, trying to do the best practices to prevent anything from happening. Thanks.
@@midnightt6991 I hate to even think how many Maxiforce DT blocks I had to cut over the years, it was like they had block and tooling crocked at the factory. Good luck, just remember, it's a Maxforce, it can't be fixed, just temporarily repaired, it will be back, hell I paid for 3 vehicles and a home on VT365's alone, lol.
@@retjarhead yeah they are badly engineered engines. The DT466 was decent though
@@midnightt6991 I've made a pretty good living keeping a fleet of Maxxforce DT powered school buses going. About the only way you can make them reliable is to delete them. None of ours are either by the way. If you are hellbent on killing them faster then throw on a Bulletproof egr cooler. Sends even more exhaust into the engine.
How do u like k line cutter? U use it for cutting on c15? In the market to buy the cutter but not much info about k line online.. thx
It works well. Just gotta be careful. Have only used it on Cummins. Although might have a cat coming in this summer for a cut. I’ll make a video if so.
@@zedperformance can you use regular feeler gauges to set up depth or u hav to use the ones that come with the tool..
@@306TTR not sure. I always use the ones with the tool.
@@zedperformance k. The reason i am asking is the shims that come with tool only totals upto .0185
On cat u usually hav to cut deeper than that..
@@306TTR true. I guess that’s why I’ve come to the procedure that I do in the video. First cut of usually .010 then measure. Then final cut.
When you refer to the early ones, what years are they? I have an ISX 15 in my truck.
Single cam engines started in 2011\2012. before that they were twin cams.
The single cam cummins will have the high pressure fuel pump, which should be rebuilt every 400,000 miles, yes, they still grenade. They are model numbers CM-2250, CM-2350 and the new X motors. The CM-570, 870 and 871 are dual cam, one cam for the exhaust and one for the injectors.
@@michaelwright1602 I dodged that fuel pump. My mechanic caught that at the first sign of trouble. Replaced that with the new updated rod one. As for my engine I was wrong, I have a 2013 ISX1 I'll look into the model number on the plate later. Thanks for the info!
The twin cam is the best engine they made and cheapest to fix thank u buy old trucks
@@zedperformance One of my excavation customers has a 2006 DOHC ISX. I don't know alot about it, but it sounds like he will be good. It's at just under 700,000 miles right now.
When a company makes a dedicated highly specialized single use product, you know the mfg screwed up. Cough fordtwopiecesparkplug Cough
If this is a common problem with this model of Cummins motor and with the given Cummins is a worldwide name the Directors and Management of Cummins should be jumping in here and tell there current and future customers that they are all over this and they have remedied the problem for future engines
This is a very common problem with any isx made from 2008 to 2017 ish.
@@zedperformance So from the relative safety of the South Pacific and given this mechanic told us this was the third head gasket [alas he did not say how many miles the motor had incurred whilst consuming head gaskets at an incredible rate of knots] One could be forgiven for imagining anyone buying one of these motors would be handed a workshop manual and a set of head gaskets as he or she left the dealers yard accompanied by the words here you will most likely need a set of these. Many outside he States are watching the John Deere software retention issue with amazement Finally and in the spirit of humour the States are an amazing place Where else in the world would you have a nation of people trying to make tea by tipping perfectly good English tea into salt water
I work at Cummins, and we fixed this issue about a year ago for new engines. It was a tough problem to solve. Not all problems are easy to solve or are easy to test for and this checks both of those boxes. It was less of a problem after the shim was installed under the liners for the ~2013+ built engines, but higher cylinder pressures didn't help as you got closer to today. Moving forwards, this should be fixed. Also, don't exceed 0.014", as this has a high likelihood of making the rebuilt engine fail significantly sooner. When rebuilding these engines, make sure to follow the latest service procedures and part numbers (liner + shim combo).
@@MrPizzaman09 Gee finally solved only took what 10-11 years. Cummins is a very poorly made engine terrible fuel economy, performance and they come a part far too easily. Cummins doesn’t stand behind their engines if you do have a problem they’ll do everything in their power to bandage the issues so the engine lasts till warranty expires then they’ll say it’s your problem. And for all practical purposes a C-12 Caterpillar will run circles around an ISX and get better fuel economy all day long even if it’s sick.
@@MrPizzaman09 Not really tough to solve just change block design to a top stop cylinder liner but give it a wide flange and a liner with a generous radius and an inch of slip fit support below the lip so the liner doesn't vibrate and rock and wear the uppers like the N14 did. The problem with mid stop cylinder liners with lots of heat cycles leads to issues with wear and distortion as seen here. The bigger the engine and the greater the stroke length the more this gets to be a problem.
Where are you guys located?
Any website?
Don't have a shop, I work as a tech for an ag company.
If you need this quality of work, and a real warranty, Haggai Automotive and Diesel Repair in Griffin GA is your guy. They specialize in Cummins motors, one of the best shops in the country.
Exactly why I switched to DD...unexceptible
DD is miles ahead of the cummins trash they produce these days
Please figure out a way to come to NC or Georgia so I can pay you to fix my trucks! Pleaseeeeee!!! Or open a shop in East coast USA! PLEASE!!!!!!!
Cummins had 3 major problems with these engines.
High pressure fuel pump failure that would totally destroy the engines intervals.
Head gaskets as mentioned here.
Front and rear structure gaskets leaking oil.
Hopefully the X15 engines have these issues resolved.
Yea but now its the def system failures 😆
I have had all three issues happen. The fuel pump eating itself was just the last thing
Absolutely, it just so happens I'll be starting on a front cover tonight. So watch for a video on that next.
@@NewTrip_NewAdventure The fuel pumps are still an issue. If you ever get any low fuel pressure warnings, shut the truck down immediately until you can properly access the situation.
More HD videos
It's not a motor it is a engine
Whatever...
Why did the liner slide in so easy
No o ring for initial final measurement. Then re install with o ring and check again.
There was no o ring on it yet to seal it.
@@zedperformance even with no o ring I have to give liner slight pressure to drop in. Just did my first 2350 engine
Cummings are famous for there Head gaskets blowing. Now all you Cummings fans can flip out over the truth. Lol
ISX single cam..
Very nice ,
the problem is you got a lot of bad machine work They do not know what they're doing ,
A question for you , Some guys say a thousands does not mean anything , On a 14,000 Block is it going to hurt anything if 1 or 2 cylinders are 15,000 Before you put the head on ??? Myself when I do have that kind of work done , I want my block and head PRECISE or you do not get PAID
The music is not helping with the video, it’s very annoying. Also the camera is not zoomed in enough to see the adjustment’s on the cutter.
Siiiiiiiiiick🫡🫡🫡