Anyone have their Cummins L9 tuned up from 400-450 HP?

[imnprsd]

The ISL is an ISC in every way, except it has a different crankshaft and connecting rods. Same block, heads, turbo... everything! Same tranny specs too.

The ISL is a 400HP spec'd motor, but measuring torque is what you want to concern yourself with so you don't exceed the MH3000 1250 ft-lbs if that that you L9 motor is mated too. If you have the MH4000 then no problem. And all you have to worry about is EGT and your turbo... which will get more MP since it will be spinning faster.

Keep this mind too: I found there are a lot of old school Naysayers on this website and for some reason they don't like the idea of chipping your engine, but not one had a verifiable reason NOT to do it. ...and then came all the fear mongering. Like... "your going to melt your pistons," etc.

As long as you are not trying to climb a grade at peak HP then you will be okay. Just have the discipline not to do that; and take advantage of the torque for acceleration on a freeway etc. Plus you should get 1 MPG more by chipping your engine! I think the fun of having more torque is worth $700-$1000.

Maybe these other guys are just pissed, because they spent $3,500 - $5,000 for Bank's performance upgrade and now they feel they did not get what they paid for?

I don't know, but I will agree with them on this point:L It's prudent to install an EGT if you are going to increase the torque (HEAT) of your engine, but you don't have to. First, and that means before your "chip-our-ride" I would add a FASS Fuel Pump to ensure you always have +15 PSI of fuel pressure to your injection pump.

Last summer I "chipped" my ISC-350 and now I have 420HP. And now I think this is one of the best upgrades I have ever done. So I recommend it a lot.

Just contact Ag-Diesel and talk to their tech about your L9, which to my knowledge is also a derivation of the ISC motor.

The team at Ag Diesel understand Cummins and and CAPS applications and will steer you right. Plus their power module is easy to install and you can do it yourself in 1 hour with 45 minutes need to access the top of your engine. Then you plug it in and run a power wire direct to your battery.

And if you don't think it's worth the money after your first test drive, you can always remove it and send it back. They will refund your money.

For more information read my post here:

http://www.irv2.com/forums/f123/cumm...-a-466584.html

And after driving 5,000 miles I can report:

NO Problems!
Great acceleration!
Less engine vibration & noise!
Hard to keep my highway seeds under 70 MPH!
Better MPG! (I use to get 7.2 MPG pulling a toad, and now I get 8.0-8.5 MPG.)

I like to say: "Buy it for the ponies! ...But keep if for the extra MPG!"

Buy direct: https://www.agdieselsolutions.com/products/

In simple terms, the AG Power Module intercepts your ECM signals and does not in anyway flash your ECM. The AG Power Module then communicates with your CAPS Injection system to change the duration of the injection timing. This results in a more efficient fuel burn, which you feel as acceleration and which you can verify by taking MPG measurements.

As you can see in the attached picture, my 2003 Cummins-ISC-350HP-CAPS engine was putting-out 347 HP on the dyno; and after we installed the AG Power Module the engine was peaking at 420 HP. That's a 20% true increase in HP and torque "at the wheels" as verified on the Dyno.

To learn more about upgrading to a FASS "Titanium" Electric Pump:

http://www.irv2.com/forums/f123/cumm...mp-458337.html


Note: I don't know if you L9 Boyz need a FASS upgrade so this is mostly for us ISC & ISL owners. But maybe you do?

[Vickie 4369]

The finishing touch.

[imnprsd]

Vickie4369: Sounds like you are happy with your upgrade. And since you said you are a bit of a "motorhead" (or close to it) can you expand on what Freightliner did for $1,500 other than flashing the ECM?

I like the final touch of displaying 450HP.

Other questions:

Did they give you a dyno graph on HP or torque?

How much does your coach weigh (CVGR)?


Did you modify your exhaust system too?

Do you have a Allison 3000 or 4000MH tranny.

[Vickie 4369]

Originally Posted by imnprsd

Vickie4369: Sounds like you are happy with your upgrade. And since you said you are a bit of a "motorhead" (or close to it) can you expand on what Freightliner did for $1,500 other than flashing the ECM?

I like the final touch of displaying 450HP.

Other questions:

Did they give you a dyno graph on HP or torque?

How much does your coach weigh (CVGR)?


Did you modify your exhaust system too?

Do you have a Allison 3000 or 4000MH tranny.

Yes Very pleased.

You could say that www.jannettyracing.com.

It came with 400 HP 1250 lb.ft torque.

Cummins simply reflashed the computer with the 451 HP 1250 lb ft Torque program which covers the labor to do so, and Keeps the warranty 5 years 100K they also provide a new engine Data Plate for anyone who works on it in the future.

They did not physically put it on a dyno but the graphs are posted on the cummins web site and I have a copy.

If you lay one over the other the torque lines are identical at 1400 rpm then continue to separate as they approach 2100 with 130 more lb.ft torque at 2100.

Torque X RPM / 5252 = Horsepower

I have not weighed the coach yet, but it has a 44,700 lb Gross Vehicle Weight rating and a 59,700 lb GCVWR

No other performance mods needed or planned.

I believe it is the 4000 don't quote me

Ted.

[vito.a]

Originally Posted by Vickie 4369

I believe it is the 4000 don't quote me

The Cummins ISL is matched to an Allison MH3000 series transmission. That's the reason the ISL 400, 425, and 450 horsepower engines all are rated at 1250 ft lbs of torque.

The Cummins ISM 450hp is mated to an Allison MH4000 series transmission because of the increased torque output. The Allison 4000 is limited to 1950 ft lbs of torque. Both the 650hp Cat and 650hp Cummins are torque limited to 1950 ft lbs because of the Allison 4000 limit.

[Vickie 4369]

Originally Posted by vito.a

The Cummins ISL is matched to an Allison MH3000 series transmission. That's the reason the ISL 400, 425, and 450 horsepower engines all are rated at 1250 ft lbs of torque.

The Cummins ISM 450hp is mated to an Allison MH4000 series transmission because of the increased torque output. The Allison 4000 is limited to 1950 ft lbs of torque. Both the 650hp Cat and 650hp Cummins are torque limited to 1950 ft lbs because of the Allison 4000 limit.

Thank you for clearing that up I was having a senior moment

[jcussen]

Originally Posted by vito.a

The Cummins ISL is matched to an Allison MH3000 series transmission. That's the reason the ISL 400, 425, and 450 horsepower engines all are rated at 1250 ft lbs of torque.

The Cummins ISM 450hp is mated to an Allison MH4000 series transmission because of the increased torque output. The Allison 4000 is limited to 1950 ft lbs of torque. Both the 650hp Cat and 650hp Cummins are torque limited to 1950 ft lbs because of the Allison 4000 limit.

Believe the 07 Newells came with the 625 hp Cat C-15's with ZF 10 or 12 speed transmissions, because the Allison 4000 could not handle the 2050 ft/lbs of torque the C-15 produced. Since then, ecm's were modified to limit torque. ISM's 450 hp were 1450 ft/lbs torque, and the 500 hp, 1550 ft/lbs. A noticeable difference from the 1250 ft/lbs of the ISL 450 hp.

[Fiesta48]

If you want more power buy it from the OEM.
I've upgraded and added power to vehicles that eventually leads to problems later, or your passing on to others.

[Vickie 4369]

Took a trip this weekend through the hills, it maintains speed on cruise better than I could have expected.

I set the cruise at 66 mph in 65 zone and it just rolled up the hills at 66 MPH.

This makes driving a joyful, low stress, and best average speed, to cover ground vs time.

I could not be happier with my decision to do this upgrade.

Ted.

[vito.a]

I'm glad it's working well for you.
If you want to try a real test, drive from Phoenix to Flagstaff AZ in the summer while towing. You start out at less than 1000' and climb to over 7000' and most of the time in the summer the outside air temp is over 100 degrees.

[Vickie 4369]

Originally Posted by vito.a

I'm glad it's working well for you.
If you want to try a real test, drive from Phoenix to Flagstaff AZ in the summer while towing. You start out at less than 1000' and climb to over 7000' and most of the time in the summer the outside air temp is over 100 degrees.

Thanks, I will put it on my bucket list.

[jcussen]

Originally Posted by vito.a

I'm glad it's working well for you.
If you want to try a real test, drive from Phoenix to Flagstaff AZ in the summer while towing. You start out at less than 1000' and climb to over 7000' and most of the time in the summer the outside air temp is over 100 degrees.

Agree, in today's price point RV building world, manufacturer may have chassis builder, spec intercooler, oil cooler, radiator, etc., to the horsepower and torque of the original engine.
Think it is a prudent idea to include a pyrometer with any engine horsepower upgrade. This will give you an instant indication of egt's and engine overloading, and allow the driver piece of mind.

[Vickie 4369]

Originally Posted by jcussen

Agree, in today's price point RV building world, manufacturer may have engine/chassis builder, spec intercooler, oil cooler, radiator, etc., to the horsepower and torque of the original engine.
Think it is a prudent idea to include a pyrometer with any engine horsepower upgrade. This will give you an instant indication of egt's and engine overloading, and allow the driver piece of mind.

You would be right if we were dealing with an older diesel.

Today it is all about less parts to cover more models, the Rad Intercooler etc are all sized for this engine at top rated power or Cummins would not allow the power upgrade and or stand behind it for 5 years 100K miles.

You should also know that the computer is monitoring EGT and will derate as necessary, there is a lot of self protection built in these modern Diesels.

Ted.

[jcussen]

Originally Posted by Vickie 4369

You would be right if we were dealing with an older diesel.

Today it is all about less parts to cover more models, the Rad Intercooler etc are all sized for this engine at top rated power or Cummins would not allow the power upgrade and or stand behind it for 5 years 100K miles.

You should also know that the computer is monitoring EGT and will derate as necessary, there is a lot of self protection built in these modern Diesels.

Ted.

Yes, you are right, newer engines will look after themselves. In 10 years, you will probably only have a speedometer on the dash.