2012 freightliner cascadia with cummins

Known problems from my experience: camshaft, rocker arms and there are updated ones i believe that are 4mm wider that prevent the camshaft from getting damaged, the valve bridges crack or break and there are updated ones if I'm not mistaken. The EGR coolers fail and can wipe out the turbo if its not taken care of soon. The turbo shaft seize and the turbo actuators also fail. I have seen just a few cracked heads, but this was more on the CM871.

I just recently installed a new updated camshaft on a CM2250 2012 ISX engine with updated rocker arms and new valve bridges. The old rocker arms tore the camshaft apart and the valve bridge broke and went under the cam which locked the engine along with a stripped cam gear and broken idler pulley. It's a bit of a headache and labor...the radiator has to come out and the front cover needs to come off so you can replace the camshaft.

The DD15 has issues itself and oil leaks unless its been taken care of before. I strongly suggest the main and rod bearings to be replaced on both the ISX and mostly the DD around 600,000-700,000 miles. The DD15 also has low oil pressure issues which can be caused by simple o-rings on the oil pump and pick up tube. The oil pan would need to come off so this would be a perfect time to have the bearings replaced. I seen more EPA10 cylinder liners leak coolant into the oil pan so this would require a inframe, but don't let this scare you it doesn't happen to every single engine on this planet i saw this maybe once every 2-3 months in the dealer. The high pressure fuel pump can fail, but most of these should have already been taken care of in the past. It sends metal through your fuel system and back into your tanks and eventually stops building pressure and you get a no start. The injector cup o-rings fail and there's updated o-rings. This can cause coolant/fuel to get mixed and eventually the coolant makes its way to your fuel module and the engine shuts down when that sensor light turns red.

They both suffer aftertreatment issues. The NOx sensors on the Cummins seem to fail more compared to Detroit. Cummins also has a new SCR that's been updated and the ammonia sensor is eliminated. A new ECM calibration will be required for it to work properly so not every Mama Papa shop can do it if they're not literate with Cummins insite and new cal trims. Cummins DEF doser seems to get plugged more which causes regen and low nox issues. The DD15 1-BOX has the DOC and SCR built in as one and it's pretty expensive if it fails (roughly around $8000-$9000) not including labor.

I hope this doesn't scare you I'm just going based on my experience. I like both engines, but we all know there's nothing better then a Cummins N14 celect plus! I must admit i think the DD has better quality parts though...most is stamped with German all over it and some Cummins parts are stamped with China, India, Mexico, and here in the US so it's pretty much global.

 

I'm running an ISX in my truck hauling 80-90K best fuel mileage I've gotten is 6.2, but the loads we pull aren't aerodynamic in any way.
I usually stay around 5.8
Dd15 I drove got better at 6.7 pulling same loads, I've had an egr valve go out, $1290 right there, plus $600 to put on and reset the computer to read the new one, no reset, derate to 5mph.
Engine runs good, and pulls good my setup is 3.55 rears 13 speed, set at 550 hp.
I've found if I run 70+ I'll use a gallon oil/per 2500 miles, if I cruise at 65 it'll go between 6500-7000 til it needs one galllon- using rotella, oil changed every month or 12000 miles whichever is first.
Overall I like the isx, old N14 I had would get 5 mpg no matter how fast or hard you drove it

 

2011 Cummins stay away from it

 

Hello fellow truckers I'm thinking of becoming o/o as a local driver found a 2012 cascadia 125 dd13 with 947000 kms 435 hp. Any info would help

 

With that being 588k miles should be alright, I drove a dd13 had no problems but it was geared at 2.64, it would pull for a smaller engine of today, depending on price of truck