We were having to replace the standard air filter at about 6000km on heavy work 100 to140 000kgs. This was mainly from the port with earth moving machines on a 560km trip climbing 1800m on very good roads. The new filter now lasts till the 10000km service interval. We then blow it out and use it another 2 times before replacing. Did the exhaust and the filter at the same time so not sure if the filter played a role in dropping the top end temp. I think with this type of work it would be a good idea to ad a Pyrometer so you can tell when things are getting to hot.
Pyro is a good idea when doing very heavy work in hot climate. I don't know why european manufacturers don't offer it as an option? I know only some old F16 Volvo special editions that had pyro, never seen in any other euro truck.
Somewhere between 840-850 hp and 2580 lb/ft torque at about 1600 rpm. Still needs development to compete with 1200 hp L-10 Cummins..
guys i wonder why there is no more oil air filter which use oil to clean air is that related to ecology i mean probably some oil left inside air and when it burn.... this was one of greatest things need to exchange oil every 5 years
We had them in the old Mercedes V10 engines(1632) about 30 years ago...Mercedes then moved to paper type air filters in the early 1980's....A German factory engineer told me at the time,the reason was for fuel economy....and also turbocharged engines require a much larger volume of air compared to naturally aspirated. We built stationary mulching machines in the 1990's which operated in very dusty conditions and we used oil bath cleaners on naturally aspirated Merc engines. They used to clog every few days due to the dust,which you could spot by the engine getting very smokey,but never gave any bother once you power washed them clean and scrapped the gunk from the bowl resevoir.
Last week a D13 dropped a valve in Belgium, first time I hear it happen, never in D12. Don't know if it was exhaust or intake but expensive anyway. Stock engine.
