The Cummins ISX15 combines the brute power needed to haul loads up steep inclines with fuel economy that your bottom line will appreciate. With a broad range of horsepower ratings up to 600hp and 2,050 lb.-ft. Of torque, the ISX15 has the power to get any job done right. The latest from Cummins Inc. Providing the Motor Coach market with a dependable heavy-duty platform, developed from a fully integrated and stable engine architecture and system design, the ISX12 provides motor coach entities with the benefit of low change.
- 2006 Cummins Isx Specs
- Cummins Isx 450 Specs
- Cummins Isx Spec Sheet
- Injector Sleeve Cummins Isx Specs 2017 Video
- Cummins Isx 525 Specs
The Cummins X-series engine is an Inline (Straight)-6diesel engine produced by Cummins for heavy duty trucks and motorcoaches, replacing the N14 in 2001 when emissions regulations passed by the EPA made the engine obsolete. Originally called the 'Signature' series engine, the ISX uses the 'Interact System' (hence the 'IS' which is the moniker for the full authority, on highway fuel system Cummins pioneered) to further improve the engine. This engine is widely used in on highway and vocational trucks and is available in power ranging from 430 hp all the way to 620 hp 2050 lb-ft. The QSX is the off-highway version of the ISX with the Q standing for Quantum. The QSX is used for industrial, marine, oil & gas and other off-highway applications.Cummins also produced a 650 hp and 1950 lb-ft version for the RV market.
History[edit]
Until 2010 this engine was a dual overhead cam design with one cam actuating the injectors and the other the valve train. This injection system is known as HPI (high pressure injection) where the injectors are cam-actuated to create injection pressure. The fuel system uses an Integrated Fuel System Module (IFSM) with a lift pump, gear pump, pressure regulators, shutoff valve, metering and timing actuators to deliver fuel to the injectors. It has a one piece valve cover that is either plastic or on older models a chrome plated steel cover otherwise known as the Signature 600 or ISX CM570.
2006 Cummins Isx Specs
In 2002, the ISX CM870 brought cooled exhaust gas recirculation (EGR) which takes exhaust gas and recirculates it back into the intake of the engine lowering the combustion chamber temperatures limiting the formation of NOx.
In 2008, Cummins unveiled the ISX CM871, this engine featured a Diesel Particulate Filter (DPF) which trapped the particulate matter or 'soot' produced in the engine. With the help of the Diesel Oxidation Catalyst (DOC) the soot trapped in the DPF is oxidized and turned to ash during a process called regeneration. In motorhomes this was available as a 600 or 650 HP version.
The current EPA 2010 version known as ISX15 CM2250 features enhanced Exhaust Gas Recirculation, Diesel Particulate Filter and Selective Catalytic Reduction (SCR), also known as Urea Injection. SCR consists of a Diesel Exhaust Fluid (DEF - composed of urea and water) injection system: holding tank, pump, controller, and injector and an SCR catalyst brick. DEF is heated, pumped and injected into a decomposition tube which then reacts with the exhaust reducing NOX. The ISX15 CM2250 and CM2350 has eliminated the injector camshaft due to the advent of the common rail fuel system in which the fuel is pressurized from a high pressure, multiple piston pump, transferred through tubing to a rail where fuel is stored under extremely high pressures up to 35,000 psi.
Models[edit]
Model | Fuel | Displacement | Years of Production | Notes |
---|---|---|---|---|
ISX12 | Diesel | 11.9L | 2010-2020 | Phasing out started in 2018 |
X12 | 2018-present | Replaced ISX12 | ||
ISX12 G | Natural Gas | 2013-2018 | Phasing out started in 2017 | |
ISX12N | 2018-present | Replaced ISX12 G Built off the X12 block | ||
ISX15 | Diesel | 14.9L | 2010-2020 | Phasing out started in 2016 |
X15 | 14.9L | 2016-present | Replaced X15 |
Emissions Control[edit]
The Cummins ISX diesel engine can be run in a dual fuel configuration, meaning it can properly operate on diesel fuel and natural gas. The burning of a natural gas alternative preserves diesel thermal efficiencies. The more efficient engine can produce less emissions in turn. The ISX can achieve this by altering ignition delay and injection timing. By examining the start of combustion (SOC), the engine's computer is able to employ a predictive ignition delay correlation. The predictive characteristics of the engine maximize both efficiency and useful power for the given fuel source. Compensations are made for the natural gas so that the power band and operating range are still functional for customers, while reducing emissions.[1] Testing has also been done with the Cummins ISX by the EPA for natural gas usage that yielded results of major NOx emissions reduction. The configuration boasts ninety percent lower NOx emissions than the current EPA standard. This makes the Cummins ISX that burns natural gas one of the cleanest running diesel engines in the world.[2] The ISX also utilizes a DPF, or diesel particulate filter, required by the EPA. The DPF filters out the solid particles in the engine's exhaust, reducing tailpipe emissions. The DPF does have to be regularly maintained, however, because of its intricate design. The emissions control system will institute a filter regeneration which burns off the particulates. Any in-combustibles found in lubrication additives will remain in the DPF, which can cause problems with back pressure and efficiency. This means the DPF needs to be regularly removed and cleaned for the Cummins ISX. An ash-less oil could mean that cleaning would be unnecessary, but can inhibit lubrication properties. A zero-phosphorus oil has been studied and found to be ideal for DPF systems and lubrication. The oil displays passing results for both piston deposits and oil consumption, which means the DPF system would be optimized with use of zero-phosphorus, ultra low sulfur oil.[3] The Cummins ISX also utilized DEF, or diesel exhaust fluid, in later models when EPA requirements changed. DEF is system of injected urea that reduces the emissions of a diesel engine. The Cummins ISX is required to have inhibitors in place for certain failures of the DEF system. When the DEF tank is low or empty, the ISX cuts power by twenty five percent. Power cuts and driver warnings are also used when the DEF system has been tampered with or is not functioning properly. Cummins has corrected several malfunctions and conducted customer based research of several million miles of on road use of the Cummins ISX to make the DEF system as functional as possible. The system is also required to de-rate power given any problems in order to reduce emissions to an absolute minimum.[4]
Technology[edit]
In early ISX engines an anti backlash gear train is used. The anti backlash gears allow the engine to operate with minimal gear rattle. Cummins uses a gear train in the front of the engine which is inherently noisy. The anti backlash gearing makes the engine less noisy due to the reduced rattle while in operation. The anti backlash gear train comes at a cost of efficiency. The Cummins ISX 15 model equipped with anti backlash gearing suffers a friction loss. The gears must overcome more friction throughout their moving range than a standard gear. A standard gear in a Cummins ISX 15 needs to overcome 0.75 Newton meters of force, while the anti backlash gearing needs to overcome approximately 5 Newton meters of force.[5]
References[edit]
- ^Xu, Shuonan (October 13, 2014). 'Development of a Phenomenological Dual-Fuel Natural Gas Diesel Engine Simulation and Its Use for Analysis of Transient Operations'. SAE International Journal of Engines. 7 (4): 1665–1673. doi:10.4271/2014-01-2546.
- ^Gerber, Raleigh (July 18, 2018). 'Clean Energy Launches Zero Now Financing to Put Fleets in Clean New Natural Gas Trucks for the Price of a Diesel Truck'. Business Wire. Retrieved February 20, 2019.
- ^McGeehan, A, J. (2012). 'Extending the Boundaries of Diesel Particulate Filter Maintenance With Ultra-Low Ash'. TRID. 5.
- ^'Control of Emissions From New Highway Vehicles and Engines'. EPA. June 7, 2011.
- ^Joshi, Y. V (2014). 'Gear Train Mesh Efficiency Study: The Effects of an Anti-Backlash Gear'. SAE International Journal of Commercial Vehicles. 7: 271–277. doi:10.4271/2014-01-1769.
Cummins Isx 450 Specs
Loaded in the traditional Cascadia models as an available engine option, the Cummins ISX15 packs the 6-cylinder power and features for the toughest jobs. So much so, in fact, that it's been the only heavy-duty engine offered by every class 8 semi truck in the country.
In demanding, heavy-haul environments, Cummins ISX15 engine pulls heavy loads (over 70,000 lb GVW) more efficiently than medium-bore (11- to 13-liter) engines, which work harder and shift gears more often.
This beefy engine sports a horsepower range of 400-600, as well as a massive 2050 lb-ft. of torque. The engine also features Smart Shift technology, which allows up to an additional 200 lb-ft of torque in top gears to help trucks make it up steep inclines. For the types of loads class 8 trucks carry, this is a particularly useful feature for fewer downshifts. The Cummins PowerSpec also allows operators to customize the shift patterns for optimal highway driving.
ISX15 high-output engine ratings have been designed to provide the driver with prolonged peak torque for a broad power band. This provides an ample rpm operating range to climb mountains or haul heavy loads with ease and less gear shifting. Only Cummins ISX15 delivers performance that the driver can depend on.
Low-end performance is exceptionally strong, as it runs from 1150 rpm to 1500 rpm at the full 1850 lb-ft of peak torque. This increased performance provides the driver with improved driveability over a wider operating range and superior performance at high altitudes.
Fewer repairs mean less time in the shop; less frequent dash light warnings mean fewer stops for troubleshooting; faster diagnostics speed up repairs.
Hardware Enhancements:
• NOx sensor with improved moisture protection.
• Effective lubrication and protection with enhanced oil bypass valve.
• Turbo actuator improvements increase responsiveness.
• EGR cooler has improved thermal fatigue resistance.
• More robust SCR catalyst.
• Ammonia sensor eliminated.
• Power cylinder and piston ring design modifications substantially reduce oil consumption.
• Thermal recirculation valve to combat fuel gelling (optional)
• Streamlined Diagnostics and Software
• Engine dash light notifications reduced by 65%
• Simplified logic for DEF level notifications
• Updated software performs more accurate diagnostics
• Connected Diagnostics employ telematics for quick diagnosis
Cummins Engine Warranty
Cummins Isx Spec Sheet
Base engine warranty coverage for the ISX15 includes parts and labor on warrantable failures for both the engine and after-treatment system with no deductible. Extended Coverage Plans are available for the base engine with options for up to 7 years or 500,000 miles (804,672 km). Extended coverage plans are also available for the after-treatment system and major components. Uad softube vintage amp room. Check with your Cummins distributor or dealer for details.
Injector Sleeve Cummins Isx Specs 2017 Video
In 2008, Cummins unveiled the ISX CM871, this engine featured a Diesel Particulate Filter (DPF) which trapped the particulate matter or 'soot' produced in the engine. With the help of the Diesel Oxidation Catalyst (DOC) the soot trapped in the DPF is oxidized and turned to ash during a process called regeneration. In motorhomes this was available as a 600 or 650 HP version.
The current EPA 2010 version known as ISX15 CM2250 features enhanced Exhaust Gas Recirculation, Diesel Particulate Filter and Selective Catalytic Reduction (SCR), also known as Urea Injection. SCR consists of a Diesel Exhaust Fluid (DEF - composed of urea and water) injection system: holding tank, pump, controller, and injector and an SCR catalyst brick. DEF is heated, pumped and injected into a decomposition tube which then reacts with the exhaust reducing NOX. The ISX15 CM2250 and CM2350 has eliminated the injector camshaft due to the advent of the common rail fuel system in which the fuel is pressurized from a high pressure, multiple piston pump, transferred through tubing to a rail where fuel is stored under extremely high pressures up to 35,000 psi.
Models[edit]
Model | Fuel | Displacement | Years of Production | Notes |
---|---|---|---|---|
ISX12 | Diesel | 11.9L | 2010-2020 | Phasing out started in 2018 |
X12 | 2018-present | Replaced ISX12 | ||
ISX12 G | Natural Gas | 2013-2018 | Phasing out started in 2017 | |
ISX12N | 2018-present | Replaced ISX12 G Built off the X12 block | ||
ISX15 | Diesel | 14.9L | 2010-2020 | Phasing out started in 2016 |
X15 | 14.9L | 2016-present | Replaced X15 |
Emissions Control[edit]
The Cummins ISX diesel engine can be run in a dual fuel configuration, meaning it can properly operate on diesel fuel and natural gas. The burning of a natural gas alternative preserves diesel thermal efficiencies. The more efficient engine can produce less emissions in turn. The ISX can achieve this by altering ignition delay and injection timing. By examining the start of combustion (SOC), the engine's computer is able to employ a predictive ignition delay correlation. The predictive characteristics of the engine maximize both efficiency and useful power for the given fuel source. Compensations are made for the natural gas so that the power band and operating range are still functional for customers, while reducing emissions.[1] Testing has also been done with the Cummins ISX by the EPA for natural gas usage that yielded results of major NOx emissions reduction. The configuration boasts ninety percent lower NOx emissions than the current EPA standard. This makes the Cummins ISX that burns natural gas one of the cleanest running diesel engines in the world.[2] The ISX also utilizes a DPF, or diesel particulate filter, required by the EPA. The DPF filters out the solid particles in the engine's exhaust, reducing tailpipe emissions. The DPF does have to be regularly maintained, however, because of its intricate design. The emissions control system will institute a filter regeneration which burns off the particulates. Any in-combustibles found in lubrication additives will remain in the DPF, which can cause problems with back pressure and efficiency. This means the DPF needs to be regularly removed and cleaned for the Cummins ISX. An ash-less oil could mean that cleaning would be unnecessary, but can inhibit lubrication properties. A zero-phosphorus oil has been studied and found to be ideal for DPF systems and lubrication. The oil displays passing results for both piston deposits and oil consumption, which means the DPF system would be optimized with use of zero-phosphorus, ultra low sulfur oil.[3] The Cummins ISX also utilized DEF, or diesel exhaust fluid, in later models when EPA requirements changed. DEF is system of injected urea that reduces the emissions of a diesel engine. The Cummins ISX is required to have inhibitors in place for certain failures of the DEF system. When the DEF tank is low or empty, the ISX cuts power by twenty five percent. Power cuts and driver warnings are also used when the DEF system has been tampered with or is not functioning properly. Cummins has corrected several malfunctions and conducted customer based research of several million miles of on road use of the Cummins ISX to make the DEF system as functional as possible. The system is also required to de-rate power given any problems in order to reduce emissions to an absolute minimum.[4]
Technology[edit]
In early ISX engines an anti backlash gear train is used. The anti backlash gears allow the engine to operate with minimal gear rattle. Cummins uses a gear train in the front of the engine which is inherently noisy. The anti backlash gearing makes the engine less noisy due to the reduced rattle while in operation. The anti backlash gear train comes at a cost of efficiency. The Cummins ISX 15 model equipped with anti backlash gearing suffers a friction loss. The gears must overcome more friction throughout their moving range than a standard gear. A standard gear in a Cummins ISX 15 needs to overcome 0.75 Newton meters of force, while the anti backlash gearing needs to overcome approximately 5 Newton meters of force.[5]
References[edit]
- ^Xu, Shuonan (October 13, 2014). 'Development of a Phenomenological Dual-Fuel Natural Gas Diesel Engine Simulation and Its Use for Analysis of Transient Operations'. SAE International Journal of Engines. 7 (4): 1665–1673. doi:10.4271/2014-01-2546.
- ^Gerber, Raleigh (July 18, 2018). 'Clean Energy Launches Zero Now Financing to Put Fleets in Clean New Natural Gas Trucks for the Price of a Diesel Truck'. Business Wire. Retrieved February 20, 2019.
- ^McGeehan, A, J. (2012). 'Extending the Boundaries of Diesel Particulate Filter Maintenance With Ultra-Low Ash'. TRID. 5.
- ^'Control of Emissions From New Highway Vehicles and Engines'. EPA. June 7, 2011.
- ^Joshi, Y. V (2014). 'Gear Train Mesh Efficiency Study: The Effects of an Anti-Backlash Gear'. SAE International Journal of Commercial Vehicles. 7: 271–277. doi:10.4271/2014-01-1769.
Cummins Isx 450 Specs
Loaded in the traditional Cascadia models as an available engine option, the Cummins ISX15 packs the 6-cylinder power and features for the toughest jobs. So much so, in fact, that it's been the only heavy-duty engine offered by every class 8 semi truck in the country.
In demanding, heavy-haul environments, Cummins ISX15 engine pulls heavy loads (over 70,000 lb GVW) more efficiently than medium-bore (11- to 13-liter) engines, which work harder and shift gears more often.
This beefy engine sports a horsepower range of 400-600, as well as a massive 2050 lb-ft. of torque. The engine also features Smart Shift technology, which allows up to an additional 200 lb-ft of torque in top gears to help trucks make it up steep inclines. For the types of loads class 8 trucks carry, this is a particularly useful feature for fewer downshifts. The Cummins PowerSpec also allows operators to customize the shift patterns for optimal highway driving.
ISX15 high-output engine ratings have been designed to provide the driver with prolonged peak torque for a broad power band. This provides an ample rpm operating range to climb mountains or haul heavy loads with ease and less gear shifting. Only Cummins ISX15 delivers performance that the driver can depend on.
Low-end performance is exceptionally strong, as it runs from 1150 rpm to 1500 rpm at the full 1850 lb-ft of peak torque. This increased performance provides the driver with improved driveability over a wider operating range and superior performance at high altitudes.
Fewer repairs mean less time in the shop; less frequent dash light warnings mean fewer stops for troubleshooting; faster diagnostics speed up repairs.
Hardware Enhancements:
• NOx sensor with improved moisture protection.
• Effective lubrication and protection with enhanced oil bypass valve.
• Turbo actuator improvements increase responsiveness.
• EGR cooler has improved thermal fatigue resistance.
• More robust SCR catalyst.
• Ammonia sensor eliminated.
• Power cylinder and piston ring design modifications substantially reduce oil consumption.
• Thermal recirculation valve to combat fuel gelling (optional)
• Streamlined Diagnostics and Software
• Engine dash light notifications reduced by 65%
• Simplified logic for DEF level notifications
• Updated software performs more accurate diagnostics
• Connected Diagnostics employ telematics for quick diagnosis
Cummins Engine Warranty
Cummins Isx Spec Sheet
Base engine warranty coverage for the ISX15 includes parts and labor on warrantable failures for both the engine and after-treatment system with no deductible. Extended Coverage Plans are available for the base engine with options for up to 7 years or 500,000 miles (804,672 km). Extended coverage plans are also available for the after-treatment system and major components. Uad softube vintage amp room. Check with your Cummins distributor or dealer for details.
Injector Sleeve Cummins Isx Specs 2017 Video
Cummins Isx 525 Specs
Visit the Cummins website to learn more about Cummins Diesel Engines.