What are some engines to avoid not matter what.

Not the 555 ?

 

Run as fast as you can in the opposite direction of any MBN C15 cat. They are mostly in 2004 and some early 2005 trucks. The C15 Acerts are not all that great either but they are better then the bridged or MBN motors.

We have a couple newer MX paccar motors and having nothing but problems with them.

Also having some minor issues with some emmision control stuff on our c13 cats.

Volvo D13s were also a huge issue. We could not keep turbos in any of our 08 and 09 Volvos. That and injector harnesses etc are causing problems.

 

anyone remember the "big al". allis chalmers made that one. not a v-8 though I did get to see one one time up close. is was pretty cool to see that big purple son of a buck come factory in a big truck. i believe it was 883 cid. 450 hp. they also made a v-12 was around 900 hp.

 

Would anybody have any advice to give on a 92 3406c? Its in a 379 hood with a 15spd and 3.73s. Mainly im wondering about how she'll treat me as a first truck. Ive heard great things about the 'b' series and also about the 'e' but the info and input on the 'c' model seems to be lacking out there on the interwebs. Approx 1.2 mil with 350k on an inframe. What are the common shortcomings of this motor? anything specific i should look for while inspecting it? what are some repairs i could expect to encounter in the next 12 months? Any and all advice is much appreciated.

 

n14 or bust.

D60 2nd choice

 

The 3406B was a good engine in it's day we got 450,000 miles and the head gasket would blow 3,4,5,&6 liners would have to be cut, as they were sunk and the water pump cover was eaten away, That was caused by the DCA4. as soon as the N14's came out 75% of the owners of the "B" bought the N14, even with the continual Injector solinoid problems, the 3406C would shut down for days and just refuse to start, the oil preasure sender was inside the Governor, and took 4 hours to replace and they may or may not register a code. The first 3406E was a "C" block with the cam bearings not drilled and the oil pans lasted about 6 months before they cracked., the rocker arm studs stretched and if left loose the head was scrap, the Cams would last at best 6 months, the rocker arms broke and bent. The heads and front covers leaked like a sieve, Cats fix was to re-torque and glue it.
The Acert we changed more turbos and exhaust sleeves and the job took a long time and we always had to wait for parts, the IVA were always bring up a code and they wanted 8 hours of diagnostic and paid 2 hours, Parts were very rare, and I waited 2 weeks once, I waited 6 weeks for the first Cylinder head for the "E".
I do not care what engine or truck they bought, I got paid to fix them, I was their for 12 hours, three days a week. It did not matter what color it was.
First choice as an N14 second a S60, a S60 going south to LA on I 5 could get a million 5 without a problem. The N14's usually went North and hauled 144,000 lbs they would get a million.
The newer engines I would by a DD15 for highway running south and a DD16 going north.

 

Me pre egr cat even a mbn with a 6nz ECM. Or12.7 det but as far as cheaper repairs both are about the same these days using factory parts none of that Asian junk. In stok form cat will out pull the det no problem. Even a 435hp cat will walk a 500hp det both stock. Both can be turned up easily not so for the the n14. The det will get better mpg but then you are comparing 12.7l to 15l.

 

you don't hear about cam problems like you use too, really to hard to call a 427 or a 460p under power alot more motor than a series 60. My milage never below 6.5 usually uper 6's low 7's

 

Have an '05 C-15 BXS 475hp 1850 lb tq ACERT. 1.09 million miles, broken spring on one injector at 900,000 miles and regular oil changes. That's it. Fuel mileage can be anywhere from 5.5-7.5 mpg depending on conditions. When its time to rebuild I'll go to CAT and get the platinum rebuild and have 4yr warranty with unlimited miles.