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  1. #1
    Medium Load Member Jas's Avatar
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    Maxxforce 13 the good, the bad, the ugly?

    In the next few months I will begin to see CT13 engines coming though our shop, these are basically Maxxforce 13s painted yellow so I am wondering what I need to know about these engines, common issues, complaints, maintenace tips, etc.
    Any info would be appreciated, thanks.

    I have already heard if you back into a dock hard enough the crank gear can rotate on the crank throwing the cam timing out causing major issues.

    Attached Thumbnails Attached Thumbnails -img_6434-jpg   -img_6438-jpg   -img_6441-jpg  

  2. #2
    Light Load Member Nevs's Avatar
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    And I thought my Accert was a mess! lol...

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    Bobtail Member
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    Most of what Ive seen has been failed oxygen sensors and EGR related (cracked bellows and clogged cores).

  4. #4
    Light Load Member rrw811's Avatar
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    Recently when I was at my international dealer one of their older techs pulled me over to his bay, had to show me his project, a plugged tight egr cooler on a maxforce in a prostar, he was saying what a pain it was just to get to the cooler. The worse part is the truck only had 70k miles on it! No thanks!
    Are these engines only for the "CAT" trucks?

  5. #5
    Medium Load Member Jas's Avatar
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    Quote Originally Posted by rrw811 View Post
    Are these engines only for the "CAT" trucks?
    I think they are in the cat CT660 trucks in the US but here in Aus we dont get the CT660, we have the CT630 (aka International Prostar) and the CT610 (aka International Transtar), the CT610 will be fitted with the Maxxforce 13 badged as the CT13 engine, At this stage the CT630 is still being fitted with the NXS C15 Acerts, the next gen C15s (we will see around july-october I think) will still be NXS engines with the addition of a passive only DPF which means no ARD head and no EGR, at least not yet anyway.

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  7. #6
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    WOW!!!!!! I'm glad I don't make my living turning wrenches on these things everyday. I'm assuming they're turning the air compressor off the ring gear of the flywheel, am I correct? This should be interesting if the ring gear gets a broken tooth from poor starter engagement.

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    Bobtail Member
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    Quote Originally Posted by Mr. Haney View Post
    I'm assuming they're turning the air compressor off the ring gear of the flywheel, am I correct? This should be interesting if the ring gear gets a broken tooth from poor starter engagement.
    It is not driven off of the ring gear. There is a compressor gear that is driven right from the crank timing gear.

  9. #8
    Medium Load Member Jas's Avatar
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    I am led to believe they are a rear gear train engine so the cam and compressor are gear driven at the rear, everything else is belt driven from the front.

  10. #9
    Light Load Member rrw811's Avatar
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    I know a lot if not all the newer Cummins use the rear gear drive. Awhile back I took a few classes at Cummins they claimed it was for noise control, I think its part of the conspiracy to make trucks as hard as possible to work on.

  11. #10
    Road Train Member Heavyd's Avatar
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    Quote Originally Posted by rrw811 View Post
    I think its part of the conspiracy to make trucks as hard as possible to work on.
    I knew it!!!!

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