Cat diesel power!!!!

The manifolds are brand new so they won't have to clean them up much. Cat mani-seal is pretty good stuff, we use it on all cat manifolds with no problems. newer cat (C15) manifolds seam to be too sloppy on the slip joint anyway, I remember banging them together with a hammer years ago but now they slide together by hand but leak if you dont put mani-seal on them, I have had heaps of new ones apart to fix manifold leaks even the ones with that wrap sh#t on the joins still leak.

 

Do you know the name of that stuff? The sealer I got from Cat didn't work on my B manifold and its less than a year old.

 

DDS

I could use your help for my ECM, for my newly modified rebuilt 3406E/2WS/1MM/7CZ

 

It's called High Temperature Manifold Sealer........part # is 2P-2333. This has to be used a certain way. The slip joints have to be clean of all oil and rust. Then you coat the female slip joint with a light coat of clean motor oil. The male slip joint is coated with this sealer. You then slide the pieces together, at the same time you are rotating them. You must work fast, as soon as you have the three sections together, then install them on the engine. Wait 48 hours before starting the motor.


The reason for putting the sealer on the male section only, is that you will not push a blob of sealer into the joint on the inside of the manifold to break away at a later time and go through the turbo. The reason for the oil on the female section is to keep it from cementing the slip joint together. This material is used as a filler in the joint only.

CAT's manifolds have gotten sloppy at the joints...........this makes even a new one hard to seal at times.

 

I did it the way your saying but didn't know to use oil on the female end.

Thanks I'll give it a try when it warms up.

 

Pittsburgh manifold comes from Full Tilt, they even use same pictures in their catalog. Thats the right way to do it, not B manifold. Better flowing manifold but not larger for higher velocity and pulse energy.

 

i have tried both the 5232 and 6999 and they both r trying 2 break the back of the seat how it pushes the truck empty, also loaded on flats but does nothing on the hills 4 me, the 6999 drinks the fuel like a leaky cup

 

The stock manifold flows around 1800 cfm on a flow bench, after porting and ceramic coating done by Full Tilt this same manifold will flow about 1950 cfm, the Performance Diesel Inc manifold will flow about 2050 cfm. A ported flowed and ceramic coated B model will flow 2450 cfm...........anything over 700 hp is better off with the B model manifold. The smaller manifolds do create more pulse energy to drive the turbo for faster turbo response..........but kill horsepower gains dramaticly at higher rpm's. The smaller manifold was designed for emissions, not power.

PDI and Pittsburgh Power are selling the same manifold. Full Tilt will still port and coat your manifold, but if you want to stay with the stock E model manifold they try to get you to buy the PDI manifold, which they sell also.

 

Flow bench flow is not everything. There is no reason to use larger than head exhaust port size manifold. With more pulse energy you can also spin a larger turbo that makes less backpressure. I have said this earlier: turbocharger is always the most restrictive part in exhaust system. You can make a manifold that flows 5000 cfm but it wont give any more power because there is restriction after it.

Someone should make a real test with over 700 hp engine on a dyno, same dyno same day with stock and b manifold without any other changes and full rpm range 1000-2300.

 

I've seen two different C-16's with the same internal modifications on the dyno. The only difference between the two motors was the exhaust manifold and turbochargers. The one truck ran a Full Tilt modified C-18(which is very similar in size to a B model manifold) manifold and a Michigan Turbo Stage 5 turbo. The other truck ran a Full Tilt modified E model manifold and a Holset 3801919 turbo with a bigger compressor wheel in it. The Holset turbo has a much smaller exhaust housing, I know. The Stage 5 turbo uses a Air Research 160 exhaust housing.

The power difference was a 150 hp with the bigger manifold and turbo housing. Along with considerably lower intake manifold pressure for the higher horsepower.

When CAT came out with the smaller exhaust ports this was done for the 3406C motors in the early 90's and continued into the E models and C-15/C-16/C-18. It was strictly done for emissions. CAT uses the B model manifolds and similar designs today on heavy equipment and military truck engines with the smaller exhaust port heads. They even have a special sleeve assembly to install in the head similar to the E models. The later design C-18 manifold will flow the same as the B model on a bench, but does have a slightly smaller cross section area in the turbo flange area, for more energy to drive the turbo.