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. Cummins ISX y QSX15, Sistema de Control Electronico, 866 paginas, Haga clic para descargar Diesel Engine Specs Basic specs are free and open to everyone They usually include engine images, displacement, dimensions and weight, essential bolt tightening torques, plus characteristics of the engine e.g. Its power and torque. 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. Cummins ISX15 with SmartTorque2. Cummins ISX15 with SmartTorque2 (ST2) is available exclusively with the SmartAdvantage™ Powertrain. Higher torque is delivered earlier in the rpm range so you can cruise at 1150 – 1240 rpm.
Get pricing for new Cummins engines, generators, components, parts or service. Request a Quote. Specifications Ratings Features Maintenance Brochures. To access our complete brochure library. 1650 - 2050 ft-lb. 2237 - 2779 N.m /engines.
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.
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.
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.
|Model||Fuel||Displacement||Years of Production||Notes|
|ISX12||Diesel||11.9L||2010-2020||Phasing out started in 2018|
|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|
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. 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. 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. 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.
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.
- ^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 has built a reputable name for itself over the decades, but how did it get to where it is today? In this guide, we’ll discuss how Cummins started as a strong partnership, then transformed into an impressive engine manufacturing company. Diesel Pro Power will take you through the ISX series’ specs, common issues and featured products, whether you have one of the original units or a modern version.
When you know the ins and outs of your engine system, you can better prepare your marine or generator applications to make functional repairs when necessary.
A Brief History
Clessie Cummins founded Cummins Engines in 1919 and partnered with J. Irwin Miller, a knowledgeable man in business practices. By combining Cummins’ expertise in diesel and Miller’s business skills, they were able to expand the company to how we know it today. Through the decades, the Cummins brand has integrated itself into a multitude of areas within the diesel industry.
For example, in 1973, Cummins bought Holset Engineering Co., which was a company focused on engineering engine parts. Cummins also acquired Onan in 1986, a company that manufactured generator sets. The name was later changed to Cummins Power Systems.
In 1989, Cummins began working with Dodge Ram, and the name soon changed to Cummins Emissions Solutions.
Cummins is an engineering company that has its foot in multiple critical areas of the market. With growing expertise in engine manufacturing, emissions solutions, gensets and parts engineering, Cummins excels in manufacturing products and solutions for marine engines and generators.
Cummins ISX History
The initial design of the Cummins ISX began in 1998. The original engine in the series was the N14, but over time, it became an obsolete line of engines, as stricter Environmental Protection Agency (EPA) laws came into play.
In 2002, the ISX15, also known as the “Signature” series, started production. It upheld its name because it had an innovative fuel system called the “Interact System.” The “IS” in ISX stands for “Interact System.”
Since its launch, the ISX has been the core of Cummins’ diesel engine fleet. Not only has it advanced with quicker processing, but it has also increased fuel efficiency since its debut.
In 2002, the ISX became one of the first diesel engines to incorporate an exhaust gas recirculation (EGR) cooler system. The technology takes the engine’s exhaust and recirculates it back to the intake chamber, reducing NOx particles. The ventilated exhaust lowers the combustion chamber temperature.
The ISX started featuring the selective catalytic reduction (SCR) system in 2006. It injects urea, which is an active element in diesel exhaust fluid (DEF), into the exhaust. Ammonia in the urea chemically reacts with the NOx particles and converts them into nitrogen and water inside the catalytic converter. DEF reaches high temperatures in the holding tank, then pumps into the injector and decomposition tube, causing it to react to the NOx in the exhaust.
New advancements in emissions technology emerged when Cummins introduced the diesel particulate filter (DPF). The system captures the exhaust produced from the combustion chamber and neutralizes the soot through oxidation. The oxidized ash transforms into dust. Then, it’s regenerated through the turbo in a process known as regeneration.
The ISX had a dual overhead camshaft design. One cam activated the injectors, and the second initiated the valve train. This complicated injection system was cam actuated to form injection pressure and deliver fuel. However, it didn’t last into the next ISX versions after 2010.
The Cummins engine underwent a redesign to meet the 2010 EPA standards through developments in the emissions technology. The company’s advancements focused on a single overhead camshaft instead of a dual solution. They also innovated the common rail fuel system, which eradicated the need for an injector camshaft to generate pressurized fuel.
In the common rail fuel system, diesel fuel becomes pressurized via multiple piston pumps. Then, it’s distributed through the tubing to the rail system for storage under extreme pressures— about 35,000 PSI or higher.
This version of the ISX relies on an engine control module (ECM) to monitor the timing and pressure. The ECM can activate each fuel injector up to five times per combustion cycle. The single camshaft improvement creates a better fuel economy and reduces emissions to stay parallel with EPA standards.
By 2013, the ISX gained on-board diagnostics to track the engine’s emissions. This change increased fuel efficiency compared to previous versions. Each year, Cummins continues to update the ISX15 to meet EPA standards.
Cummins ISX Specs
A Cummins ISX engine is an Inline-6 diesel with a duel-fuel configuration — meaning it can run on diesel or natural gas — although, diesel is the most common. If you’re in the market for an ISX, its specification log includes:
– 400-600 hp
– 2,050 lb.-ft. maximum peak torque
– 2,000-2,100 RPM engine speed
– 1,000 lb.-ft. clutch engagement torque
– Six cylinders
– 14 gallons of oil capacity
– 15-liter design
– 3,093 lbs. system weight
– 3,021 lbs. dry weight
– 72 lb. aftertreatment
Throughout each improved generation, the ISX engine now has several prominent features that make it one of the most sought-after solutions. Compared to the original N14 series back in the late 1990s, the ISX now delivers an exceptional line of components that have been engineered and upgraded each year, including:
Cooled exhaust gas recirculation:If your engine was made after 2002, it has an EGR system. Recirculation within the engine lowers the combustion temperatures, which reduces optimized MPG and emissions.
Crankcase ventilation system:The ISX’s advanced crankcase ventilation only needs replacement after every third or fourth oil change, allowing you to operate for longer.
Cummins Intebrake™: The Intebrake™ can reach up to 600 braking HP, which helps control the machine and reduce brake wear.
Dual overhead camshafts: If your ISX was manufactured before 2010, it has a dual camshaft system. The first cam creates high-pressure fuel injection for clean power while the second has a set of lobes to operate the integrated engine brake. The second set of camshafts also moves the intake and exhaust valves. With a high-pressure fuel injection system, a marine engine can produce complete combustion.
High-pressure fuel injection system:The high-pressure system forms a clean and complete combustion phase.
Integrated electronic controls: Engines produced after 2010 rely on an ECM. The engine’s ECM controls the aftertreatment. It also synchronizes interactions between the ABS, transmission, engine brake, cooling fan and other components.
Low maintenance: An ISX engine can run up to 15,000 miles between oil and filter changes.
Mid-stop cylinder liners: Cylinder liners within the ISX have a strong design to allow for variations in coolant chemistry.
Particulate filter:An ISX engine has a fully integrated particulate filter for uncompromised performance by reducing particulate matter.
Single overhead camshaft: Versions made after 2010 have a single camshaft system with a common rail fuel operation that relies on piston pumps to inject diesel.
Variable geometry turbocharger:The turbocharger has a sliding nozzle to boost durability and reliability. Its electric actuation enhances its responses and control for adjustment. The component also delivers a definite increase at any RPM.
Cummins has mastered the engineering process by integrating each possible solution into one unit.
Cummins Isx Engine Torque Specs Transmission
Common Cummins ISX Issues
When you find your ISX engine is experiencing issues, refer to your manufacturer’s manual. Address any problems right away to avoid more severe damage. Here are some tips to keep in mind before making engine repairs:
Cummins Isx Torque Spec Sheet
– Check the dual or single overhead cams.
– Inspect the spring-loaded cam gear and release the tension before unloading.
– Set the idol gear.
– Use a puller tool for the front and back seal.
– Use heavy-duty cams.
– Work with specified parts for ISX engines.
Do you have a single or dual cam ISX? Does it have an EGR system?
When it comes to common ISX issues, some problems may not affect your engine, depending on the year it was made. It’s important to know what version of the marine engine you operate to understand what troubleshooting and repairs are necessary.
For example, engines engineered before 2002 will experience more problems with EGR compared to modern types. In 2008, Cummins began noticing the SCR system experienced failing revolving parts, interfering with the engine’s horsepower. Clogged inlets came about in 2010 when recirculation was occurring, also affecting HP.
Depending on the version you have, common Cummins ISX engine problems involve the turbocharger, EGR, camshafts and timing wedge:
Variable Geometry Turbocharger
The turbocharger is one of the most notorious ISX failures and is expensive to fix. While they are ideal for direct throttle response, VGTs often experience a buildup of carbon, soot, rust and other contaminants. You may feel no response from the engine or an extreme retort at low RPMs. The best fix is to clean the exhaust side of the VGT, replace its parts or swap it for a fixed unit.
Another common problem is an EGR valve that leaks. It can cause black smoke and power loss to your ISX engine. Although it’s tricky to diagnose, you can monitor the unit’s coolant to see if leaks are present. If you’re using more coolant than usual, it can be an indication of a leak. Another sign is if you notice white residue from the burnt coolant. EGR system issues are more common in older versions of ISX engines.
Rocker arms within your ISX may be damaging the camshafts, which causes an improper amount of oil to pass. When the rockers hit the camshaft lobes, it flattens them. This deprivation causes your marine or generator application to experience performance issues. You can replace both the camshaft and rockers to deter the problem. Swapping rocker arms for new ones is vital. Otherwise, they will flatten the new camshaft as well.
Problems with a timing wedge often happen after you repair or overhaul the camshaft. Wedges have a tendency to wear, which inadvertently alters the camshaft timing, therefore, wrecking the engine’s balance. Fuel injection that occurs at the wrong time can affect the entire system. If it’s too late, it can create soot, contaminating the oil. Over time, a buildup of contamination can form in the oil filter, resulting in a drop in oil pressure.
Avoid the timing wedge issue by changing the oil filter. If the problem seems to improve, you need to retime the ISX engine using a dial indicator. It’s a sensitive procedure, so you may need to rely on the professionals to take over.
Certain ISX engines experience more problems than others, but each issue has a set of simple troubleshooting procedures. One of the best ways to eliminate problems with your Cummins is to conduct preventative and regular maintenance according to your manufacturer’s manual.
Why the Cummins ISX May Be Ideal for You
The Cummins ISX trumps other engine solutions by living up to EPA emission standards and having an advanced fuel economy. The ISX may be the ideal provision, whether you’re a yacht or a workboat owner. Several of the engine’s featured products include:
Isx15 Torque Specs
Cylinder head with valves: With a cylinder head remanufactured to advanced conditions, it functions like new. The new internal components are tested for air decay and are also wet tested. It has chased threads, and mechanics weld any cracks to avoid leaks.
Inframe engine rebuild kit:The rebuild kit includes new parts. The pistons are made from heat-treated steel and have a modern closed-skirt design. With induction-hardened cylinder liners, it delivers improved wear resistance. The rod bearings are made from bi-metal for better strength, durability and fitment.
Fuel injector: A remanufactured ISX fuel injector has new parts ranging from the spill valve, shim and NOP spring to screws and the actuator assembly. It also includes new external O-rings and filters.
Inframe engine rebuild kit with re-ring and fewer pistons: The ISX has an inframe rebuild option for when your pistons are in good shape. It has oil control rings made with precise tangential tension for ideal control, and the gaskets are made with premium materials.
Valve camshaft:If your engine has worn camshafts, they can reduce the amount of horsepower and affect the valve timing. The valve camshaft involves precise remanufacturing.
ISX variable speed propulsion engines are perfect for recreational, commercial and government marine applications. Cummins strives to upgrade and improve each component in their ISX engine series to deliver superior dependability and performance. The marine engine has an exceptional fuel economy compared to other big-bore engines and outstanding braking features.
Cummins continues to expand the X15 series’ components, even into 2020, where their latest version already meets 2021 greenhouse gas regulations and fuel economy standards.
The ISX also has unmatched fuel economy, emissions, performance and cooling systems:
Fuel economy: The ISX has efficient water and fuel pumps which deliver more usable horsepower to your operations. Cummins uses technology to generate optimized combustions and fewer regenerations of the aftertreatment system. The ISX undergoes better fuel economy advancements with each new version.
Emissions: Current ISX engines meet EPA standards along with DOT regulations because of on-board diagnostics that look at optimal emission performances.
Performance: The ISX has a massive range of horsepower, depending on which version suits your application. With a max 2,050 lb.-ft. of peak torque, the engine’s SmartTorque adds 200 lb.-ft. of extra torque when needed. You can tailor the unit’s performance to your specific needs.
Cooling system: The cooling system underwent a size reduction without losing power to increase aerodynamics. It also reduces losses seen in the alternator’s performance and other water pumps. A smaller cooling solution creates an open room, forming cooled air around the engine.
Cummins also continues to improve the combustion chamber to result in fewer active regenerations of the aftertreatment. The ISX has advanced components and featured products to support your marine and generator applications.
Cummins Isx15 Engine Specs
Diesel Pro Power Has What You Need
Diesel Pro Power has a vast inventory of ISX marine engine components, including freshwater parts and Cummins ISX cables for when you experience problems with your system. With more than 15,000 satisfied customers, we provide 24-hour worldwide shipping through our easy-to-use website. Our specialists deliver complete solutions for your specific applications and needs by working with you one-on-one.
Cummins Isx Engine Torque Specs Chart
Browse our ISX engine parts or reach out to our customer care team by calling 1-877-597-1353. We deliver solutions with precision to your specific demands.