L10 cummins problems

L10 cummins problems DEFAULT
  1. Hey guys I'm working on a dump truck with a l10 cummins in it. The truck fires right up and runs great through the low side of gears as soon as you switch to the high side it falls on its face and won't build rpm.
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  3. Fuel and air filter? Full throttle travel on the pump? Check the AFC. Fuel inlet restriction. Fuel solenoid problem. Whats your rail pressure. Should be info on all that you question in the search block on the top right.
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    Central NebraskaI'm looking at adding a semi to our operation. This would be used for local grain hauls, 15 miles one way is the longest, and they are flat hauls. I would probably use it to pull a nurse trailer in the spring also. One that I've found has an L10 with a 9 speed, twin screw day cab with a short wheel base. I know this will not be a speed demon, and really, I don't need one, so please don't suggest I buy something with 550 horse and an 18 speed :) I'm looking to put a truck together for $20,000 or less, total.

    Anyway, what are your experiences with an L10? I will put on 3-5,000 miles a year with this truck, but it will be at peak times, so I'm mostly concerned with reliability. What should I look for when I go to look at the truck, and what questions should I ask? Or should I stay away and wait for something else?

    Greenwood MoI worked on em for 15 years I HATE L 10>s at 250 to 300 horse they are ok

    Morris, ILHave a L10 in single axle with 30' hopper bottom trailer with max GVW of 64,000. It's a gutless wonder but it does get us from one point to another. If you planing on 80,000 i'd say no even in flat land. It takes me 1.5 miles to get up to 50 mph with 64,000. Is the transmission a spicer 9 speed? If so i'd stay away again, ours has a spicer 9 speed, nasty to shift compared to eaton 10 at work, L10 is gutless wonder compared to C12 and C13 at work as well and that is with 80,000.

    I will say this about our rig, it feels like a power house compared to pulling 2x 550 bushel wagons with IH 1066 and sure is nice to have a cab, cruise at 40-50 mph loaded and empty.

    Edited by NEILFarmer 8/12/2012 16:14

    Idaville, INDont expect 855 power, but they are not that bad, depends a lot on the rear gears.

    NE NDBrother has had one for years in 8100 IH with 9 spd. It has had some issues, but it's ran hard pulling 80000-90000 with 40 ft timpte. Overall, cheap way to go. In this model of truck, there are lots of hoses. Have to keep those fresh as it seems they are most of the problems. I have two M11s, have had pretty good luck with them. I would love to have big blocks with huge power but my empty weight with M11 and 41' wilson is 24,100. Much better IMO than a 29,000 lb truck as I can haul more. I would agree, most on NAT will tell you 600 horse with 18 spd or it will never work.

    Marion,ksI have a 280 hp L-10 in a tandem truck it does fine in it. I would not have one in a semi , lookfor one with a n-14. You need at least 350 hp .We run 2 semis with 475 hp motors they do greateven way overloaded.

    SoCenILFriend of mine has a ford with a L10. Had it for 15 years. Every year they say they are replacing it. Every year it just keeps on trucking. Trouble free motor that hauls close to home. !5 to 20 one way. If was well cared for , it should do good for you.

    Somerville, IndianaIf you are still looking, there are several tandem day cabs and many frameless dumps at Banner Trucks that are trade in from local coal mines that aren't moving...We have had three trucks now since 1970 off of coal hauls that have served us well, as well as two dump trailers...All ours have been 10 thousand or less for the tractor and 10 for the trailers.

    Zabcikville, TXI've been driving a truck for almost 15 years. Never been a big fan of an L-10, or any Cummins for that matter. I'd try to find a truck with a C-10 Cat, reliable engines and more power in that hp range than the L-10. Just my experience.

    I don't have an L10... but there were lots of them around here. They're more problematic than an 855... but I still don't think they're a bad engine. They tend to have head trouble, IIRC... that was the major complaint. Fix it and it's good to go again for a while. Beyond that... my own opinion... andy truck old enough to have an L10 at this stage of the game is going to be under a 5K tractor.
    It's just like buying any other old truck otherwise. Do a full thourogh inspection of it and see what it needs and deal hard on it.

    As far as power and whatnot... I think it'll be fine. Freight moved for 30-40 years on the back of the ole 238 Detroit before anyone got much in the way of power like we have today. An L10-300 is a lot more engine than a 6-71T any day of the week.


    Texas/New Mexico StatelineDon't you know you need 550hp big blocks for local hauling? Pulling them there big hills and getting up to 60 mph before the next section line where you have to slam on the brakes and run the jake brakes to make the next turn. Need 18 speeds too! For all them there big hills and pulling out of the field.

    I just don't get all this insistence on big hp for local hauling. Around here you are turning and coming to a stop all the time. Why the big hurry to get up to speed? So what if you have to hold it to the floor and drop down to 45mph on a hill? Just going to have to stop in a couple miles anyway. Now getting on the interstate and major highways yeah might get run over if you can't get to speed. Here local, little engines are fine. Can carry an extra ton or two each trip. That adds up quick after a dozen loads.

    I would not hesitate to take an L10 just for 3-5000 miles a year. Any truck that sits 10 months of the year is going to give problems. I don't care what engine is in the front.

    NE IndianaThat L10 will get the job done and like milofarmer1 said, setting around 9 or 10 mo a year is hard on them.
    Also, you might just get some satisfaction out of the fact that those Billy-Big-Riggers with 600 hp 18 speeds have to follow you 45mph to the elevater. Bwahahahaha.

    Central NebraskaThanks guys. I don't know what it has for rears, the owner couldn't remember off hand. It's on an auction in a week and a half, so I think we're going to go look at it this week sometime. Dad's Freightliner has an M11 set at 330, so I'm used to not being able to go real fast. :)

    The reason I'm interested in the truck is for the same reason someone stated - I'm hoping I can get it for $5k or less, which would give me a shot at getting into a little better trailer, such as a 15-20 year old Timpte or Wilson. There's also an '85 White on another sale with a 350 Cummins and a 10 speed, but I haven't talked to the owner of that truck yet.

    Reliability wise I think that it would be fine.   We've got a L10/9spd in an IH single axle pulling a short trailer, works good for us and haven't had much trouble.

    L10's do use a little oil though.


    If you're thinking 80,000 lbs you're gonna be low on power.     I'm sure it will work but I don't know that I'd want to get on a busy highway with it, it wouldn't feel much safer than a tractor/wagons.

    Hastings, FloridaLook, for local 15 mile runs on flat land, an L-10 is fine. Cummins are good engines, just depends on what kind of shape it is in .5,000 miles a year is no reason to spend a lot of money on a bigger truck. If the deal is good, go for it.

    SW Minnesotawe have a 1988 IH truck with a L-10 with3.73rear end pulling 80000 lb. loads on level land get along just fine very reliable run 3-5000 miles peryear might be a little short on power if you have hills i have had it for 12 years.when you purchase a truck that old expect to spend a little money on it no computor so a little easier to work on

    swohioI have a 93 volvo cabover with L-10, 330 hp. Bought from neighbor, Had 493000 miles. That was 8+ years ago and now has 532000 miles. Bought it because truck was all airride and had Super 10 trans.. Has been a great truck, even with sitting alot. Pull from 80000 to 90000 lbs mostly local, but do get on freeway some. It is slow no doubt, but it had a short wheelbase also, and price was right. I would not worry about it's slowness, I feel safe everywhere I've taken it, and that incules going to Cincinnati which is 100 miles roundtrip. More hp would be great no doubt, but cost and cond. of truck is what I'am looking at.

    WCINA buddy of mine that I drive some for, has an L10 with 1.2 million miles on it, and the motor has never been tore into.

    WC MissouriWe have a L-10 @ 300hp with a 9spd. Not a powerhouse but it does just fine on short hauls. We have had the truck for 12 years. No problems with it.

    Wheatley, ArkansasOur 92 L-10 has a computer on it.

    Wheatley, ArkansasWe have a 92 Volvo with a L-10 and it recently rolled over 1 million, engine never opened. Hauls everywhere our other trucks do, 120 miles out, sometimes pulling 85-95K, a few over 100K loads and it does just fine for us.

    IndianaIf you get it,look at the throttle linkage on the injection pump,we have one and the return spring studs were almost worn through. It could result in a stuck throttle.

    where is banner trucks, anything on line
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    Cummins L-series engine

    Motor vehicle engine

    Cummins L series
    Also calledL10, L10G, ISL, L Gas Plus, ISL G, ISL9, L9, L9N
    ConfigurationStraight-sixdiesel engine
    Displacement8.9 litres (543.1 cu in), except for L10, which is10 litres (610.2 cu in)
    Block materialCast iron
    Head materialCast iron
    Turbochargerwaste gate
    Fuel typeDiesel, Natural Gas
    Oil systemWet sump
    Cooling systemWater-cooled

    The Cummins L-series engine is a straight-sixdiesel engine designed and produced by Cummins. It displaces 8.9 litres (543.1 cu in), and began production in 1982 as the L10 at the Jamestown Engine Plant in Jamestown, New York. After lengthening its stroke from 136 to 147mm, its displacement was enlarged to 10.8 litres and the engine renamed ISM 11, later M11.

    The ISL 9 and current L9 engines are not related to the L10 engine, but instead based on the smaller C-series platform with the 135mm stroke of the C8.3 enlarged to 144.5mm, together with 4 valves per cylinder, giving it 8.9 litres displacement.

    [1]The L10 displaced 10.0 litres (610.2 cu in), and was available in either a vertical form, for upright use in trucks and buses, or horizontal form, for underfloor use in buses and trains. The L10 was Cummins's first competitive offering in the British bus market, as their earlier production had been too large and heavy. [2] However, it had a troublesome introduction to the British market, with high oil consumption and sealing problems.

    By 1994, it had been developed into the M11, and in 1998, Cummins ceased production of the old L-series engine. After the original L10 evolved into the M11 engine, the new ISL9 engine was introduced to operate in this market segment, yet with a better power to weight ratio, by enlarging the piston stroke of the older C8.3 engine. The Cummins L10 also has a sister engine which runs on compressed natural gas (CNG).[3] The engine was introduced in 1992 as the L10G before being replaced by the L Gas Plus in 2001 until it became the ISL G in collaboration with Westport Innovations in 2008, now based on the C-series engine architecture. The ISL engines were manufactured at plants in Rocky Mount, North Carolina and Darlington, England.[1]

    In 2016 onwards, the ISL9 was simplified to L9, though physically it shares no resemblance to the old L10 engine: The current L9 engine is a stroked version of the C8.3 engine platform, while the current M11 engine is a stroked version of the original L10 engine platform.


    Popular power ratings[edit]

    Diesel-powered urban bus[4]

    730 pound force-feet (990 N⋅m) at 1300 rpm, 250 horsepower (186 kW; 253 PS) electronically governed at 2200 rpm
    900 pound force-feet (1,220 N⋅m) at 1300 rpm, 280 horsepower (209 kW; 284 PS) electronically governed at 2200 rpm
    1,100 pound force-feet (1,491 N⋅m) at 1300 rpm, 330 horsepower (246 kW; 335 PS) electronically governed at 2200 rpm

    Natural gas-powered urban bus (L Gas Plus, ISL G, ISL G NZ, L9N)[5][6]

    900 pound force-feet (1,220 N⋅m) at 1300 rpm, 280 horsepower (209 kW; 284 PS) electronically governed at 2000 rpm
    860 pound force-feet (1,166 N⋅m) at 1300 rpm, 300 horsepower (224 kW; 304 PS) electronically governed at 2100 rpm
    1,000 pound force-feet (1,356 N⋅m) at 1300 rpm, 320 horsepower (239 kW; 324 PS) electronically governed at 2000 rpm
    Firetruck/motorhome/truck[citation needed]
    1,050 pound force-feet (1,424 N⋅m) at 1300 rpm, 310 horsepower (231 kW; 314 PS) electronically governed at 2100 rpm
    1,150 pound force-feet (1,559 N⋅m) at 1300 rpm, 330 horsepower (246 kW; 335 PS) electronically governed at 2100 rpm
    1,200 pound force-feet (1,627 N⋅m) at 1300 rpm, 400 horsepower (298 kW; 406 PS) electronically governed at 2200 rpm


    External links[edit]

    Sours: https://en.wikipedia.org/wiki/Cummins_L-series_engine
    Cummins L10, M11 \u0026 N14 Injector Troubleshooting


    Problems l10 cummins


    Truck Repairs: Cummins L10 STC Smoke and Rough Idle - the Fix


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