Questions to ISX owners

Just found a better way to get the same job done. Whereas before, I had fault codes. Now, none. Even had Cummins check out the EGR system on diagnostics while I was in shop getting something else worked on. No problems, and techs had no idea anything was different than stock. When a person finds a better way to solve a problem, why shouldn't they give it a shot? True, I was one of the early ones to do the EGR unplug thing. It worked. I was wanting to go to a larger intake manifold anyway, and the opportunity was there to try something else. If it wouldn't have worked I would have went back to the first method. For those not wanting to put on another intake, then stick with the EGR unplug thing if that works. I was just sharing more information. True, EXCESSIVE heat does a number on EGR coolers, but this is not a problem even with this new idea. There is still no hot exhaust flow going thru the EGR cooler. Refer to the garden hose concept I told you. The exhaust still has no where to go and is not flowing thru the system, so the EGR cooler has nothing more to do than it did with the EGR valve unplug idea.

Now with the larger intake manifold, I have the benefits of quicker turbo spool up, better engine response, no EGR gas going thru system, cleaner engine oil samples with decreased wear metals, and pretty decent fuel mileage. If the EGR valve itself craps out, won't even notice it. Being strapped onto the hot side of the engine, there is no real fool proof way to keep even the EGR cooler from failing no matter the situation. And, by sharing this information, maybe even those with DPF systems might be finally able to try something that will let them stop the EGR. Will have to wait and see on that one.

Some people do change ideas. That is how progress is accomplished. The EGR unplug is still a good idea. This one is better for me.

 

someone please post EXACTLY hoe to unplug the egr...wanting to cool down my isx...will this help?

 

i appreciate it, i saw this tip a long time ago(egr unpluged). the intake5"X4" it cost me $5 and 5hrs to makehome.(if you want to see i can send you a picture) when i disconnected the egr the turbo was leaking. then i thought if i disconnected the egr the turbo works at full load. it did have a sense that the cone was badly designed. no the following pace u need to do is your motor needs to breath in more. now you need to take out the elbow and the small pipe, which is another bad design of the motor. and from 3/4s switch it to a 1". because im sure that yours drops oil. and that can help you alot, and also saves out some of the weak seals n save$$$

 

love mine .2001 fld 120 all the power of a big cat w/all economies of a Detroit could ever dream +600 hp jakes . pre emissions isx is the way to go

 

I was told that a(one of)the company that cast early ISX blocks used bad metallurgy and this broke head gaskets a lot till they figured it out . I have a 550 hp 1850torque .love it !! but kinda miss climbing the hills ..where did they go ??? ) will never go back to detroit boat anchor or the fuel guzzling yellow thing ...all the economy of a tiny Detroit with all the power of a mighty cat ISX RULES ..but you have to find someone to remove Load Based Speed Control to make it work right

 

ISX dont pull like a cat....

even on 4.33 as mine is, it aint a kitty.....

 

I'd agree about the LBSC completely - they screwed up at the shop and mine's still on. I hope that's what's causing random RPM limits once in awhile at no load - like accelerating down an on ramp and all of a sudden I've got to clutch out to upshift......

 

That sounds like you have Gear Protection active. Which is another anti-development which supposedly save fuel by forcing fleet "drivers" to use top gear instead of second top gear. It does that by limiting rpm. I was never able to figure out WHY actually anyone would need incentive to shift gears properly, however "fleet driver" is whole different animal and I don't know much about them. You can disable this BS with INSITE probably or you need another calibration. Its killing the driveline and speaks volumes about that technician who "fixed" LBSC for you, but overlooked this ?

 

<<<however "fleet driver" is whole different animal and I don't know much about them>>>

All you need to know you can realize the next time you exit the building after paying for your fuel and listen to the driver that grabs his shift post and jams/jerks (take your pick) his transmission shifter into gear and watch as his truck rocks on it's suspension as he gets about 7 gears off the fuel island.

I know all fleet drivers are not like that but it amazes me how many are. They can't take the time to engage the clutch brake and ease the thing into it's hole...

OOPS! Don't want to hijack the ISX thread...back to the subject.

 

Ahh, THAT GUY! He makes my hands shakin and coffee cup lid brakin... I swear he follows me to every truckstop in that dirty, ex-white Swedish Vacumcleaner.
You are so on the subject -for this guy Cummins has Smart-Torque engines, where they limit torque output in every gear except for the two top gears, so he can still thunder thru the fuel islands but without unnecesary drive shaft twisting lol