Need clarity on ddec iv differences

Absolutely, the 16:1 pistons and the heavy wrist pins. I'm needing good reliable high horse and torque, that's why I am wanting to go this route also what's your thoughts on ceramic coating the pistons and exhaust manifold?

 

I've never tried it. I've read lots about it just flaking off in a short period of time especially the manifold. If it's just a bare block right now, I would suggest line boring it.

 

I apreciate what you are doing here! I am a master mechanic with a college degree in diesel service so after over 30 years in this field I know enough to getmysrlf in trouble quick without doing my due dilligence! I am trying to find out all the revisions in between s60 ddec 3 and ddec 4 engines to modify a 3 to a4 and weWilliams does not know the diffetences! If you find out amything pertinent will be looking to share all info

 

Ironhauler, did you find the detroit part number for that kit with 16 to 1 pistons and heavy pins?

 

DO NOT use the 2 picec bolt together pistons!! Spend the extra $$$ & upgrade to the 1 piece piston & pins. Also upgrade to the ceramic roller valve train. Recently rebuilt my DDEC IV BK60 & after reading through the 1st rebuild invoice, remembered these upgrades were done @ that time. Also spend the $$$ & put the proper Borg Warner performance turbo on with a ceramic coated exhaust manifold & don't forget to also buy the turbo blanket. They make a HUGE difference , both in engine performance & mpg. WORST thing you can do to a stock series60 is continue to run a wastegate turbo & stock exhaust manifold. Just my opinion.

 

I had a 99 PK motor was told only difference is added wrist pin oil squirter tubes supposed to fix potential wrist pin problems on previous engines.Mine blew a head gasket at 540 k got Detroit Local Rep on phone and made my case as I had been adding water for a while progressively getting worse.They paid for Parts New Head etc.Then dropped liner @825 K was not a happy camper. I was told there were 3 motors E. M. And. P. or Pk. I remembered this as economy medium and premium.Ive got to learn about this BK motor. My 99 was rebuilt w/1 piece piston as the 2 pc have been known to come apart.Now I have a 01 That was overhauled @825 also and now has over 1.2 m on rebuild just got oil sampled with flying colors.

 

What is the part # for the BG turbo upgrade? I still wonder how a turbo Blanket works seems like it would hold in more heat. Has anyone thought about putting 14L crank on12.7 rebuild basically a stroker kit? Ceramic seems like a bit pricey.I hear exaust manifolds great improvement.Like a set of Headers.I personally like low buck Big Bang improvements as It’s a business and has to be cost efficient and readily avail if it fails to reduce downtime. Fuel savings is a great reason but it’s still a projected savings. That’s just me though.Gonna have to look into all that stuff.

 

Here are a few things I've learned. By talking to people who don't talk trash.
You can't just turn a ddec 3 to a ddec 4 with programming. It need a few more sensors and holes tapped for them, a different ecm harness, and ecm.
Ddec 3 did not have piston coolers, it had a bolt together wrist pin surface. Not solid. Ddec did not have forged piston top option, 4 did but it was 2 piece design, some people don't like that, and go with one piece piston.
You can't swap head from one ddec number to a different ddec number.
But within same ddec number say ddec4 you could use 12.7 heads on a 14 liter, or 11 liter head on a 12.7 for more compression desired builds. Rebuilt heads from alliance suck, buy new they shave to much off heads causing valves to hang up. The 14 liter block is different block than a 12.7 and 11.1. A 11.1 can be made into a 12.7 they are same block. No Detroit series 60 should go much over a million miles if it's running like it's on its way out. This is why rods go through block ruining a chance for rebuild. Old series 60 engine are getting harder to find thanks to fitzgerald, Clark Power, and Detroit diesel rebuild centers. I know a owner who builds 725hp 12.7 engines and 2250 torque, than puts company drivers OTR with them.
Also in 2004 the head bolts were redesigned because they failed to much prior.

 

I forgot the other upgrade was upper cooling jacket in liner supposed to eliminate scuffing don’t know what year they changed. However have been told dropped cylinders were seen more often after they added the upper cyl cooling jackets.I agree seems to be a lack of info.Some of them just don’t know but a few do but seems they don’t want to give info out.Need to find right info it’s out there. I remember the guy who won HP contest in PA back in 2000 or so getting over 2000 hp out of a Detroit the article said he kept tuning something up under the bunk! I wish I could find that article. He beat a Cat w/1400 and Cummins wa little less.Im Leary of a lot I hear. Will be following you’re progress please update us as you progress good luck