(11-28-2016 )in2trux Wrote: Freddieg, everyone here has suffered through Cummins problems, some more than others. These emission systems are so tightly integrated (programing) into engine operation, you REALLY have to drill into them. When I came onboard, Rawze was the only one I'd found that was giving straight dope on figuring out how to deal with a monster and cut through the BS and explain WHY.
Dealers are not your friend! "Technicians" work through a diagnostic tree that is more suited for theory and not the real world. Instead of starting with the cheapest, simplest solutions they start by throwing very expensive parts at the problem without getting to the root cause, as you have found out. Water under the bridge now, at least you have the new parts. Let's not forget about the labor rate that compounds the pain.
The first problem is trying to feed an engine it's own waste. All that soot pumped back into the engine starts destroying it, day one. Soot, carbon, is abrasive. Think of it as fine coal slag.
It's by design thanks to the numbnuts in the EPA and cuts engine life in HALF.
The fact that they don't have a bypass filter on them from the factory should give anyone a clear picture of the road they're on. Buyers willingly accept idiot lights in place of gauges and piss poor onboard diagnostics based on empty promises of more fuel economy in an age of sophisticated super fast, cheap, micro computers. That smart phone in everyone's hand is more than capable of doing the job, unfortunately most people are fixated on twitter or facebook. Companies sell very expensive computer controlled engines and baffle everyone with BS that they are the only ones that can fix them without countless hours of training and expensive proprietary software. It's your truck, not a profit stream for their company!
You never said how many miles are on the truck, how many hours on the engine, how long you've owned it how often it has been serviced. All important pieces of information for anyone trying to help.
You very well could have broken or carbon packed rings but until you take the right steps in diagnosing the real problem it's all guessing and the dealer has done more than their share of that!
Bottom line is whether ISB, ISC, ISM or ISX they are a good engine when you cut through the crap and can be made to run efficient, reliable and profitable.
Thanks for the advice and I completely understand what you are saying here and I appreciate the words......2009 ISB 6.7 T300 rollback, 215,500 miles, 7,624 engine hours, a so called friend new I was looking for a 26,000 lb rollback so he told me to pay to get it out of the shop(new turbo, DOC cleaned, aftermarket DPF $9,000+)...take over payments and I can have this truck and that was April 21, 2016. Even though I make a few dollars with it.....it is becoming more of a headache than anything. Thank you
