2006 c15 motors

All CAT motors 2004 & forward(C13 & C15) put in over the road trucks were twin turbo Acerts unless the truck was originally a glider. The 2003's motors had a serial starting with MBN, was the last single turbo & CAT bought credits from the EPA to sell them.

Funny how emissions can be compensated by cash huh? Betting that all the engine mfg's wished they would have told the EPA where to go way back then.

 

Wasn't sure of the year on those gravel trucks, don't really care anymore. But the motors were quiet and had good power. Drove a new truck last summer, it sucked.

 

A friend of mine does heavy haul. He said the company he used to work for had junk trucks, but the old CAT's were awesome. New co. has a great 05-06 Pete, but the motor cannot compete with the pre EPA stuff.

Have never driven one personally, so do not know how the twins spool up under heavy loads. Have a '03 C12 that was the last of the single turbos. Wish I could have grabbed a single turbo C15 back when I was buying.

 

06 will be a twin turbo accet. Very good motor with a little tweaking. Have 700k on mine with only a few issues. My 01 c15 6nz has had just as many problems as the accert.

 

Can you explain some off those things to improve the performance?
I have a 2006 c15 Acert twin turbo 550 Hp. Pulling super B tanker.
fuel mileage sucks and pulling uphill is pretty slow.

 

What are these few tweaks you did to get 725 hp?

 

Not a bad engine if you understand them. Understanding how they work and how they work, how they are different will put you ahead of the game. I have been learning the hard way... but not fault of the engine. Injector actuators are a big deal. Overhead and keeping really clean oil in it are also more important then normal.

 

They are a miller cycle engine. I will post info from wiki. It's worth reading. In#engineering, the#Miller cycle#is a thermodynamic cycle used in a type ofinternal combustion engine. The Miller cycle was patented by#Ralph Miller, an#Americanengineer, US patent 2817322 dated Dec 24, 1957. The engine may be#two-stroke#or#four stroke#and may be run on#diesel fuel, gas fuel or dual fuel.[1]

This type of engine was first used in ships and stationary power-generating plants, and is now used for some railway locomotives such as the#GE PowerHaul. It was adapted byMazda#for their#KJ-ZEM#V6, used in theMillenia#sedan, and in their Eunos 800 sedan (Australia) luxury cars. More recently,#Subaruhas combined a Miller cycle#flat-4#with ahybrid#driveline for their concept "Turbo Parallel Hybrid" car, known as the#Subaru B5-TPH.

OverviewEdit

A traditional#reciprocating internal combustion engine#uses four strokes, of which two can be considered high-power: the compression stroke (high power flow fromcrankshaft#to the#charge) and power stroke (high power flow from the combustion gases to crankshaft).

In the Miller cycle, the intake valve is left open longer than it would be in an Otto cycle engine. In effect, the compression stroke is two discrete cycles: the initial portion when the intake valve is open and final portion when the intake valve is closed. This two-stage intake stroke creates the so-called "fifth" stroke that the Miller cycle introduces. As the piston initially moves upwards in what is traditionally the compression stroke, the charge is partially expelled back out through the still-open intake valve. Typically this loss of charge air would result in a loss of power. However, in the Miller cycle, this is compensated for by the use of asupercharger. The supercharger typically will need to be of the positive displacement (Roots#or Screw) type due to its ability to produce boost at relatively low engine speeds. Otherwise, low-rpm power will suffer.

In the Miller cycle engine, the piston begins to compress the fuel-air mixture only after the intake valve closes; and the intake valve closes after the piston has traveled a certain distance above its bottom-most position: at around 20% to 30% of the total piston travel of this upward stroke. So in the Miller cycle engine, the piston actually compresses the fuel-air mixture only during the latter 70% to 80% of the compression stroke. During the initial part of the compression stroke, the piston pushes part of the fuel-air mixture through the still-open intake valve, and back into the intake manifold.

Charge temperatureEdit

In a typical spark ignition engine, the Miller cycle yields an additional benefit. The intake air is first compressed by the supercharger and then cooled by an#intercooler. This lower intake charge temperature, combined with the lower compression of the intake stroke, yields a lower final charge temperature than would be obtained by simply increasing the compression of the piston. This allows ignition timing to be advanced beyond what is normally allowed before the onset of detonation, thus increasing the overall efficiency still further. An additional advantage of the lower final charge temperature is that the emission of NOx in diesel engines is decreased, which is an important design parameter in large diesel engines on board ships and power plants.[citation needed]

Compression ratioEdit

Efficiency is increased by raising thecompression ratio. In a typical gasoline engine, the compression ratio is limited due to self-ignition (detonation) of the compressed, and therefore hot, air/fuel mixture. Due to the reduced compression stroke of a Miller cycle engine, a higher overall cylinder pressure (supercharger pressure plus mechanical compression) is possible, and therefore a Miller cycle engine has better efficiency.[citation needed]

Supercharger lossesEdit

The benefits of utilising positive displacement superchargers come with a cost. 15% to 20% of the power generated by a supercharged engine is usually required to do the work of driving the supercharger, which compresses the intake charge (also known as boost).