CAT

2007 model year engines had the DPF. Most 2007 chassis had 2006 engines in them.

 

Hardly ever saw dozers or wheel loaders with emission issues. Tons with telehandlers in winter. Always idling and direct drive fans meant they usually couldn't get warm enough to thaw the DEF tanks in the specified window when it was 35 below. Trip derates and have to go out and reset with factory passwords often lol.

 

Thanks.

I was looking at trailers for sale, only half paying attention, and thinking C15, so with 15 in my head, and looking at maybe buying a set of 2015 B train tanker trailers, I'm all about the 15 today.

 

That is terrible.

 

Hey, atleast you weren't sleeping inside!

 

Some light reading for the Cascadia types ……from a discussion on this website in the “before time”



A traditional Otto cycle engine uses four "strokes", of which two can be considered "high power" ' the compression stroke (high power consumption) and power stroke (high power production). Much of the internal power loss of an engine is due to the energy needed to compress the charge during the compression stroke, so systems that reduce this power consumption can lead to greater efficiency.

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 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 a supercharger. 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 torque will suffer.

A key aspect of the Miller cycle is that the compression stroke actually starts only after the piston has pushed out this "extra" charge and the intake valve closes. This happens at around 20% to 30% into the compression stroke. In other words, the actual compression occurs in the latter 70% to 80% of the compression stroke.

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.

Efficiency is increased by raising the compression 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.

The benefits of utilizing 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)



An Intake Valve Actuator or IVA (also known as a Varible Valve Actuator or VVA) is a device that contacts the intake rocker arm and holds the intake valve of an ACERT Cat engine open in an effort to lower the cylinder temperatures of the engine. This is done to help lower NOX emissions.


The Actuator is electronically controlled and hydraulically activated very similar to a Jake Brake. Your engine has 6 of them. One for each cylinder.


The variable valve actuators are used in order to control the closing of the inlet valves. The variable valve actuators do not operate until the engine oil has reached a desired temperature. The oil for the variable valve actuator flows from the oil filter base to an oil rail that is outside of the head. If the oil temperature is below the desired temperature, the diverter valve in the oil rail is open. The open diverter valve allows the oil to drain back into the head. When the oil temperature is increased, the diverter valve is closed. This closing pressurizes the oil rail and the housings for the variable valve actuators. The pressure in the oil rail will be 250 ± 50 kPa (36 ± 7 psi) higher than the rest of the lubrication system. Bleed holes are located in the housing in order to exhaust the pressurized oil.

The variable valve actuators hold the inlet valves open. The valves would normally close with the profile of the camshaft lobe. The solenoid is energized while the inlet valves are open. The solenoid allows pressurized oil to fill the cylinder. The pressurized oil pushes down the piston. As the inlet valve starts to close, the valve rocker arm for the inlet valve contacts the piston. The piston holds the inlet valves open.

In order to close the inlet valve, the solenoid is de-energized and the oil is allowed to leave the cylinder. The valve spring force pushes up on the rocker arm. The rocker arm pushes the piston back into the normal position of the piston. The inlet valves are then closed.


Apparantly what I was told about them being open and letting exhaust back into the intake to be reburnt was wrong. But seems like if you are lowering combustion chamber temps this is good. Your turbo is giving you compression as is the cylinder. From what I read the actuator works only during the first 15% of the compression stroke...Accorrding to Miller Compression actually doesn't happen except during the last 70-80% of the compression stroke. So in theory you should not be loosing any compression from the IVA's....you should not be loosing any power from the IVA's...you should gain effieciency. You are not pushing out any burnt gasses into the intake...it is clean air that was just sucked in by the engine. So I do not see how it would cause the soot in your intake?

 

I think Kurt explained it the best. He was always good at breaking it down, and making it understandable...

 

The night before I was. Every truck since has 2 smoke/c02 alarms. Too close a call for me.
I've posted these pics on here various times with the Hope's EVERYBODY invests in smoke detectors. I wasnt there, I had dropped it at the dealer for grease and a clutch adjustment on the new clutch after it seated. A tech was out side and smelled the wire burning, saw small flames and melting plastic from the cables dripping down, went inside to get keys to open the hood, (inside release) and a minute later when he got back with keys and extinguisher, this is what he found. It went up quick. Very quick.
Once again.
EVERYBODY GET YOURSELVES A SMOKE DETECTOR.

 

As a company driver I was assigned a truck that a friend was in for 2 years it had 52?,??? miles and 1,089,??? miles when it was sold, 04 Pete C15 ACERT. The company also had an 05,06,07. The only problem we had with any of them was the plugs on the Iva’s, put a new plug on, problem solved at around 7-800k. The bridge motor they had was just as good.

The 3406E I’ve owned since 2012 has been just as good to me.

There’s no reason to be scared of owning a CAT.

 

When you drop 20 or 30k on a engine and it factors in to daily operation for a few years.