Stay Ahead of Trouble on EGR Engines

There are few prescribed maintenance procedures for exhaust gas recirculation systems, but a watchful eye can prevent a small problem from getting worse. From HDT's February 2014 issue.

February 2014, - Feature

by Jim Park, Equipment Editor - Also by this author

SHARING TOOLS        | Print Subscribe
EGR Engines still plague owners of older trucks with problems.
EGR Engines still plague owners of older trucks with problems.

While most of the early problems have been engineered out of the exhaust gas recirculation systems on today’s clean diesel engines, corroded coolers, stuck valves and other problems still plague owners of older equipment.

Unfortunately, there’s not much you can do in terms of scheduled preventive maintenance to keep those systems working. Keeping a close eye out for telltale signs of impending failure, however, can help keep repair cost down by scheduling the event rather than being surprised by it.

“Vehicle performance, fuel efficiency and frequency of active regenerations are good status indicators,” says Roy Horton, Mack’s powertrain product marketing manager. “Adhering to a regular maintenance schedule and addressing issues as soon as they arise are vital for preventing damage to the vehicle.”

EGR Coolers as Indicators of Internal Failure

With EGR coolers, for example, external leaks were not reliable indicators of an internal failure. Instead, Mark Ulrich, director of customer support for Cummins’ Engine Business Unit, suggests paying attention to top-up coolant.

“Fleets should be monitoring coolant consumption,” he says. “If they find they are adding, say, half a gallon of coolant per week, but there are no external leaks, that’s a good indication of an EGR cooler with an internal leak.”

Ulrich also says elevated sodium and potassium levels in the oil are indicative of coolant contamination that could be coming in through the EGR system.

According to Mike Dowling, an accredited technician trainer on Detroit’s on-highway diesel engines working with Clarke Power Services in St. Louis, the early EGR coolers were “fix as fail” items, and clues to a failure were not particularly easy to spot in advance.

Simple DPF maintenance goes a long way toward preventing expensive on-road service calls.
Simple DPF maintenance goes a long way toward preventing expensive on-road service calls.

“We tell our techs to watch for white residue at the outlet end of the cooler,” he says. “You wouldn’t necessarily be able to see a coolant leak, but burnt coolant leaves a white residue – the supplemental coolant additive – that’s visible. Once you have the cooler off the engine, you could physically test it and blow it out to remove the exhaust residue, but that’s after the fact.”

In shell-and-tube coolers like Cummins used, Ulrich says, one of the weak spots turned out to be the interface where the tubes are welded into the header plate.

“It was simply a fatigue cycle induced by the expansion and contraction of the components as the hot exhaust gas flowed through the cooler,” he says. “We changed how we flowed coolant through there and we also made some dimensional and material changes.”

John Moore, Volvo Trucks powertrain product manager, says failures seen in early EGR valves are behind the industry now, with changes in materials and design.

Dealing with EGR Problems Caused by Soot

Contemporary engine designs improved on past weak points, and thereby reduced the number of failures.
Contemporary engine designs improved on past weak points, and thereby reduced the number of failures.

“Exhaust gas recirculation in diesel engines reintroduces exhaust soot that not only can corrode valves and coolers when condensation occurs, but can also make them stick open or closed due to excessive build-up of gummy deposits,” he says. “These failures are not as common today due to changes in component design, along with ultra-low sulfur diesel fuel as the only option for fueling. That greatly reduces the corrosion and deposit buildup.”

Ken Pickett, a customer support rep at Clarke Power Services’ Wentzville, Mo., facility, notes that EGR cooler failures were often precursors to an EGR valve failure.
“If you could put a lifespan on a cooler, you might be able to predict when they might fail and pull them before they do,” he says. “If you’ve had a cooler fail, chances are the valve won’t be far behind it.”

EPA-2007-emissions engines also saw some problems with the diesel particulate filters.

Navistar spokesperson Elissa Maurer told HDT that proper lubricant is vital to the longevity of these DPFs.

“On top of the regens, the DPF will probably require a physical cleaning sometime over its life, but using the right oils can prevent premature contamination,” she says. “Customers should follow recommended maintenance schedules for their vocation.”

These bits of advice and historical context do not necessarily apply to all engine brands, of course. They are specific to certain manufacturers, but can sometimes be applied generally.

With that in mind, truck owners can still stay out of deep trouble by watching the engine for changes in oil or coolant consumption, fuel mileage and performance.  

“An increase in active DPF regenerations on pre-SCR trucks can indicate that the filter needs service,” Moore points out.

Preventing Progressive Damage in EGR Engines

Proper maintenance at the recommended invervals can help prevent progressive damage to aftertreatment systems. 
Proper maintenance at the recommended invervals can help prevent progressive damage to aftertreatment systems.

“Owners can help prevent progressive damage to their aftertreatment systems through proper maintenance according to published intervals. If the EGR cooling system has performance issues, trouble codes will be present. Do not ignore them. Have the system fixed immediately to avoid more costly repairs,” Moore says.

While the diagnostic capability of contemporary engines is vastly improved over early models, owners should pay attention to the signals they are getting from the blinking lights on the dashboard. When a fault appears, pay attention to it.  

“The fault codes are historical, and all the faults are flagged,” says Clarke’s Dowling. “But good old-fashioned changes in performance or fluid consumption are still good indicators that something has changed. Don’t ignore them, either.”


  1. 1. Tim [ February 12, 2014 @ 06:23AM ]

    What is considered normal regens? How many miles or hours are considered common on the Cummins engines this story was referring to?

  2. 2. BB [ February 12, 2014 @ 06:57AM ]

    We have 14 each 2010 Cummins ISX485's in our fleet of 80 trucks, they have more downtime than the rest of our fleet put together. 6 of them have needed complete rebuilds before 450,000 miles (carbon packing). ALL have had had at least 2 EGR coolers and 2 turbo's replaced, some as many as 4.
    When they get to around 4-500,000 miles, the Cummin's techs cannot keep them running over a couple of weeks at a time.

    I REALLY hope the new SCR motors are better, but I really just believe not enough miles have been accumulated yet (still too new) to show the problems. We only have 1 ea. 2012 (ISX w/ SCR) with about 315,000 miles, but it has already been in the shop way too much the last 4 months with about $20,000 spent on motor work.

  3. 3. Jim [ February 15, 2014 @ 08:34AM ]

    Normal engine regenerations should occur without you even noticing oftentimes. Their frequency will depend upon your driving style. If you're all highway, you won't require as many as if you're doing all in town driving .

  4. 4. Jesse [ February 15, 2014 @ 09:03AM ]

    We are generally talking about post 2006 DPF engines here, right? I've got a 2006 ISX with just the EGR/no DPF and the thing is bullet proof. I have had no MAJOR problems with any components related to the engine. 780,550 miles on it. Getting 6.25mpg in a regional operation hauling at gross 80% of the time. Am I lucky, or running on borrowed time?

  5. 5. BB [ February 20, 2014 @ 06:18AM ]

    My comments only relate to DPF equipped motors (usually 08 trucks with 07 engines and newer). The DPF increases exhaust backpressure and this forces more and more exhaust gases, heat, etc. into the motor. All the parts and pieces that attempts to make this nightmare work seem to overwhelm both the engine and the Cummins techs that try to keep them running.

    You have a good setup, no worries!

  6. 6. Jesus [ February 20, 2014 @ 09:35PM ]

    I recently bought a VOLVO 08 that has already the DPF system. In the past, I used to lease a VOLVO 2012 and had thousands of issues with the REGEN process; now, Im scared as hell just by thinking to go through this funny party again. My truck has 631000 miles on it already and has a cummins ISX; is there any way to find out if the truck went through the proper mantainance when it comes to a REGEN issue?
    Thanks in advance for any advice
    Jesus Cruz

  7. 7. Cliff Downing [ March 01, 2014 @ 09:00AM ]

    When and if the OEM's find a way to drop EGR altogether and rely solely on SCR and DPF, a lot of problems, cost, downtime will be greatly reduced. You just can't feed either a living organism or an engine it's own feces and expect good results.

  8. 8. Nussbaum [ March 04, 2014 @ 04:13AM ]

    I have a 2009 Kenworth with a cummins and have had nothing but problems. At 65,000 miles the turbo went and DPF filter. at 75,000 miles the air compressor went due to carbon build up. At 170,000 the EGR Cooler went taking out the turbo and the DPF filter. A week later it was back in for ALL the injectors. In the last 45-days the truck cost me $ 17,000. This truck is down for repairs 75% more than its twin that is 2007 vintage.

  9. 9. catpower [ August 03, 2014 @ 12:26PM ]

    Cummins Isx what a joke

  10. 10. Debbie [ September 06, 2014 @ 12:35PM ]

    We bought our truck new 2009 Volvo with 485 Cummins ISX. We have had nothing but issues with our regen system since we got the truck. At just 7,000 miles we need a new particular filter. Then again at about 100,000 miles. At just over 330,000 miles the EGR Valve, EGR Cooler, Filter and Turbo we relplace. Six months later Turbo was replace again. With less than 100,000 miles we needed new compressor. We are on our 3rd one of those. The ERG Cooler failded within 130,000 miles. We have replace the 7th injector so many times I have lost track. We are on our 4th particulater filter. Just 2 months ago we had the filter cleaned. We have had and are still having problems with the system an NO ONE csn fix it or tell us ehat to do. All the techs just stab in the dark In 2013 we spent over $13,000 on the regen system. Our recurring problem since the last EGR Cooler failed is the truck will regen every 75 to 225 miles. If we are lucky we will go 300 miles without regening. But thst is so rare! I have talked to Cummins they said to stay away from Bio Diesel! We do our best but dometimes we have no choise. The above article even says ULSD is the only option. But yet the government is forcing Bio Diesel. hat do we do & WHO CAN FIX OUR TRUVK?

  11. 11. Douglas [ October 01, 2014 @ 05:56PM ]

    Debbie you may have a carbon packed engine. If you are having to regen that often the next time you have it serviced have them pull either the number 6 or number 1 injector and have them scope the cylinder. If the cylinder liners are polished, I.e. They have lost their cross hatch then you will need an inframe rebuild. Also have them check to see if you have fault code 3375 or 1921. If you have either one of them they will always point to having a rebuild through cummins eds. Hope this helps.

  12. 12. george [ December 19, 2014 @ 08:55PM ]

    I have 1921 fault code on my isx that will not go away i find it odd that even with the truck off the code stays active after resetting the dpf maintnance, why is that having this code mean a possible inframe?

  13. 13. Big Yellower [ January 02, 2015 @ 04:17AM ]

    Ironicly why a EGR value fails. Is primary caused by the EGR cooler gets clogged with soot and system starts to leak. I own an 04 FTL Columbia with a DD series 60 14.0 motor. It's not a bad motor . What I've found out the hard way that Detriot diesel remain parts will litterly slowly kill the engine. In laments terms everything mounted to exterior of the engine on driver side to around the front on the engine to the passenger side work in a symanate relationship . If one system fails it affects the others . Ideally the EGR system needs torn down at least every 3-4 months to be cleaned and put back together.. The EGR systems includes EGR valve, cooler, mixer pipes, intake manifold, vpod line, vpod, Vpod harness, EGR sensor, Delta P sensor, intake manifold sensor, turbo Boost sensor, and hoses. Also the exhaust system needs to be checked for excessive rust. Switching to a free flowing exhaust muffler from pit power while allow the engine to breath better. Also switching the stock exhaust manifold to a Pit power . Will stop the exhast leaks that cause turbo, EGR valve failures, I'm ditching remain DD turbo for a new Garrett . Hopefully my Fuel economy will get back to 9 mpg + . I'll settle for at least 7-8 mph. Be aware the vpods for the turbo and EGR valve are very sensitive to moisture. When removing to replace with newer ones it's not an issue .. When new ones are installed. Make sure Vpod lines very closed off with Vpod caps or duck tape to keep line clear of any moisture after intial removal of old vpods. I'm actually plan on making a video series on the EGR system / ajcent systems so others owners won't blow a lot of $$$ fixing rig.. Also draining out the coolant at least once a year and replacing all the coolant hoses and clamps will stop any potential leaks from forming..

  14. 14. leonard [ January 02, 2015 @ 06:06AM ]

    You need to talk to these people they can make ALL your troubles with DPF's go away, get better fuel millage,& make your engine last as long as they used to.

  15. 15. Steve P [ January 04, 2015 @ 02:24PM ]

    What every one needs to do is Quit Buying this Junk until the Engine Manufactures and the State of California. Give us a product that actually works. I have an 06 Cat that works fine and I will not replace it until these Egotistical Bunch of Know it All Government Morons figure it out that it don't work. But then everyone to to GREEDY and will keep putting up with what they are dishing out. So go ahead and keep being their Guinea Pigs and quit bitching how much it is costing you.

  16. 16. Danny [ January 16, 2015 @ 04:56AM ]

    The company I work for is forcing me to upgrade to a newer truck, so I'm getting a 2010 kw, my question is, can I delete the egr like they do in the pickups, it's a cummins engine.

  17. 17. Rawze [ January 25, 2015 @ 06:11PM ]

    The problem with these systems,.. and this article,... is that your taking and giving advice from the same people that cannot keep these systems maintained and running properly. Try typing in 'ISX EGR Tune-UP' in a Google search!. If you are an ISX owner, you will stumble on a gold mine of actual information to solve these problems.

  18. 18. Raman Kumar [ March 15, 2015 @ 01:57PM ]

    I have a 2010 Kenworth T2000 with a Cummins Motor, I am noticing my coolant burning and getting low everyday and smoke coming out of the oil filler cap from the coolant burning.

    What is causing this and how can I fix it?

    Engine Model 2007isx1
    Engine SW Ver: 3684275

  19. 19. Maryland pavig [ March 25, 2015 @ 10:05AM ]

    Code 1921

  20. 20. Teuvo Kotoneva Kenvo Tech [ April 16, 2015 @ 04:31PM ]

    I am replying to al these comments, unless it is manufacturing problem of the part. The only effective way to keep all these parts clean and working properly is regular maintenance. By far next to none the system made by Kenvo is the most effective way to keep the egr/cooler/turbo a and the DPF clean. With many years of experience and hundreds of machines working every day in shops through out US, Canada, Mexico and Europe is has become the most effective and reliable solution to combat this problem. Find out for you self by going to

  21. 21. Teuvo Kotoneva [ April 16, 2015 @ 05:47PM ]

    Sorry for the spelling mistakes.
    I am replying to all these comments, unless it's a manufacturing problem of the part. The only effective way to keep all these parts clean and working properly is regular maintenance. By far next to none the system made by Kenvo Technology Inc. is the most effective way to keep the egr valve/egr cooler/turbo and the DPF clean. With many years of experience and hundreds of machines working every day in shops throughout the US, Canada, Mexico and Europe this system has become the most effective and reliable solution to combat this problem. Find out for your self by going to

  22. 22. Dado007 [ May 17, 2015 @ 03:57PM ]

    I've had ton of problems with my ISX till I met Rawze! You need to fix your ISX Google Rawze

  23. 23. Kenny Scott [ June 26, 2015 @ 01:39PM ]

    This stuff is junk , just ask any service manger in the U.S. Had to sell my 012 W900 550 cummins. . $15000 and over 30 days down in 397000 miles for codes and I did maintenance way before limits. I hope cummins get sued. There is a reason Cat said no. Please if you are an owner operator buy a glider if you don't need to run California. If you have too buy the Warrenty and budget in downtime and rentals on your rates you will need it.

  24. 24. harinder [ August 17, 2015 @ 02:10PM ]

    Guys I need suggestions on peterbilt 379 with isx cummins 13L any improvements from past years to 2015 ?

  25. 25. harinder [ August 17, 2015 @ 02:11PM ]

    I am so close to buying it but still skeptical after reading all these reviews all over the Internet

  26. 26. harinder [ August 17, 2015 @ 02:11PM ]

    The other choice I have is mp8

  27. 27. tom [ August 26, 2015 @ 04:21PM ]

    i have 2012 kenworth the d e f cost 32000.00 to repair think hard before you buy 280 k m something most be done

  28. 28. Lisa Howell [ August 31, 2015 @ 12:43PM ]

    The biggest problem i face with Cummins is the faulty parts..3 water pumps..on my second set of injectors in 8 months..2 heads in 8 a set of valve stems..400 mi out of full inframe..turbo sucked a inframe was partially redone again..i pay for the down time and more...motel food..meanwhile parts just get worse..bring the plant back to the USA..please..Mexico can't do the job and thus i don't get to do mine...

  29. 29. Kenny Scott [ September 05, 2015 @ 04:12AM ]

    The ISX with after treatment is junk. Do not buy. 31 days in shop and $17000 out of pocket and I did all preventive maintenance ahead of schedule. Don't believe me ask service mangers across the U.S. Cummins CEOs should go to jail for what the have unleashed apond the hard working Owner operators. My experience was with a new 012 ISX 550. Also wait until you need to get in a shop. It takes Days if not weeks. But if you must buy one get the $10000 Warrenty and figure a down time budget you will need it. In the words of several service mangers (you cannot throw enough money at this stuff) $125 hr. Sold mine back to KW buying a 12.7 DD glider.

  30. 30. Randy Nelson [ October 01, 2015 @ 06:55PM ]

    I have 2007 Volvo plastic truck 530 ISX Cummins motor Beautiful truck. But it is a piece of shit. Going old school 3406 Cat Kenworth W900.Everybody tells me it will only get 5 miles to the gallon. But if this thing blows up it will cost me more than 5 miles to the gallon!!!!!!!!!!!!! I cant believe Cummins built this junk. I was out of trucking 15 years DONE with the new shit!!!!!!!!!!!!!! This is really STUPID.What happen to common senses?

  31. 31. Jane Gates [ October 10, 2015 @ 12:56PM ]

    I have many clients who own 2008 and newer Cummins engines and are having really good success in managing EGR, DPF & DPF regen issues with a product called EnerBurn. READ MORE in the October 2015 issue of Truck Market News, pp. 22-23.

    Here is the link:

  32. 32. nelson Echeverria [ November 19, 2015 @ 11:05PM ]

    Estan muy bien los videos sigan aciendo mas

  33. 33. Jonathan [ December 07, 2015 @ 03:17AM ]

    I have 2011 Volvo ISX cummins. 22k in repairs in this year only and all having to do with the egr and regen system. Egr and regen seniors go out all the time. My check engine light comes on all the time. I call cummins hotline and ask them what is going on here. These trucks today are built To break not to last. This is not fair to the customer at all. My truck has a 536k in miles and new erg, new turbo, fuel system repaired, new injectors, regen system cleaned out 3x already and sensors all been replaced. This is not fair at all. Cummins should be held responsible for this and government. Egr and regen systems are faulty systems!!!!!!

  34. 34. Big Shop [ December 24, 2015 @ 09:44AM ]

    Hello Folks,
    We have solution. Check us out at

  35. 35. Brent [ February 02, 2016 @ 01:04PM ]

    My N14 has about 700 on an in frame 1.7m total. I will stick with it til they get this shit ironed out. Last IFTA mpg 4.72 so what. I haul 93K. Never 80

  36. 36. Robert [ April 27, 2016 @ 10:46AM ]

    I have a 2006 Freightliner Columbia with a 14 L Detroit I am getting a lot of black smoke and ask like it is starving for fuel And periodically it will just shut off Could this be an EGR problem because when it just sits and idols it runs just fine No missing or sputtering Any recommendations to start looking?

  37. 37. Kevin Tillman [ April 29, 2016 @ 05:08PM ]

    I have a 2012 cascadia with a DD15 Detroit engine. The other week I service it and within five days I lost A gallon of coolant so I top it off. When I arrive home I also was A gallon low on oil and it has been just service. I wanted know is that is A sign of A bad EGR cooler.

  38. 38. Billy Big Rigger [ May 28, 2016 @ 02:29PM ]

    DEF has a shelf life of 6 months. if it doesn't get consumed ( added through the system) I turns to a problem..Google what is def to see what you find. After you do you should realize that you need not to top off your def and need to run it real low not dry but low to keep expired def from messing up you day... And the boxed or bottles of def be care ful there not out of date..I had a friend driving in the middle of KA..mind you it was our first year of driving..He needed DEF real bad because he was going to run it dry..pulled in and bought a gallon of Fluid at a gas station..not a truck stop a gas station. He got it in he tank said he had trouble doing that, well anyway drove about 50 feet his words not mine,, then had to call a tow truck because of a failed DEF ( Recycler) issue. Some Shops don't tell you this kind of important stuff. Either they do not know or it's against the best interest of there pocketbook.....good luck..and drive safe..

  39. 39. Billy Big Rigger [ May 28, 2016 @ 02:36PM ]

    Check your oil pressure gage if it's low add oil..if the dip stick has notches or cuts in the stick I would add oil till it reaches propped operating pressure when driving ..or till it reaches the above cuts on the stick...and use additives in the oil and the girl tanks...Its normal to have to use additives to periodically clean and condition injectors and valves. Hope it helps.

  40. 40. Bor [ July 24, 2016 @ 04:34AM ]

    It's easy to say "fix it as soon as you have a fault code" when you have some competent mechanics at hand, it's hard to do when you don't. I've been struggling with faulty delta P sensor, which was diagnosed as faulty VGT valve at the authorised service station ("only" $500 for the part, which I denied) and as clogged DPF at other service (price dropped to another "only" $200 for cleaning, which I also denied). Finally the third service checked the codes one by one, changed delta P sensor ($50 for new one), cleared the hoses and voila, no more fault codes!

    But of course I could change half of my exhaust system right away, pay a few thousunds bucks for it and be "happy". ;)

  41. 41. Jesse49ers [ August 08, 2016 @ 07:29AM ]

    I have a2012 cascadia im loosing alot of coolant can anybody help

  42. 42. Lucas Herrera [ August 09, 2016 @ 10:28PM ]

    Isb cummin in a f750 ford
    Sign of coolant dripping off pdf exhaust filter
    Corner wheap hole
    So I changed out erg cooler
    2 days later,customer calls and says it doing it again .. Any ideals?

  43. 43. Lucas Herrera [ August 09, 2016 @ 10:31PM ]

    Lucas Herrera @ Just now
    Isb cummin in a f750 ford Sign of coolant dripping off pdf exhaust filter Corner wheap hole So I changed out erg cooler 2 days later,customer calls and says it doing it again .. Any ideals?

  44. 44. ed [ August 26, 2016 @ 05:54PM ]

    R&r the cooler.... Again fact is it can be crap shoot they work.... Past that check everything before replacing the cap run the engine warm it check if you have air coming through the cooling system, if you do you have cracked block or bad head or head gasket this will over pressures the system..... And cause trouble as well

  45. 45. joe flege [ September 28, 2016 @ 08:11AM ]

    And the biggest point is, the aftertreatment by law cost a lot of money and nobody as yourself has to pay for it. Nobody earned more money for that if he going with this system. No higher rates for freight, no tax saving for enviroment, nothing ! The most worse invention of the century !

  46. 46. junior [ October 17, 2016 @ 07:40AM ]

    I have a 2014 Kenworth T680 is showing me a fault code 30588 someone tell me what that fault code is

  47. 47. junior [ October 17, 2016 @ 07:41AM ]

    Miami State Correction fault code is 3058

  48. 48. Mark Smith [ November 03, 2016 @ 10:36AM ]

    Today's ULSD is pushed to almost failure when exposed to the high pressure ( 25,000 to35,000 psi ) common rail injection systems and high temperatures developed in the combustion cylinder.

    Due to this thermal instability of ULSD, hydrogen rich carbonaceous material develops and is found in the fuel being returned to the saddle tank and up stream in the exhaust stack.

    Vehicles most at rick are typically exposed to high idle, and stop and go traffic where the exhaust gas temperature ( EGT ) can not get hot enough to burn off most of the soot. The soot passes the exhaust gas re-circulation valve ( EGR ) , past the doser valve , and on to the diesel particulate filter ( DPF ). Being exposed to excess soot, the EGR and Doser valves become dirty or clogged and require cleaning or replacement. The DPF becomes clogged .

    Typically, exhaust issues and premature fuel filter failure run hand in hand. Take a look at your fuel filters. Are they black ? Have you shortened fuel filter PMIs in order to get to the next scheduled wet PMI ?

    No one has mentioned the hit taken on fuel economics due to dirty fuel injectors and performance issues due to clogged fuel filters.

    Solution: treat your fuel with an anti-foulant to thermally stabilize the ULSD. The additive should also contain a contemporary detergent to clean up carbon in and on the injector tips and combustion cylinders. L-10 detergency is not designed to treat todays issues.

    If you have the right fuel based technology additive, you will see the fuel filters getting lighter and returned to normal PMI schedules. In addition, because the fuel is stabilized, there is more complete combustion and less soot being produced even in high idle and stop and go traffic conditions.

    Fewer issues with dirty EGRs and Doser vales. Plus the acti

  49. 49. WILLIAM CASEY [ November 24, 2016 @ 05:41AM ]


  50. 50. Dale [ January 18, 2017 @ 10:27AM ]

    Agree with William Casey !!!!! After all this maintenance to these truck because of these emissions we owner operators make what a local home every night driver makes . Crazy

  51. 51. Dale [ January 18, 2017 @ 10:28AM ]

    Just crazy I agree will William

  52. 52. John culp [ January 26, 2017 @ 09:29AM ]

    Iam setting at Volvo owner op 268.000 miles on a 2015 with egr Def and soot sensor problems almost 6000 dollars yes well u can blame the government for another failed regulatory policy when Def was instituted it may make ethanol look prosperous when all is said and done

  53. 53. Dave makarealmotor [ February 27, 2017 @ 05:13PM ]

    Bull, im the paranoid recipiant of one of these horible new trucks, there is some one getting rich, and it isnt the owners, who cares about exhaust gasses when the truck is missing job after job because some rich kid has nothing better to do than hug a tree, why dont you tell everyone how leathal the fumes are from these systems,,,, or better still, drink some def fluid, there is a word for people like you,,,, and your def dealers

  54. 54. jerry watson [ March 06, 2017 @ 05:18PM ]

    yes you can delete the regen system on the isx up a 2015 the newer ones i dont know have not tried YET.

  55. 55. pedro yana [ March 07, 2017 @ 08:18PM ]

    how you delete egr cummins isx

  56. 56. bbqdeave [ April 21, 2017 @ 05:11AM ]

    I just purchased a 2010 KW with an ISX2 engine in it. Took it to the shop because it had an EGR code and turbo actuator fault code showing. The shop checked it out and said they could not find anything wrong, even after a 30 mile road test. Paid the bill. Driving home approximately 75 miles. Same code, check engine light comes on and red shutdown engine light stays on. All the gauges are ok and turbo boost is good. What is up with that???

  57. 57. Dmitriy [ June 17, 2017 @ 01:15PM ]

    It's interesting how this article says that owners of older equipment are having problems with EGR/DPF systems my truck has 420k miles and I already spent close to 20 grand to keep the system operational, as soon as the warranty went out the problems began

  58. 58. Cnote [ June 21, 2017 @ 12:46PM ]

    These engineers are not idiots, they know exactly how long these parts will last to the exact mile or hour of use. They can give these trucks away and still make millions just from out of warranty repairs and parts sales. It's the perfect business model.

  59. 59. ken [ July 24, 2017 @ 05:34PM ]

    2009 kw having problems with DPR/EGR systems, my truck has 420k with CAT engine on it, spend 13k to fix it, now still in the shop,i hope there can solve the problem on my check engine light on.

  60. 60. Mario alberto puga castro [ August 09, 2017 @ 02:32PM ]

    Para problemas con los motores de rango pesado pueden acudir a un servidor marcando e el numero 8351003072 en allende nuevo leon tal como lo son isx epa 98 04 07 y 10 con riel comun con un costo por diagnostico de 250 pesos

  61. 61. Tim [ February 26, 2018 @ 10:23AM ]

    Work for a school district, we have all Cummins fleet exempt for 6. Have had EGR, vgt carbon problems due to stop n go opperations. Shop purchased a motor vac EGR cleaner, has worked great for these issues, also getting on a preventative maintenance cleaning schedule with the motor vac also. It cleans the EGR, EGR cooler, combustion chamber and the turbo.

  62. 62. Carlos Ortiz [ March 31, 2018 @ 12:21PM ]

    Replaced the fuel pump on a 2014
    Cummins ISX15 500, and truck still would not start. It starts but shut off right away. There is pressure going to the fuel injectors, but the truck just shuts off. Can some one please give me an idea of what it can be the issue.

  63. 63. Duane Hordyk [ April 23, 2018 @ 05:30AM ]

    To Carlos Ortiz. I had the same issue and it turned out to be the turbo. Didn't throw a code either. Would start and shut down immediately. It took the shop awhile to figure it out.


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