Concept gears are not based on horsepower or torque. They were something Cummins tried out to lower gear train noise and that's it. They did away with them for a while, but are going to use them again in the 2010 engines as an idler gear, not the cam gears.

Concept gears are basically two gears sandwiched together. Once the gears are "loaded," it takes out all seen backlash as these two gears are sprung together.

well, got nfi what my engine has, but its plated 500, its one of the very first ISX motors, and they will happily put as much power as i want into it.

Egr came out around 12 months ago out here.. We are about 1 emissions cycle behind you guys.

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Make sense, but there were reports from owners saying, they had to change the non-concept gears to concept gears in order to get more horsepower ratings (done by Cummins). Maybe is all about camshafts and gears are just follow-up

Then our discussion about disabling EGRs was kinda flawed.
When did you started getting VG Turbos?
Are those EGR engines you getting from 12 months have DPF filters too?

Well, i will tell you this, most guys out here hotrod the trucks.
They also disable the EGR. i have no idea if they have VGT.
Im not re-entering that discussion.

I think they may have DPF on them, judging by the exhaust discoulouring and heat sheilding they needed to add.

Noone wants the new trucks as they suck in the worst way.
No reliability, nor fuel economy out here..

the discussion wasnt flawed unless you want to maintain some sort of high ground.

in the end, you have your opinion, i have mine, we agree to disagree, as i will NEVER accept that putting exhaust gas and soot back into a combustion chamer is healthy for an engine.

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I was never saying that exhaust is good for engine, I was saying that lack of it may cause turbo problems. Variable Geometry Turbos, which seems to me you did not have till 2008 - which is like6 years late compared to US (I need to make sure on that though)

Its VERY sad that you dont want to enter that discussion anymore because I just find out you guys already running our 2010 engines (EGR+SCR [LINK POSTED BY MEMBER] Only Members Can View This Truck Forum Link. ). Not to mention, you probably were using pre-EGR ECM calibrations all the way untill 2008. This, if true alone would make for interesting discussion.

What year is your ISX and what did you do to bump it to 580 from 500hp ?

My isx is a 99 build, all that was required to uprate was a new ECM calibration.

Its a POS, i do not like it, it was purchased out of necessity.
I would glady take another Cat engine. The cost of ownership was lower with the cat.

Working of rough figures, it made 540 hp to the wheels, and the standard assumtion is 15% loss.
That works out to 630 Hp approx. at the crank.
From a Cummins labled 580Hp tune.

the next step is the 600 signature tune, which i have heard multiple reports of 600 to the tyres, but more importantly a CAT like tq curve ( peak TQ at 1200 )..
Problem is, at this level, the ISX likes to spontainously and violently deconstruct itself

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How many miles on the ISX?
How many miles since uprating?
What is that you don't like about the motor, any particular problems you have had?

Sounds like your AU calibrations are dynamite, I recall something about them being banned/illegal here in US. Its gotta be emissions thing again...

Best quote of the day!

812,500Miles, 312,500 since it had the monotherm upgrade..

Probably done about 50,000 miles since the power uprate.

i dont like the way it produces its power, Need to rev them to achieve the best performance, as compared to a Cat.

Blew a turbo which took out the intecooler and radiatior as it bucked the piping, due to a faulty jake harness. Which cummins should have recalled, and issued a service builitin about, but never fixed....

and they doubled the price of the update harnes, just because...
Cummins parts and service leave much to be desired, where as Cat have always treated me with respect.. Which is a hige thing out here, as there are practically no truckers who own rigs under the age of 45..


AU calibrations are setup without any crud such as progressive shift, as we would never make time with that.. While we dont have many big grades, the east coast is all up and down, so the trucks are constantly working, thus the need to hold good rpms for gradability.

The other side, is for Road trains. when your dragging 280K lbs, the tunes need to be good.

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