Cummins ISX CM870

[@marcelmaftei3997]

Exceptional presentation

[@eagletran9]

Thank you

[@timothyball3144]

If you get a low EGR flow code, remove the lines going to the differential sensor and clean them before replacing the EGR valve.

[@elwilljaymas4176]

Thank you for this info, I'm seeking as much knowledge as I can find. I'm a new owner operator, and I have the cm870 engine. Question on the passenger side of the engine in this video, is what's numbered as four the EGR cooler?

[@ENGINESHOPJOE]

Yes number 4 is the egr cooler. I will do a video on what problems to watch for on each of the models. If you catch a problem early then you save money in the long run.

[@elwilljaymas4176]

Thanks a lot! I'll keep my eyes peeled for it.

[@6IXPAPI]

This great information. I have a 2006 international 9400 with this motor. What would say is the best cruising rpm is for this motor. I hear they like high rpms. Thank you

[@ENGINESHOPJOE]

That has the mechanical vgt turbo (air solenoid on it) and egr. They pulled to 1250 rpm and depending on the calibration they would cap out at 1800-2050 ( at rated HP). The engine really does not care what RPM you are at as long as your in the power band. That assumes everything is working correctly and there are no boost leaks. They pulled hard at 1800 rpm I was told by more than one driver. At 1800 they had a bit more HP than rated or claimed. The engines had fairly flat torque curves which means they pulled about the same across the power band. The perception was if you rev it up it pulls hard and shifts better. The science of it is torque is torque no matter what the rpm and a flat torque curve means it pulls pretty much just as hard at 1800 as 1250. If I was coming up on a long hill id wind it up and hit the hill at just below rated rpm (minding of course the speed limit) and then let it just pull as the rpm comes down slowly. Id shift at about 1450 so i ended up at 1650 and so on.

[@winnreid]

I run one everyday and I think it’s 550 rated. The turbo looks a bit bigger then the one on this engine and like you said loaded it likes to be wound up high between shifts. Empty the calibration won’t let it rev past 1800rpm and it makes it hard to shift if your in a hurry. It seems to give you power based on demand, I was wonder if that was accurate or if I was crazy.

[@MikeFerguson-is1ix]

Do they make a after market harness. I'm not getting communication. To the ECM. Id like to buy. Something. That I could just plug. In. I appreciate. Any information I can get

[@ENGINESHOPJOE]

If you are referring to engine harnesses or oem harnesses qualtronics in indiana makes custom harness but i'm sure pricy. If you are referring to communicator to ecm connections nexiq.com makes a number of optional harnesses.

[@kevinmazur1519]

Good engine or problematic? I had a 01 -570 series probably the best engine I’ve ever owned in 26 years. I’m looking at a 03 miles around 600k What’s your thoughts? Thank you

[@ENGINESHOPJOE]

If it is pre egr they are a beast of an engine. The few problems they had can be upgraded out. IE monotherm pistons vs the two piece aluminum. A recon head makes all the head problems go away. If emissions are not an issue in your application you can't really go wrong. I am sure you know there are a few states you can't leagally (emissions) go into with this engine.

[@kevinmazur1519]

@@ENGINESHOPJOE thank you

[@johnweber8562]

Does the 870 have different blocks? Or is it the same block but different heads for higher hp ratings?

[@ENGINESHOPJOE]

The 870 cylinder block is the same no matter what horsepower you build the engine too. I think there is only one head as well. There are other internal parts that change with family changes. Cummins used to place the engine in family 1,2 or 3. Gear train changed as well as cam , piston, and injector part numbers. Family 1 was 435-475 hp and family 2 was 450-500 and family 3 500-550. Id have to look but i dont think the 870 had a 600 hp cal.

[@johnweber8562]

@@ENGINESHOPJOE Thanks for the info. This helps a lot. I currently have a 870 and I guess it would be in the family 1 category. I do have a tun that's up to 550 hp on it. It just lost oil pressure, snap ring on wrist pin snapped and caused a lot of damage to the motor so I'm currently needing a new one. It has close to 900k miles on it and the cams are not in the best condition either. I'm trying to get a Recon from Cummins and I would like to get the bigger one, family 3, motor but Cummins is really fighting me on this. They are telling me that since I have to lower motor in that they will not upgrade my motor cause they don't think my W9 can handle the additional horsepower. Crazy but I have a feeling this is more a liability issue with Cummins.

[@ENGINESHOPJOE]

@@johnweber8562 That is weird about cummins but I do know the EPA has them buttoned down. When we buy recons we have to buy like for like. It could be something on that order. As far as your chassis goes they look at the torque the trans and rears can take. Your engine might of been 1550 or 1650 torque. The family 3 can go to 1850 so they would be over stressing those parts. However you could just get an exchange trans rated at 1850 ftlbs if that is the issue. You could also talk to them about buying a family 3 and recalibrating it to lesser horse and torque until other parts are upgraded. they will really fight you on that because warranty costs built in the price change dramatically when you go to the next family so you are getting a deal buying a three calibrated to a two. If you raise the hp while in warranty you have to notify and pay them or your warranty is voided.

[@PoliticalGangster]

So the Apex would be better than all proceeding engines in its class simply due to the fact it had no emissions. That accurate?

[@ENGINESHOPJOE]

The Apex was a Non emissions system engine. It was much dirtier than todays engines when you measure emissions out the tail pipe. Remember it was the first generation so many improvements were made by the time the isx 871 came out. I said 871 because after that we moved to non mechanical injectors and a totally different fuel system. Trust me the apex had its problems but like anything you slowly find the issues and engineer them out. They were, compared to todays engines, a simple engine that just ran with few problems between overhauls. I used to work on a guys truck who ran NY to LA and back. He and his wife ran team and they rolled the tires off that rig. He bought it new and wore out 4 engines ( almost 4 million miles before he retired.) I did three complete rebuilds and one recon engine because a rod came out the block in the midwest. That was because a valve broke off and the piston came apart.

[@kellyboon4918]

It's an EGR engine

[@devinlewis3509]

Is there any way we can talk on the phone i want pick your brain

[@ENGINESHOPJOE]

You can email me at faultcodehelp@gmail