D13 or ISX15

I wander if anyone knows when exactly Cummins went to the cm2350 engine? I'm looking at a 2013, but I don't know how to tell which engine is in it. I have the build sheet, but it doesn't specify 2250/2350. Is there a way for me to find this info?

 

Yes top left side of valve cover you should have all the info for that engine jncluding horsepower cpl and model I believe that would be a 2250 but I'm not sure

 

Ok, thanks! I haven't looked at it in person yet, it's one of my favorite trucks though other than a glider. Before I make trip, I'll have them take pic and send it to me.

 

Guarantee you can get more horsepower out of a Cummins then a little 13 liter Volvo

 

D13H is the current platform. All engines from produced with 2010 emissions level are basically the same. Higher HP models as well as the efficiency models will have different internals to meet HP and efficiency requirements. The major issues affecting this platform are the well known injector sealing issue. When installing the stainless cups the swedging bit used had 4 pulls to get it installed. That has been revised with new tooling and has 1 single pull. Leaking injectors has declined about 60% with almost no comebacks. There has been a few late 13 early 14 trucks that have had a lower idler gear failure. It was again a supplier issue and is covered by the base major components warranty. If out of base warranty it is being handled by DSM reps on a case by case basis. Being said the D13 is hands down the best engine platform available. Is you want to pass everyone in the left lane then quit reading and go buy something else. If you have good sense especially business sense read on. I have been in this industry since the big cam was new. There are 2 distinct groups out there when it concerns engines. Those who want all the power cuz nothing gets them butt hurt more than getting passed on the hills and they shonuff need to get in the buffet line before last call. And then you got the tree hugging koolaid drinking eco friendly I will do anything for .1 mpg increase yada yada yada. Here's the facts you can get a D13 in a class 8 truck with up to 535 HP and 1850 torque. There are big changes for 2017 D13 platform coming. The D13 surpasses the series 60 Detroit engine in both reliability and ease of maintaining. It is just as durable too. For fuel efficiency they can get mid to high 7s and more. With an iShift in the overdrive version efficiency increases to low to mid 8. There is a big change to the iShift coming as well. Now the big HP guys are the first ones to piss and moan because they are broke down more often but bigger power is going to break something. I've said it on here before that it's a business now better start acting like it or you can be big rigging in the soup line. Rates suck. Profit is what you keep. Fuel is still the #1 expense. So what you don't have to spend becomes bottom line profit. Bfd it takes you a couple minutes to get over the hill if it save you $10,000 a year. If you know how to operate a wrench, the D13 is fairly easy and straight forward to work on. Labor is expensive. Buy the tool learn how to fix it. More money saved (i.e. bottom line profit) plus you got the tool for next time making it cheaper. Now before I get everyone telling me their opinions be it known I am a Detroit diesel guy. Even got me a sterling example of 977HP ddec2 to prove it. All of the trucks for my company were Cat C16 and C15. I am a HP guy but when you pull 800,000 lb loads wimpy motors won't do it. But, I also operated a business and I did that for profit. So my gig is different. If I was a freight hauler van flat etc I would have speced out my trucks in accordance. They would be upper range torque, mid range HP, manual transmissions, high torque clutches. One because the majority of drivers lack good sense, that's why they drive and don't own.
As for the ISX...the fuel pump failures are well known. Any and all internal engine damage will be evidenced by the #4main journal. What is not so well know is that rapid serv has changed the process of cleaning up the mess. The biggest is they no longer flush the engine of debris. If you have the barrel and plunger failure, if the engine still spins they have the tech change the oil. The original had them teardown the engine to clean and look for progressive damage. The only Cummins rep that has any sack and tightened up rapid serv was the fleet rep for ATS out of St Cloud MN. She is pretty sharp. Next up on the bad list for Cummins is cam failures. Been seeing a lot lately and taking out both cams in one shot. Kind of spendy around 8 grand if no warranty. Fuel efficiency for the ISX sucks. Now I know someone will respond that they get 7 or 8 mpg I really don't care about outliers. If you measure platform v platform ISX v D13 then it is black and white. ISX platform is 4.9-5.1 the D13 is 6.2-6.4. The side note is that the ISX is the high HP high torque used mostly for large loads so it drags it down some. As Cat is out of the market it left a void Cummins filled.
The cost for maintenance on a Cummins is higher too. The common rail injection, fuel metering actuator are not as user friendly to the weekend mechanic. As for the emissions systems I am not a fan. I don't recommend the use of biodiesel. Doesn't matter Cummins Volvo or any of the others. Usually aftermarket dpf filters have flow issues and wreak havoc on the sensor system, though they are getting better.
Now for all you naysayers go ahead get it started. I'm just trying to shed a little light on my observations over 40 years of all things trucks. Have your argument straight, I got all the resources available to show you.

 

Holy god, Wall of text crits your eyes for over 9000.

 

All of it solid, useful information, unlike your post.

 

Useful information is awesome but one has to be able to read it without getting a headache. But I do agree, good info!

 

can you be more specific about 2017 D13 platform ,common rail injection,double turbocharging?

 

Do you have an opinion on the volvo d11 2012 truck running def? thanks