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 > Your search for 'cummins isb' found 21 matches.

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  Subject Author Date Posted Forum
Need 2014-16 Holiday Rambler (Ambassador) Owners Opinion

Hey Folks, I'm looking at a 2016 Holiday Rambler Ambassador DP 38FS with 7K miles. We are upgrading from the gasser in our sig line. I am interested in your opinion on build quality and reliability based on your experience. Any HR late model owner feel free to chime in. This has the Cummins ISB 6.7 with the Allison 2500MH 6 speed transmission. Thank you in advance for your comments. Feel free to pm me if you wish not to post here. Keith.
Squealers 02/22/17 08:46pm Class A Motorhomes
RE: Jake Brake

And to add to the confusion our 2002 Itasca Horizon with the 5.9 Cummins ISB, the switch is labeled "Engine Brake" but is in fact an Exhaust brake.
Canadian Rainbirds 02/22/17 07:25pm Class A Motorhomes
RE: Jake Brake

I'm assuming your 425hp Cummins is an ILS which has an "engine" brake (commonly referred to as a Jake brake) as opposed to an "exhaust" brake (which can also be referred to as a Jake brake). Engine brake has two positions (Hi and Lo as you indicated) whereas an exhaust brake only has one position (on or off) and is commonly found in the Cummins ISB and ISC engines. It sounds like you have a separate on/off switch and then a secondary switch to determine which position. Does the position switch have a "neutral" position??? If yes, then turning on the first switch will not cause the engine brake to activate....only if the position switch is in the Hi or Lo position. As mentioned above, when you turn on the engine brake and have the position switch in either Hi or Lo, the transmission gear indicator should go from 6th to 2nd and will cause the transmission to down shift at certain rpms until it gets to 2nd gear. Once in 2nd gear and the coach continues to slow, at a certain rpm, the engine brake will disengage and allow the coach to coast. Not sure if this answers your question or not, but it should help you understand the function and operation of the engine brake. Ron
lanerd 02/22/17 04:33pm Class A Motorhomes
RE: Gas to diesel

We went from a Ford V10 gas coach to a Cummins ISB 300. I should point out the from a pure HP perspective the V10 was technically higher. That said the air ride and engine in the back is no comparison. Quiet ride (DW and I can actually talk) without engine noise and noticeably quieter ride is worth the extra cost. Not to mention the much greater tow capacity.
msturtz 01/02/17 10:15pm Class A Motorhomes
RE: Ford V10 revisions

Exactly. Take a low torque Cummins ISB @ 300HP/600TQ and the same MH with a Cummins ISC @ 300HP/950TQ and go climb the Rockies. It will be very apparent what number means the most. Now take a 20 HP farm tractor from the 50s and compare it to today's 25HP lawn mowers and see which one gets the job done. And lastly, you cannot figure HP without torque - HP = RPMxTorque/5252. Torque is a constant, HP is just a calculation. For my money, I'll looking for torque first, HP second. If the two 300 HP engines are operating at their maximum power point of 300HP, they'll climb the rockies equally as well. The RPMs may well be different, of course. Tractors are trickier because they have different jobs (I would not find it at all convenient to mow my yard with a 1950's tractor, nor would I pull a hay wagon with a lawn tractor that lacks the weight and braking power to safely control it) and are sometimes talking of different ratings (drawbar power vs. engine output power). If you really do want only torque for your motorhome engine, all you need to do is put a gear reduction between your engine and your transmission and you can have all the torque you want, as your formula demonstrates. You could then adjust your axle final ratio to compensate if you wanted. It wouldn't help the real world performance of your vehicle one bit, but you'd have gobs and gobs of torque on the spec sheet. Power is usually calculated from torque and RPM more because it's hard to measure directly, not because it's a less fundamental concept. Power is the rate of energy production or equivalently the speed at which work is done. Torque is merely rotary force; you can have torque with zero work and zero power. I've seen this myself when trying to remove stuck bolts and nuts; I apply as much torque as I can, but nothing moves.
DrewE 10/01/16 09:51am Class A Motorhomes
RE: Ford V10 revisions

Exactly. Take a low torque Cummins ISB @ 300HP/600TQ and the same MH with a Cummins ISC @ 300HP/950TQ and go climb the Rockies. It will be very apparent what number means the most. Now take a 20 HP farm tractor from the 50s and compare it to today's 25HP lawn mowers and see which one gets the job done. And lastly, you cannot figure HP without torque - HP = RPMxTorque/5252. Torque is a constant, HP is just a calculation. For my money, I'll looking for torque first, HP second.
Bruce Brown 10/01/16 05:04am Class A Motorhomes
Alliance filter globe

I have a 2011 Itasca 34Y with a Cummins ISB engine. I am looking for a place to purchase the globe that goes on the bottom of the Alliance 122-R50419 prefilter. I have not changed this filter before but it looks as if I would lose a lot less fuel (or get a lot less fuel on me) if I had a spare globe to install on the new filter before removing the old filter and globe. Any help in locating the globe or a better way to change the filter would be appreciated. Thanks, Bob
Robert Allen 09/12/16 08:04pm Class A Motorhomes
RE: Diesel ?

It should be driven, extended operation at idle is not recommended. Much better to occasionally get on the road for 20 miles or more to warm everything up and clear carbon and circulate the fuel. Prior RV was 36' Dp with Cummins ISB. Annual maintenance was about $200 DIY oil and filters change, lube chassis. Every 2-3 years, Engine Air filter, and Air Brake filter added about $100 each.. Having service done by a shop reported to be about $1100+... 22.5 inch tires are in the $500-600 range each. But: The Rear engine diesel is quieter, more stable and comfortable to drive. My ISB consistently got 11+ mpg.
hooligan 09/11/16 01:01pm Class A Motorhomes
RE: Class A with the Cummins 275HP engine?

Peak torque on your engine is probably in the range of 1,600 RPM. Pulling a load below that RPM is lugging the engine and not good for it. Have you tried downshifting manually when your RPM has dropped to 1,800 or 1,900 RPM and running in the 2,300 to 2,500 RPM range when pulling those hills? That is the general operating strategy I use with my 300 HP, 600 ft lb torque at 1,600 RPM Cummins ISB/5.9 powered coach. Works well for me, give it a try.
Fleet Man 09/07/16 05:33pm Class A Motorhomes
RE: Cummins isb 5.9 cooling system

I'm about ready to go through the cooling system in my 2001 Damon ultrasport before my next trip. Cummins isb 5.9, 275 hp, 24 valve rear engine. I'll be replacing all hoses, thermostat, radiator cap and of course the coolant. I already have the hoses and coolant, but while looking for the cap and thermostat, I read where some were going with a different brand than the manufacturer and were happy. Anyone out here replace these with stant or another? regarding your question I tend to like OEM when it comes to rad caps and stats . cummins stuff is hard to beat their quality
usersmanual 08/31/16 10:53am Class A Motorhomes
Cummins isb 5.9 cooling system

I'm about ready to go through the cooling system in my 2001 Damon ultrasport before my next trip. Cummins isb 5.9, 275 hp, 24 valve rear engine. I'll be replacing all hoses, thermostat, radiator cap and of course the coolant. I already have the hoses and coolant, but while looking for the cap and thermostat, I read where some were going with a different brand than the manufacturer and were happy. Anyone out here replace these with stant or another?
aintnothin 08/31/16 10:34am Class A Motorhomes
RE: Used DP, Miles vs Years

Also be sure to give that a good test drive. That has the low torque Cummins ISB engine in it. For many it has enough power, I'd want more. It is a fairly light unit so it may be just fine, plus you should see some decent MPGs with it.
Bruce Brown 08/26/16 07:15am Class A Motorhomes
RE: towing a full size car

I just pulled my CCSB 2007 duramax pickup from phoenix to dallas, with 2200# in the bed. Total weight of truck is 9800#. My coach has a 275 cummins ISB. Pulls like a dream. You were only 4,800 lb over your pull rating. The weight police will be showing up to your house soon. :) Did it stop like a Dream? Didn't you Dream about better MPG?
Triker33 07/30/16 10:54am Class A Motorhomes
RE: towing a full size car

I just pulled my CCSB 2007 duramax pickup from phoenix to dallas, with 2200# in the bed. Total weight of truck is 9800#. My coach has a 275 cummins ISB. Pulls like a dream.
glamisorbust 07/30/16 09:21am Class A Motorhomes
Anyone chip a Cummins ISB 6.7 XT?

Lately we've done a few trips pulling our enclosed trailer with our VW Golf R in it. That adds up to a tow weight of 6900 lbs. so we are lacking power big time. Has anyone installed an aftermarket power chip or tune to their 6.7L Cummins? Curious to know if it would make a difference. Cheaper than a different coach and we love our Newmar.
katoomer 07/27/16 07:04pm Class A Motorhomes
RE: 1999 Fleetwood Discovery Class A Overheated

Please tell us what engine you have. That will make suggestions a lot more relevant. But, as already posted, anytime you have a performance issue with a diesel, new fuel filters is the inexpensive, easy first step. A 1999 Discovery has the Cummins ISB 275 HP engine in it with the Allison 3000MH transmission. Getting a manifold crack is common. I never have had mine bounce up and down at idle. So at a loss with that.
Triker33 07/25/16 11:45am Class A Motorhomes
RE: Opinions please

Jim, you can't go wrong with the Monaco line, except when it comes to the Caymans. The Knight on up all use the 8 air bag system. Monaco tried a 4 air bag system on the Cayman and it's a ROUGH riding coach. Our friends have a 37' that I tried everything (within reason) to try and soften the ride. I made sure the ride height was correct, added Koni shocks and lowered the air in the tires to the minimum. It still knocks their clothes off the hook in the closets. The Cayman also comes with the Cummins ISB 5.9 and smaller Allison trans. On almost every Cummins engine you can add some additional horsepower, except in the Cayman configuration. Since it has the smaller trans you can't increase the HP. Lastly, the Caymans had a trailering arm issue (the two large arms that run from the frame to the rear end). They all eventually fail and are about a $3000.00 repair. They were a recall item, but Monaco went out of business before doing the recall.
DSDP Don 07/23/16 08:35pm Class A Motorhomes
RE: 2005 Newmar Dutch Star 4010- Update

I agree our Cat was faster off the line, but after a few hundred feet (if that) our Cummins is in another league. And I drive a lot more road miles than I do stop light to stop light. The Cat certainly did everything well, the Cummins just seems to do it easier - and it should. More cubes, more HP and more torque should = more performance. When we ordered our '03 the Cummins ISB (300/660) was the standard engine, we opted for the bigger Cat - same reason, more is better when it comes to MH HP. The brand isn't the difference IMO as they're both top notch units, the HP and torque are.
Bruce Brown 06/10/16 10:06am Class A Motorhomes
RE: trying to decide Class A or Class C (super?)

The tow ratings of DP motorhomes rival that of most Super C motorhomes. For example a Thor Palazzo 33.x motorhome has a GVWR of 26,000# and a GCWR of 30,000# with a tow rating of 10,000# the 35.x / 36.x versions have 28,000# GVWR 33,000# GCWR. Interestingly enough that is identical to the Seneca which is 28,000# GVWR 33,000# GCWR. However, with the Palazzo the base unloaded weight is around 21,000# or in some cases less. This means you have much more actual payload and tow capacity left over. The Seneca is much heaver due to it being a truck front. The other consideration is you get about as much actual living space in a 33.x (actual length 34.5') than a Seneca with an actual length of about 40'. The Seneca is based on the Freightliner M2 106 truck chassis. The reason for this is the entire front portion is not usable space. Now like all things there are exceptions in this. On the commercial Super C motorhomes they build their rigs on a Class 8 Volvo or Freightliner. They have 15L ISX engines, 18 speed Eaton manual or true truck automated manual transmissions some have the Allison 4,000 series truck transmission. They have live (powered) dual rear axles each rated at 20,000# with a split rear end (dual gear ratios). They have air brakes for the coach portion and air brakes for any trailer. The GCWR on these rigs is 80,000# just like an OTR truck. Typically, you can run 55,000# in the truck and 25,000# for the trailer. Those are "true" Super C motorhomes. They are designed for the racing circuit and shows etc. A factory built normal Class A or Super C with an Allison MH2500 and an Cummins ISB cannot ever match the power of a real Super C built on a Class 8 chassis.
msturtz 05/05/16 01:41pm Class A Motorhomes
Labor time guide for rv repairs??

I have an extended warranty that is arguing with the repair shop on hours to replace an alternator on a 2006 coachman cross country. It's a Cummins isb motor. They are only willing to pay 1.4 hrs vs the real time which is about 4 times that to do the replacement. I called freightliner and even the girl in the rv section said no way would that time be right unless the body was off the chassis. Anyone else go through this and get the company to get their head out of their buts on times to do repairs. Anyone work at a rv dealer? Is there a time guide like Mitchell's or all data for cars for rv's?? Thoughts I need to call warranty and selling dealer in morning to get this repair finished. Thanks
GTMADNS 04/07/16 07:20pm Class A Motorhomes
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