Thanks for watching. Interesting find in this video. Tools used in the video on Amazon Affiliate links: Milwaukee 3/8" Right Angle Impact Wrench: amzn.to/3D2CvAk 2 Pack M12 Style Batteries for Milwaukee: amzn.to/3D2mdHE Adjustable Height Parts Tray 100 lbs: amzn.to/3CBusZB Milwaukee 3/8" Impact Wrench Kit: amzn.to/39fkOkT
I work for a class one railroad. When those turbos go bad on a locomotive, you get mass smoke and 10-30 foot flames out of the exhaust stack. Really cool to see. The reason they are gear driven, is because the engine does not have enough rpm to develop turbo turbine speed to produce enough boost. Typically the gear driven portion of the turbo will disengage at notch 5 or 6, then the engine has enough rpm to produce exhaust pressure to actuate the turbo. BTW, a quart low on a locomotive is about 50-55 gallons. Lol
Showing my age. I got schooled on intake popping with the old Cummins compression release exhaust push rods. They had a bell around the middle which was used to hold valve open during cranking. They would break in half there. And ever since I could walk up to a engine and hear the intake popping, one knew there was a problem with exhaust valve train. The DD15's will pop through the intake, the problem is that the cam shaft lopes are pressed fitted on a tube. When the engine is overspeeded going down a hill the exhaust lobe will slip on the tube. A couple of weeks a driver wants road service for engine noise. I asked if it was popping thru air cleaner, he said yes, I asked had the engine been recently worked on, he said two weeks prior. I told him just save the road service money, call a tow truck, it needs a shop. Good video!
I wish if this guy was down in the south … He is so good , I. Been watching his vid do almost 6 years now …even though I sold my cat c 15 abs have Detroit engine I kept his Chanel , it’s fun to watch how professional this guy is …one of the best mechanic
G'day, The reason why the Turbo is gear driven is to allow the engine to run in fuel saving "low idle" which is around 235rpm and use 16 litres/h for a 12-645E3B, also a 2-stroke engine won't run unless their is air to pass through the cylinders when the exhaust valves opens so that's another reason, it's also what makes the "ying ying ying" sound when you're next to them, the gear spins the turbine until the engine is around 700rpm then a clutch type mech engages and exhaust gases speeds it up, you don't get the turbo lag like you do with an Alco or an EE.
Thank you for great videos. This one hit home. My #4 was ground up also in 2015. (2010 Pete 387c-15 cat. Ard head replaced at cat Kingman, az. under warranty. Barstow, ca. she went weird. Took it to Quinn Cat, Riverside, ca. Kingman messed up a lot. Super fantastic tech found my problem and fixed it. (P.S. If you need an ARD Head replaced, get the #1 sensor replaced also it is not designed to be reinstalled. yes it is about $350.00 but you will not be down another day for it at about $600.00). Anyway tech came to me and his writer and asked why 1,2,3,5,6 was doing about 115% average and #4 was only 23%. Bad roller. 2 days down I think and she ran great $8K with the 2 year warranty!. I want another kitty!
Those EMD turbo's, I hauled a few dozen of them as well as cylinder packs into Progress Rail in Peru for rebuild and reloaded several rebuilt units back out. Those babies are huge and very heavy. I also hauled in several alternators, again huge and heavy. They used large CAT forklifts to move them in/out of trailer and the trailer would creak something awful, and you could see it flex under the extreme weight. I will guess that the damage to this Acert engine was due to lack of proper maintenance? Timely oil and filter changes? I changed my oil religiously at 15,000-miles so that I never had to face this type of failure. Well that was up to six-weeks ago when I resigned my company of 29 years and sold all of my trucking equipment. After 38 years in the trucking biz, I've put the brakes on and moved south to Tennessee.
@@AdeptApe oh it's much better. Glad you got it done in really good time considering how short of notice we had we were even taking it there. Love the help and you guys were excellent through all of it.
I had one rocker arm break on a downhill with jakes activated. I honestly thought I threw a rod by the way it sounded. I immediately shut the engine off and coasted the rest of the way down which thankfully wasn't far and I wasn't heavy. Turned out to be number 4 exhaust rocker as well but it broke on the valve side of the shaft. No cam damage or anything. It was also still under warranty. A short afternoon in a shop after a short ride in a tow truck and I was on my merry way.
I had a Rocker arm break in a C-15 Acert and you talk about knocking and popping. I thought the engine was going to come out from under the hood. I got lucky and did not drop a valve or the injector and did not hurt the cam or the piston. As soon as it broke I cut the truck off and coasted right into a parking lot.
It’s so cool that you had this come in when I was just learning about pre end gas detonation. It says it will sound like a hammer hitting the piston. That’s exactly what it sounded like in your video.
Love watching your videos as a diesel mechanic myself. Especially now that I’m on the engine side of things more often then not. Learned a lot about professionalism, knowledge and alot of correct diagnosis of diesel engines. Keep on keeping on.
Had the exact same thing happen in a C32. #12 exhaust rocker had the roller come apart and it made the same noise and even had the same puffing in the intake boots.
I love your videos Josh. I live in Tennessee but your videos have been making me want to go to school for diesel mechanics. I already have a background in automotive.
Had a 6.0l ford Powerstroke that sounded the same way, wiped the cam on one cylinder. Never heard one do that before that. Thanks for sharing the video.
I have both Milwaukee impacts, they are amazing, I got the protective boot for both, keep them nice! The die grinder is really nice, the grease gun, one key impact, under hood light, etc lol
I wanna see more trouble shooting. I like this style of video of where you show the problem and than what it could be. Im just getting into the field i know how to RNI anyone can RNI. I dont have the experience to troubleshoot properly just yet.
I've had many times that ive wanted to wash something off but not drag the pressure washer line or the garden hose that kinks every 2 feet across the shop. So I made an adapter to hooke to a hose bib and convert to an air chuck and run a spare air line and use my blow gun. Precise low pressure water.
you need at least a 3-hour or 6-hour amp batter for the impact runner. I had the same experience when I bought it it wasn't hitting hard at all lol until I switched the battery. That's my go-to tool for everything now. It makes doing overhead jobs so easy, especially on Detroits
cool those are usualy found on locomotive engines and yes I thing that system has what is called a sprag clutch or a one way clutch and it is mounted on the front of the engine that's what makes the locomotives sound so cool when they spool up the turbos at the start of pulling a load really cool sound
I have a Milwaukee 3/8 stubby impact too there great a lot of power for there size I work on semi trucks too I love using it to do clutch and transmission replacements, but I used a 1/2 to do the flywheel bolts great tool
That EMD turbo reminds me of a total loss that came in for warranty investigation. The turbo got hot, exploded, and then locked the 2 halves of the turbo together. Got the torch out and the case was a loss too. There was not a single salvageable component on this turbo
@@AdeptApe yeah it's an odd noise I guess if you've experienced this before it's something you'd immediately recognize it next time. I would've assumed it was valve train related but never guessed the rocker was the issue maybe would've guessed a Jake issue or something
How you liking it 3/8 stubby I'm on my third one one was warrantied Milwaukee just replaced it another one about a year ago cuz the warranty ran out on the first one so much better than having an airline and the torque on a 3/8 are unbelievable for what they actually are I would recommend Milwaukee 3/8 stubby to any mechanic
Could you do a video on how new trucks can supposedly get 75k miles on an oil change compared to the older trucks needing one every 10-20k miles and why exactly that is.
On a good running c16 I have, 435k mi , I found a small chunk of steel on oil drain magnet. It's small, almost looks like it could be a little tiny chunk off the block casting corner somewhere maybe? U ever see that on magnet? Did a oil sample, sending it out Monday
them emd turbo chargers are gear driven because the 2 stroke diesel cycle on these emd’s can’t produce enough exhaust gases to spin spin an air driven turbo of that size. 315rpm is idle, 900rpm is flat out. the EMD engines in the locomotives have to drive a 6 tonne alternator to make the train move. very very interesting 👍
Great video, did you have to change out the fuel filters on the kenmex, i remember some american trucks used to fill up on mexican diesel and after about a month those filters were clogged due to the diesel not being as refined as american diesel. This happened in the extreme lower part of south texas. You could smell the difference between the two diesels.
Every winter we have some c-15's come in with broken rocker arms, most when its -40*c out, drivers will tell you it was running great and getting 60 psi of boost or more then bang, a rocker lets go. The extra cylinder pressures from the cold air tent to be too much for them. believe the rocker design changed a few times to prevent this issue.
Air compressor inlet hose is the old style as with the air compressor coolant hose. I like to up sale those parts for longevity and not have another failure. As you well know rocker arm studs break on these as well. Most of the time they break first on the rear of cylinders 2, 4 or 6. And I like to reseal the valve cover base if it is the rope design.
🤯 $60k for a turbocharger...???!!!! I agree that the troubleshooting tactics undertaken and the solution to the issue are the highlights of the videos I watch on Adept Ape channel.
That particular turbocharger is a lot bigger than it looked like it was in the picture, and it's not a simple turbocharger. It is a gear-driven thing until the engine begins to produce enough exhaust gas, then it reverts back to a gas-driven true turbocharger while the engine operates at high or full output. The reason for this is because a 2-stroke diesel will not operate properly without a supply of fresh air to both scavenge out the exhaust gases from the cylinders, and refill the cylinders with fresh air to be compressed as the piston pushes upward. Since the engine can't make the turbocharger compress enough on the cool side while at idle or low speeds, the turbocharger has to be mechanically driven so that it WILL build a charge on the cold side, to be able to scavenge each cylinder when each piston dips below the ports in the liners and force fresh air into the cylinders. Only 2 strokes, one upward, and one downward, so each cylinder relies on compressed air to both blow out the exhaust gas and re-charge the cylinder with fresh air for the next cycle. When the engine does finally get up to near wide-open, it begins producing enough exhaust gasses to run the turbocharger on exhaust gas pressure alone, the turbo then free-spools, so-to-speak, above the speeds that the gear-driven component can provide. If the engine lugs down and the turbo alone can no longer make sufficient boost, the gear-driven part ( on a clutch of sorts) will re-engage to drive the cold side and keep the boost happening. It's a complicated thing, and that's why it costs quite a bit more than your average turbo, also they are a hell of a lot larger in size.
In addition to the overrunning clutch mechanism it's hard to explain just how big locomotive and marine engines like those EMDs are. That turbo probably came off a 16 or 20 cylinder EMD 645 or 710 (that's CI displacement per cylinder), depending on the size and model the engine would be rated at somewhere between 3,000 and 5,500 HP. When running at high speed under heavy load with the turbo off the clutch the scream drowns out the rest of the engine, they don't even sound like a diesel, more like a bass-boosted jet airliner. They shake the ground if you're standing near them and have the power to literally move mountains, 100 carloads at a time.
Had a c13 popping once, adjusted an intake valve that was loose, couldn't see anything weird, assumed a fleet mechanic went out of his range. Week later, same thing, cam was going flat. That truck went to auction, be careful what you buy at auction folks
Oh God that sounds awful. I had a vehicle that did this and destroyed some valves like 5 seconds after I noticed the sound, I didn't even have time to understand what was happening.
I had a bridge nipple break off on my 3176. Mechanic diagnosed as wiped cam lobe. He ordered parts then found real problem. $9000. Later I have new cam and rockers, only played for parts.
I love the Cat rocker shaft lifting tool. I like the Detroit one as well. What I hate is Volvo and Mack valve train work. Those shafts are HEAVY!! At our shop we have two small cary deck cranes for doing heads and rear ends, so I usually use one of them for volmack rocker shafts. Jeez, I wouldn’t know what to do with myself if I only worked on Cats. Great content as always. Thank you!
I'm assuming that the bronze shaft serves as a journal for the rollers? If this happened in a car, there would be little needle bearings all over the place in the motor. Boy they make a mess out of things if a roller comes apart and they get out.
Aftermarket batteries have to cheap out somewhere. I recall AvE did a tear down of oem and aftermarket batteries and the big difference was the aftermarket batteries had less safeguards than the Milwaukee ones did. Easier to overheat and over/discharge them. They are more of a fire hazard and because of that I will not use them.
I wonder if you could pick up the difference in sound with a stethoscope to isolate the bad rocker to avoid pulling all of the valve covers and valve train parts
EMD's are two stroke and need forced air to scavenge to run. They either came with a blower, usually for shunting locomotives so they had more instantaneous power (no turbo lag) or the gear driven turbo in most other applications where they didn't need the quicker power. The gear drive is just for starting to get that positive pressure to scavenge. Once it's running the exhaust gasses over run the gear drive. Here's an EMD 710 V20, 4,900HP generator starting up and generating 3.5MW. ruclips.net/video/hFVJ9Lhhm0I/видео.html
It’s not a gear driven turbo charger, it’s a centrifugal super charger. You can’t have a turbo without the exhaust turbine that gives it the name. Turbo chargers are centrifugal turbine superchargers, for obvious reasons a shorter name was quickly adopted.
Be careful testing cylinders like that, the pressure is only at one part of the cylinder and doesn't give indication through out the cylinder walls. I use an old injector that I cut the top off and removed the internals out of then threaded a air fitting into it so I can use the hold down. I start with the piston at TDC I have a turning tool in and a long bar, I add air pressure and then slowly allow piston to slowly drop to BDC. Go slow so the air keeps 110-120 psi in the cylinder even though the volume increases. If you hit a part of the walls that has damage you will hear it escaping and then bore scope the cylinder. It sounds complicated but it really isn't and it only takes a few seconds longer but I got cause with damage halfway on the cylinder walls that a TDC and BDC test didn't pick up.
Thanks for watching. Interesting find in this video. Tools used in the video on Amazon Affiliate links:
Milwaukee 3/8" Right Angle Impact Wrench: amzn.to/3D2CvAk
2 Pack M12 Style Batteries for Milwaukee: amzn.to/3D2mdHE
Adjustable Height Parts Tray 100 lbs: amzn.to/3CBusZB
Milwaukee 3/8" Impact Wrench Kit: amzn.to/39fkOkT
I have a 3406 e that will not prime up on fuel. New fuel hoses and hand primer still will not prim. Any ideals?
Try a 6 Amp hour battery on that right angle milwaukee makes a huge difference.
I work for a class one railroad. When those turbos go bad on a locomotive, you get mass smoke and 10-30 foot flames out of the exhaust stack. Really cool to see. The reason they are gear driven, is because the engine does not have enough rpm to develop turbo turbine speed to produce enough boost. Typically the gear driven portion of the turbo will disengage at notch 5 or 6, then the engine has enough rpm to produce exhaust pressure to actuate the turbo. BTW, a quart low on a locomotive is about 50-55 gallons. Lol
Yep 100%
Don’t wanna ruin the like count, so here’s your 70th like
How much oil do they hold and how much is a pm?
@@Jamk14 depends but usually 200-350 gallons
I've seen videos of that. Pretty spectacular. And expensive.
Showing my age. I got schooled on intake popping with the old Cummins compression release exhaust push rods. They had a bell around the middle which was used to hold valve open during cranking. They would break in half there. And ever since I could walk up to a engine and hear the intake popping, one knew there was a problem with exhaust valve train.
The DD15's will pop through the intake, the problem is that the cam shaft lopes are pressed fitted on a tube. When the engine is overspeeded going down a hill the exhaust lobe will slip on the tube.
A couple of weeks a driver wants road service for engine noise. I asked if it was popping thru air cleaner, he said yes, I asked had the engine been recently worked on, he said two weeks prior. I told him just save the road service money, call a tow truck, it needs a shop.
Good video!
That is one of the faults of the Detroits.
Troubleshooting is where it’s at. Love seeing the steps taken to diagnose issues.
I wish if this guy was down in the south …
He is so good , I. Been watching his vid do almost 6 years now …even though I sold my cat c 15 abs have Detroit engine I kept his Chanel , it’s fun to watch how professional this guy is …one of the best mechanic
That is so nice to say. That means a lot 🙂
Got skills and attention to detail and communication…
Love the diagnostic value of this mechanic truely
G'day, The reason why the Turbo is gear driven is to allow the engine to run in fuel saving "low idle" which is around 235rpm and use 16 litres/h for a 12-645E3B, also a 2-stroke engine won't run unless their is air to pass through the cylinders when the exhaust valves opens so that's another reason, it's also what makes the "ying ying ying" sound when you're next to them, the gear spins the turbine until the engine is around 700rpm then a clutch type mech engages and exhaust gases speeds it up, you don't get the turbo lag like you do with an Alco or an EE.
Thank you for great videos. This one hit home. My #4 was ground up also in 2015. (2010 Pete 387c-15 cat. Ard head replaced at cat Kingman, az. under warranty. Barstow, ca. she went weird. Took it to Quinn Cat, Riverside, ca. Kingman messed up a lot. Super fantastic tech found my problem and fixed it. (P.S. If you need an ARD Head replaced, get the #1 sensor replaced also it is not designed to be reinstalled. yes it is about $350.00 but you will not be down another day for it at about $600.00). Anyway tech came to me and his writer and asked why 1,2,3,5,6 was doing about 115% average and #4 was only 23%. Bad roller. 2 days down I think and she ran great $8K with the 2 year warranty!. I want another kitty!
Your a very good mechanic and explain things well
Those EMD turbo's, I hauled a few dozen of them as well as cylinder packs into Progress Rail in Peru for rebuild and reloaded several rebuilt units back out. Those babies are huge and very heavy. I also hauled in several alternators, again huge and heavy. They used large CAT forklifts to move them in/out of trailer and the trailer would creak something awful, and you could see it flex under the extreme weight. I will guess that the damage to this Acert engine was due to lack of proper maintenance? Timely oil and filter changes? I changed my oil religiously at 15,000-miles so that I never had to face this type of failure. Well that was up to six-weeks ago when I resigned my company of 29 years and sold all of my trucking equipment. After 38 years in the trucking biz, I've put the brakes on and moved south to Tennessee.
I thought you looked familiar when I dropped my truck off. Just couldn't place the face. She's running much much better now so thanks for the repair.
I always try to make them run better when they leave, happy to work on it.
@@AdeptApe oh it's much better. Glad you got it done in really good time considering how short of notice we had we were even taking it there. Love the help and you guys were excellent through all of it.
I had one rocker arm break on a downhill with jakes activated. I honestly thought I threw a rod by the way it sounded. I immediately shut the engine off and coasted the rest of the way down which thankfully wasn't far and I wasn't heavy. Turned out to be number 4 exhaust rocker as well but it broke on the valve side of the shaft. No cam damage or anything. It was also still under warranty. A short afternoon in a shop after a short ride in a tow truck and I was on my merry way.
That kenmex is way up North!
For reals
Simon!
We see alot of those here by mexicali
I had a Rocker arm break in a C-15 Acert and you talk about knocking and popping. I thought the engine was going to come out from under the hood. I got lucky and did not drop a valve or the injector and did not hurt the cam or the piston. As soon as it broke I cut the truck off and coasted right into a parking lot.
It’s so cool that you had this come in when I was just learning about pre end gas detonation. It says it will sound like a hammer hitting the piston. That’s exactly what it sounded like in your video.
Nah bud, what you’re describing is “fuel knock,” and it sounds much worse than this. This is more of a hollow pop, fuel knock sounds like a rod knock.
Love watching your videos as a diesel mechanic myself. Especially now that I’m on the engine side of things more often then not. Learned a lot about professionalism, knowledge and alot of correct diagnosis of diesel engines. Keep on keeping on.
I love how this young man diagnoses certain issues with diesel engines, awesome job 😊👍🏾
Virtuoso of Diesels
I like your analytical style based on knowledge of facts combined with experience. Thanks.
Had the exact same thing happen in a C32. #12 exhaust rocker had the roller come apart and it made the same noise and even had the same puffing in the intake boots.
I love your videos Josh. I live in Tennessee but your videos have been making me want to go to school for diesel mechanics. I already have a background in automotive.
Don't go to lincoln tech
Had a 6.0l ford Powerstroke that sounded the same way, wiped the cam on one cylinder. Never heard one do that before that. Thanks for sharing the video.
I have both Milwaukee impacts, they are amazing, I got the protective boot for both, keep them nice! The die grinder is really nice, the grease gun, one key impact, under hood light, etc lol
they really are impressive tools
I wanna see more trouble shooting. I like this style of video of where you show the problem and than what it could be. Im just getting into the field i know how to RNI anyone can RNI. I dont have the experience to troubleshoot properly just yet.
Wow, incant stop watching you videos over and over. Thank you for sharing your knowledge with us.
I'm glad you like them.
You got it purring like a kitten. Great before and after!
Loved this video. Troubleshooting is my thing too….but mostly with electronic stuff.
Thanks for watching Larry.
Really enjoy your videos, you explain things very well. Stay safe and healthy.
I've had many times that ive wanted to wash something off but not drag the pressure washer line or the garden hose that kinks every 2 feet across the shop. So I made an adapter to hooke to a hose bib and convert to an air chuck and run a spare air line and use my blow gun. Precise low pressure water.
you need at least a 3-hour or 6-hour amp batter for the impact runner. I had the same experience when I bought it it wasn't hitting hard at all lol until I switched the battery. That's my go-to tool for everything now. It makes doing overhead jobs so easy, especially on Detroits
I’ve been looking for those kenmex plate for a while
Love watching all your videos .
cool those are usualy found on locomotive engines and yes I thing that system has what is called a sprag clutch or a one way clutch and it is mounted on the front of the engine that's what makes the locomotives sound so cool when they spool up the turbos at the start of pulling a load really cool sound
Awesome video! Thanks!
I have a Milwaukee 3/8 stubby impact too there great a lot of power for there size I work on semi trucks too I love using it to do clutch and transmission replacements, but I used a 1/2 to do the flywheel bolts great tool
That EMD turbo reminds me of a total loss that came in for warranty investigation. The turbo got hot, exploded, and then locked the 2 halves of the turbo together. Got the torch out and the case was a loss too. There was not a single salvageable component on this turbo
Love troubleshooting, always have.
It's impressive how you knew it was valve train issue by the popping. I would have thought otherwise, but I guess it was more of a pop than a knock.
I didn't know it, I was guessing based on experience and that's the only thing I've seen cause it before. Thanks for watching.
@@AdeptApe yeah it's an odd noise I guess if you've experienced this before it's something you'd immediately recognize it next time. I would've assumed it was valve train related but never guessed the rocker was the issue maybe would've guessed a Jake issue or something
Any sort of noise that sounds like an individual cylinder is generally valve train related, at least a good starting point.
@@TurboVisBitslike a rod knock?
Great video Josh !
How you liking it 3/8 stubby I'm on my third one one was warrantied Milwaukee just replaced it another one about a year ago cuz the warranty ran out on the first one so much better than having an airline and the torque on a 3/8 are unbelievable for what they actually are I would recommend Milwaukee 3/8 stubby to any mechanic
Love you vids bro they are very informative and that for sharing ur knowledge a very much apriciated....
Nice easy fix.. I bet you and the customer liked that. Keep the good stuff coming.
But where is the concern for all that metal that went downstream ? , Or is it a big deal ?
Could you do a video on how new trucks can supposedly get 75k miles on an oil change compared to the older trucks needing one every 10-20k miles and why exactly that is.
You see that oil bypass video? The company that makes it claims 1million miles .
that scream at 1:15 had me hysterical
Good diagnostics
I would love seeing the repair parts too! Thanks for filming these :)
Enjoyed viewing tnx's
Emd one of the greatest diesel industrial engines
I actually had a rocker arm on a emd 645 fail the same way as the caterpillar one did
On a good running c16 I have, 435k mi , I found a small chunk of steel on oil drain magnet. It's small, almost looks like it could be a little tiny chunk off the block casting corner somewhere maybe? U ever see that on magnet? Did a oil sample, sending it out Monday
I've done samples every oil change since new so I have a previous 10k mi oil change to compare to
them emd turbo chargers are gear driven because the 2 stroke diesel cycle on these emd’s can’t produce enough exhaust gases to spin spin an air driven turbo of that size. 315rpm is idle, 900rpm is flat out. the EMD engines in the locomotives have to drive a 6 tonne alternator to make the train move. very very interesting 👍
Great video, did you have to change out the fuel filters on the kenmex, i remember some american trucks used to fill up on mexican diesel and after about a month those filters were clogged due to the diesel not being as refined as american diesel. This happened in the extreme lower part of south texas.
You could smell the difference between the two diesels.
I think their fuel is like that from the intense humidity they get from further down south.
@@dapper_gentmost of our fuel is refined in Houston, where it’s as humid as it gets.
Every winter we have some c-15's come in with broken rocker arms, most when its -40*c out, drivers will tell you it was running great and getting 60 psi of boost or more then bang, a rocker lets go. The extra cylinder pressures from the cold air tent to be too much for them. believe the rocker design changed a few times to prevent this issue.
Very nice
Well done.
Air compressor inlet hose is the old style as with the air compressor coolant hose. I like to up sale those parts for longevity and not have another failure. As you well know rocker arm studs break on these as well. Most of the time they break first on the rear of cylinders 2, 4 or 6. And I like to reseal the valve cover base if it is the rope design.
Great job
The truck I drive with a C15 sounds similar to that but not as bad. It's had an exhaust manifold leak for about 6 months
learned a lot here. thanks
Good job 👍
I love your videos!
You amaze me. You can tell you care about what you do and that this is not your first rodeo. So the small divots are ok?
🤯
$60k for a turbocharger...???!!!!
I agree that the troubleshooting tactics undertaken and the solution to the issue are the highlights of the videos I watch on Adept Ape channel.
That particular turbocharger is a lot bigger than it looked like it was in the picture, and it's not a simple turbocharger. It is a gear-driven thing until the engine begins to produce enough exhaust gas, then it reverts back to a gas-driven true turbocharger while the engine operates at high or full output.
The reason for this is because a 2-stroke diesel will not operate properly without a supply of fresh air to both scavenge out the exhaust gases from the cylinders, and refill the cylinders with fresh air to be compressed as the piston pushes upward. Since the engine can't make the turbocharger compress enough on the cool side while at idle or low speeds, the turbocharger has to be mechanically driven so that it WILL build a charge on the cold side, to be able to scavenge each cylinder when each piston dips below the ports in the liners and force fresh air into the cylinders. Only 2 strokes, one upward, and one downward, so each cylinder relies on compressed air to both blow out the exhaust gas and re-charge the cylinder with fresh air for the next cycle.
When the engine does finally get up to near wide-open, it begins producing enough exhaust gasses to run the turbocharger on exhaust gas pressure alone, the turbo then free-spools, so-to-speak, above the speeds that the gear-driven component can provide. If the engine lugs down and the turbo alone can no longer make sufficient boost, the gear-driven part ( on a clutch of sorts) will re-engage to drive the cold side and keep the boost happening.
It's a complicated thing, and that's why it costs quite a bit more than your average turbo, also they are a hell of a lot larger in size.
In addition to the overrunning clutch mechanism it's hard to explain just how big locomotive and marine engines like those EMDs are. That turbo probably came off a 16 or 20 cylinder EMD 645 or 710 (that's CI displacement per cylinder), depending on the size and model the engine would be rated at somewhere between 3,000 and 5,500 HP. When running at high speed under heavy load with the turbo off the clutch the scream drowns out the rest of the engine, they don't even sound like a diesel, more like a bass-boosted jet airliner. They shake the ground if you're standing near them and have the power to literally move mountains, 100 carloads at a time.
Try the Milwaukee XC battery on the angle impact
Had a c13 popping once, adjusted an intake valve that was loose, couldn't see anything weird, assumed a fleet mechanic went out of his range. Week later, same thing, cam was going flat. That truck went to auction, be careful what you buy at auction folks
Love all your videos!
Thanks for sharing
It's all your fault that i now need that fancy table in my shop. Keep up the good work!
Great 👍 job.
Wow…job welllllll done!!!!
That kenworth/ kenmex was made in Mexico unless it has a different hood or they decided to install that emblem, regardless your videos are excellent..
Get a 6 amp battery for it , has more power & it. wont slip out of ur hand , i have the 1/2" version with a conversion bit I use for 3/8'' .
Oh God that sounds awful. I had a vehicle that did this and destroyed some valves like 5 seconds after I noticed the sound, I didn't even have time to understand what was happening.
Another good one sir
I love you vídeos I have a c13 it’s great engine with twin turbo not much power but reliable and great mpg for a cat 🐱
Would love to see how that ratchet mechanism on the gear driven turbo works. Without getting chewed up at 15000rpm or whatever it spins at.
Not the same motor as seen in the intro or they fixed the air to air situation.
It's basically a sprag clutch. One way sprag, over-running clutch. Plenty of info online and nothing special. Super simple.
In that situation Josh do you replace all of the rocker arms? Thanks for the great video. 😊
That impact works best with the 3 or 4 amp hour battery, like the normal 3/8 you got.
I had a bridge nipple break off on my 3176. Mechanic diagnosed as wiped cam lobe. He ordered parts then found real problem. $9000. Later I have new cam and rockers, only played for parts.
I broke a rocker arm 3 weeks ago and I sounded similar but way louder and deeper sound
That rocker shaft tool sucks with the rocker box on, mint with it off tho
Amazing video man. I find trouble shooting fascinating. Very interesting always. Cheers Josh. 💪👍🧰🔧🪛
See this alot on the C15 C27 C 32 engines, alot of the times the cam lobe is nfg too . Cat knows its an issue........
If you close your eyes, its a perfectly well tuned John Deere two cylinder.
the good ol broke rocker
I love the Cat rocker shaft lifting tool. I like the Detroit one as well. What I hate is Volvo and Mack valve train work. Those shafts are HEAVY!! At our shop we have two small cary deck cranes for doing heads and rear ends, so I usually use one of them for volmack rocker shafts. Jeez, I wouldn’t know what to do with myself if I only worked on Cats. Great content as always. Thank you!
I'm assuming that the bronze shaft serves as a journal for the rollers? If this happened in a car, there would be little needle bearings all over the place in the motor. Boy they make a mess out of things if a roller comes apart and they get out.
So curious what caused it to wear like that in the first place?
Sounds like sammy Davis junior is in the engine 😂
Aftermarket batteries have to cheap out somewhere. I recall AvE did a tear down of oem and aftermarket batteries and the big difference was the aftermarket batteries had less safeguards than the Milwaukee ones did. Easier to overheat and over/discharge them. They are more of a fire hazard and because of that I will not use them.
Thanks for sharing idol
I wonder if you could pick up the difference in sound with a stethoscope to isolate the bad rocker to avoid pulling all of the valve covers and valve train parts
You are the best, how many years of experience?
I always liked taking those dirty valve covers off and letting them cook and clean in the cabinet washer while I worked on the engine.
They were put in our parts washer, or parts wetter as we affectionately call it because it mostly just gets parts wet instead of washed.
Those 90 guns are 10/10. Work a lot better with a 6ah battery too
EMD's are two stroke and need forced air to scavenge to run. They either came with a blower, usually for shunting locomotives so they had more instantaneous power (no turbo lag) or the gear driven turbo in most other applications where they didn't need the quicker power. The gear drive is just for starting to get that positive pressure to scavenge. Once it's running the exhaust gasses over run the gear drive. Here's an EMD 710 V20, 4,900HP generator starting up and generating 3.5MW.
ruclips.net/video/hFVJ9Lhhm0I/видео.html
It’s not a gear driven turbo charger, it’s a centrifugal super charger. You can’t have a turbo without the exhaust turbine that gives it the name. Turbo chargers are centrifugal turbine superchargers, for obvious reasons a shorter name was quickly adopted.
There is actually. There is an overdrive mechanism that once the exhaust flow exceeds the gear drive speed the turbine spins by exhaust flow.
I use Milwawkee tools all day, and I have found that the aftermarket batts tend to fail within 3 or 4 months.
Lo mejor kenmex y cat is maken mexico great again ty
Be careful testing cylinders like that, the pressure is only at one part of the cylinder and doesn't give indication through out the cylinder walls. I use an old injector that I cut the top off and removed the internals out of then threaded a air fitting into it so I can use the hold down. I start with the piston at TDC I have a turning tool in and a long bar, I add air pressure and then slowly allow piston to slowly drop to BDC. Go slow so the air keeps 110-120 psi in the cylinder even though the volume increases. If you hit a part of the walls that has damage you will hear it escaping and then bore scope the cylinder. It sounds complicated but it really isn't and it only takes a few seconds longer but I got cause with damage halfway on the cylinder walls that a TDC and BDC test didn't pick up.
volvo suffers same problem on exhaust valve side if u don't do top end setup rollers jams and takes out camshaft lobe