CAT power and dependability

Lets explain why this happens. Turbos don't care how fast the idle is unless the oil pressure is too low at low idle to pump enough oil to all moving parts, this can happen on any engine. You want to bump the idle up so that cylinder temps are warm enough to burn all the fuel being supplied or it will wash the walls of the cylinder thus removing the oil film lubricating the rings. A few things to consider on the bridge motors also, I was told by a fellow o/o that I work with that cat will only allow his bridge motor to be 525 hp, enough right? not even close, My N-14 at 525 hp with 800k and needing a rebuild very shortly will out pull that truck with out even trying and his engine only has 400k on it. His fuel mileage is terrible and I have yet to find anybody that hauls more than 15k in/on their wagon that likes their bridge motor. The newer the engine the worse it gets, get a c-16 or a older c-15/3406 and you should have a good engine

 

At one time, CAT engines were known for blowing off injector tips because of high fuel pump pressure. That's the only thing I've ever heard of industry-wide. A company I used to work for had about 6 of the 3406-Es, and two of those gave ring problems at about 175K. The rings had to be replaced becaue they weren't sealing properly and oil was blowing out the stacks.

A driver at the same company once over-revved his 3406-B (manual engine) and cracked a cylinder liner wall. I had to go get that rig in Albuquerque and drive it back to Salt Lake after the driver got canned. It cost 20K to get that engine rebuilt. Maybe if it would have been done in the Que, it would have been cheaper. I don't know if the trip to SLC did any additional damage. I did baby it, but maybe that didn't help, as the wagon was loaded with at least 20K.

When I got that thing back to Salt Lake, steam was coming out of every hole in the engine: PCV, oil filler, dipstick, whatever. But it was running great.

 

that is true I wish Detroits were available in other brands of trucks like the old days ( which is what 6 years) Iam not at all impressed with A squirt oops Acert engines Just what people need more O rings and another inefficient turbo

 

Big Chuckie, The Cat Acert engines use 2 turbos for a couple reasons. 1st, 2 turbos add significantly more boost and 2nd,From a parts cost standpoint, added together Cat's 2 turbos don't add up to the price of the single Detroit or Cummins VGT turbos. At Mid America last March, Cat had literature covering some competitive tear downs of 3-2006 engines (1-Cat Acert,1-Detroit EGR and a Cummins EGR all pulled out of service by a major U.S. Leasing company. All 3 engines had around 330,000 miles and had the same PM schedules. The evauations were done by an independant research company, (not Cat)
It was amazing to see how much soot was in the intake manifolds of the EGR designed motors while the Acert showed hardly anything.
If soot is this bad @ 330,000 miles, what will an EGR engine look like at 700,000 miles when it will probably need an in-frame? I think in a couple more years we'll see the real impact of engine manufacturers who took the less expensive route to meeting the 2004 EPA reg's. Especially since the amount of EGR for 2007 was increased ( from 15% in 2004 to as much as 30% this year)in order to make the engine 07 compliant. The added soot will do nothing to help us get to the industry expection of 1,000,000 miles to overhaul.
Time will tell.......

 

You can get a Detroit in a Sterling (Ford) if you like!

 

EGR problems mean possible exhaust leaks. Exhaust that will find its way into YOUR cabs, ladies and gentlemen of trucking land.

Be #### SURE you have at least one carbon monoxide detector on board.

You DO carry a CO detector, right?

 

Oh tell me about it... some days are worse than others. Dont need a CO detector to know that fumes are entering my cab! Make sure I always have a window open (even at -30C!).

 

Sterling is a divison of Chrysler!