Peterbilt 2015 cm2350 list of issues

[Trey7981]

(02-05-2025 )Rawze Wrote:  Never use after-garbage components on a cummins engine. You save ZERO dollars by the time you realize they are not up to par, and end up with nothing but headaches in the end.

Yeap, the current pump came from MHC in McDonough GA. They got them on sale so ended up costing the same as aftermarket. So I watched a video on egr cooler removal since mines in a 367 Pete it’s a lot easier to get to but I’m seriously worried about snapping the turbo studs on n the manifold. I was thinking torch and wax to help get them out but I’m open to suggestions.

[Trey7981]

Just pulled the egr cooler off and it dry with no buildup. Can see thru all the tubes that are possible based on design. The tube from the egr valve to the cooler appears dry as well. Now I’m wondering how coolant is leaking from the v-band on the rear of egr cooler. I didn’t see anything spraying externally. I’m so lost right now turbo inside is dry so is the downpipe into the after treatment. I’ll post pics for reference in a bit             not100% sure the wetness on the block could be coolant because I sprayed penetrating oil on all the bolt so none would break.. but coolant was dripping fast from the vband down to the coolant fitting going back into the block and then onto the exhaust pipe under the truck. 1st pic is the egr below 2nd is the turbo 3rd is egr tube to egr valve 4th is the coolant return from egr cooler

[Trey7981]

I read somewhere that new injectors on cm2350 are plug and play is this correct. If not what do I need to do on insite.
FYI after installing the new FP head and metering valve other injectors are failing. Just gonna buy a full set and replace them. $12k for 6 new “not reman” injectors is crazy!! Leak down test lost all pressure into the hundreds in 60sec.

[Rawze]

(02-17-2025 )Trey7981 Wrote:  I read somewhere that new injectors on cm2350 are plug and play is this correct. If not what do I need to do on insite.
FYI after installing the new FP head and metering valve other injectors are failing. Just gonna buy a full set and replace them. $12k for 6 new “not reman” injectors is crazy!! Leak down test lost all pressure into the hundreds in 60sec.

depends on if you have the earlier model ecm or the newer one. CM2350-X101's had 2 different ecm on them. Earlier models, you had to type in injector trim codes.. newer models, you did not.

[Trey7981]

New injectors are installed and truck is running smooth like butter. Next issue is the engine fans running a lot. Coolant is 180 oil is 190-200. No Ac on, outside temp is 56F. I know multiple sensors can turn on the fan but don’t know which or where they are on a Pete. Any picture or guidance would be appreciated!

[tree98]

Moniter with insite see what's commanding the fan on. A bad A/C pressure switch could make the truck think the A/C is on and the pressure is to high therefore turning the fan on.

[Trey7981]

Well crap, powerloss is back intermittent. You can hear it in the sound of the motor when the motor sounds smooth full power. When it’s loud it’s low power. Can also see it on current mpg. 3.3 or less low power on low grades full power 5.5 mpg. Still have no active or inactive codes on insite. Can my egr valve be messing up and not throwing a code? Idk

[JimT]

I'm late to the party here and just read through the entire thread, so pardon me if I missed something. But one thing that jumped out at me was the 2 different sensors throwing codes for erratic data as well as multiple sensors reporting wildly inaccurate data in insite. At that point I would have stopped everything else and focused solely on the electrical system and wiring. Pull up wiring diagrams from quickserv and a multimeter. 1 bad sensor, sure, but multiple bad or erroneous sensor readings at the same time, that can't be a coincidence. It also lends itself to the ongoing and sometimes intermittent nature of your core power loss issue. ECM could just be adjusting operation due to erroneous, but still in-spec, data. This seems especially common for aftertreatment related derates, though I'm not saying that's where your problem lies.

As for the fan, first and foremost data monitor with insite to find out what the ECM thinks is commanding the fan on. Also, if that's a Pete it probably has that air solenoid up near the firewall that controls the air supply to the fan clutch. I've seen many people have issues with them going bad and simply replacing that switch fixes their fan issues. Might be worth checking. Eventually they do go bad causing engine fan to stay on, so even if it isn't the cause it might not hurt to at least have a spare.