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Insight on a Cummins N14

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Old 10-07-2010, 08:53 PM   #31  
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2010 is pushing less egr than previous years, and by a lot. with the bluetec gear. less regens. better economy because of fewer regens. and less EGR issues with moving much lower volumes of egr.

Yay epa 2010
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Old 10-07-2010, 09:24 PM   #32  
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it = the egr cooler.
Thanks! I thought that's what you were referring to but wasn't certain.
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Old 10-07-2010, 09:47 PM   #33  
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I bet I could delete it.....

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Old 10-08-2010, 01:22 PM   #34  
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2010 is pushing less egr than previous years, and by a lot. with the bluetec gear. less regens. better economy because of fewer regens. and less EGR issues with moving much lower volumes of egr.

Yay epa 2010
Our 2010 engines are having EGR cooler failure quicker than the older models. (less mileage)
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Old 10-08-2010, 01:24 PM   #35  
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The 'it'? Can you elaborate?
Not sure where the "the" came from, it's gone now.
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Old 10-08-2010, 06:14 PM   #36  
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Our 2010 engines are having EGR cooler failure quicker than the older models. (less mileage)

what engine?
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Old 10-09-2010, 12:25 AM   #37  
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35psi is about right. That's what the regulator is typically set to.

More oil pressure isn't a good thing if you don't need it. Think about it-- if you can lube the engine successfully at 20psi, what's the advantage of 40psi?

Where does the work to make that oil pressure come from? How about from the fuel your are burning?

Lower psi= better mpg.

Actually the reason Cummins lowered engine operating oil pressure was not due to fuel economy but rather excessive oil temps from higher oil pressures, any other benefit was secondary at the time.
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Old 10-09-2010, 05:07 AM   #38  
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what engine?
ISX 455 horse.
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Old 10-09-2010, 09:33 AM   #39  
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strange, the DD15 is way better in EGR reliability than the EPA07 series 60s.
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Old 10-10-2010, 09:22 AM   #40  
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Cummins ISX
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Old 10-13-2010, 09:02 PM   #41  
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Actually the reason Cummins lowered engine operating oil pressure was not due to fuel economy but rather excessive oil temps from higher oil pressures, any other benefit was secondary at the time.

Since I work in Cummins Heavy Duty Engineering, I'm sticking to my guns on this one.

The effect of oil pressure on temps is minimal compared to other drivers of oil temp.

When I depressurize a fuel system from sky-high injection pressure to ambient, the temp flashes up about 100 deg C.

How much temp comes from higher oil pressure? You have to spend a lot of money to even measure it.

It's all about lowering parasitics (and hence, increasing mpg).
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Old 04-18-2016, 03:34 PM   #42  
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N14

Hi fellas, I have a quick question. Can a N14 red top celect plus set at 430hp easily be turned up to 500 HP?
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Old 06-22-2016, 08:41 PM   #43  
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Hi fellas, I have a quick question. Can a N14 red top celect plus set at 430hp easily be turned up to 500 HP?

No it cant. Internals need to be changed. It can go to 460hp with a laptop.
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Old 06-22-2016, 08:43 PM   #44  
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Since I work in Cummins Heavy Duty Engineering, I'm sticking to my guns on this one.

The effect of oil pressure on temps is minimal compared to other drivers of oil temp.

When I depressurize a fuel system from sky-high injection pressure to ambient, the temp flashes up about 100 deg C.

How much temp comes from higher oil pressure? You have to spend a lot of money to even measure it.

It's all about lowering parasitics (and hence, increasing mpg).

This would have an affect on an HEUI system. Explain how it affects the HPCR.
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Old 09-18-2016, 09:55 PM   #45  
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No it cant. Internals need to be changed. It can go to 460hp with a laptop.
Doesn't that depend on where it came out of the factory set. I have seen 400's turned up to 500 because they originally came out as a 460...
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